The 1960s and early ‘70s was the era of cheap, affordable sports cars, with today’s entry-level offerings few and far between. Fortunately for car enthusiasts, our Japanese friends haven’t given up on the sportiest market yet, with Subaru having finally silenced doomsayers projecting the demise of the BRZ and its Toyota 86 clone, by introducing the fully redesigned second-generation coupe.
Currently, every BRZ/86 competitor is Japanese except for Fiat’s 124 Spider that’s based on Mazda MX-5 underpinnings (powertrain excluded), which is like overhearing Japanese spoken with an Italian accent while eating cannelloni flavoured sushi (hmmm… that might actually be good), and while today’s Nissan 370Z can be bought for a song in its most basic form, chances of a $30k 400Z are unlikely. For those not requiring as much forward thrust in order to have a good time, mind you, the upcoming 2022 BRZ could be the ideal answer.
The completely reengineered Subie will arrive with more power, however, bumping engine performance up from 205 horsepower and 156 lb-ft of torque to 228 horsepower and 184 lb-ft, which is an increase of 23 and 28 respectively. That won’t placate grumblers vying for the WRX STI’s 310-hp mill, or even the regular WRX’ 268 hp, but it’s respectable for this class.
The increased power comes from a new naturally aspirated 2.4-litre horizontally opposed four-cylinder, which is 400 cubic centimetres larger than the outgoing 2.0-litre powerplant. No turbo is attached, but keep in mind this is the same basic engine as used for the mid-size Legacy, Outback and three-row Ascent SUV, which with turbocharger attached makes of 260 horsepower and 277 pound-feet of torque. Therefore, a more potent performance model is once again possible for Subaru or mechanics with tuning chops.
More important than straight-line power in this category is low mass, and to Subaru’s credit only 7.7 kilograms (17 lbs) were added to this larger and more technologically advanced car, the 2022 BRZ weighing in at 1,277 kg (2,815 lbs) in base trim. Exterior measurements increase by 25 mm (1 in) to 4,265 mm (167.9 in) from nose to tail, while the 2,575-mm (101.4-in) wheelbase has only increased by 5 mm (0.2 in).
The change is the result of its Subaru Global Platform-sourced body structure, which makes the new model 50 percent stiffer than the old BRZ. In a press release, Subaru claims that key areas of strengthening included “a reinforced chassis mounting system, sub-frame architecture and other connection points,” while the car’s front lateral bending rigidity is now 60-percent more rigid, saying to “improve turn-in and response.”
Despite all the upgrades, the BRZ’s general suspension layout stays the same, with front struts and a double-wishbone setup in back, but the new model gets updates aplenty nevertheless, and now rolls on standard 17-inch alloy wheels with 18-inch rims optional, wearing 215/45R17 and 215/40R18 rubber respectively.
As was the case with the outgoing BRZ, a short-throw six-speed manual transmission will come standard with the 2022 model, while the same six-speed automatic with steering wheel paddles and downshift rev-matching is part of the 2022 package too. A standard limited-slip differential remains standard issue for the new BRZ too, so hooking up all that power won’t be an issue.
Performance aside, what do you think of the new look? So far, critics have been mostly positive, appreciating the 2022 model’s more aggressive character lines, while the interior has received universal praise. Yes, the current car has aged reasonably well, but it’s been nearly a decade so any modernization would likely be an improvement. Along with a complete instrument panel redesign, a 7.0-inch digital colour display has been integrated within the all-new primary gauge cluster, while over on the centre stack is a new 8.0-inch touchscreen housing Android Auto and Apple CarPlay smartphone integration, plus the usual assortment of entertainment and information functions.
Just in case you’re having a déjà vu moment, rest assured that you previously read an article on this site about Porsche E-Hybrid battery improvements, but at that time we were covering Panamera variants and now it’s all about the electrified Cayenne.
Like last year, both the regular Cayenne crossover SUV and the sportier looking Cayenne Coupe will receive Porsche’s E-Hybrid and Turbo S E-Hybrid power units, but new for 2021 are battery cells that are better optimized and improve on energy density, thus allowing a 27-percent increase in output and nearly 30 percent greater EV range.
The new battery, up from 14.1 kWh to 17.9, expands the Cayenne E-Hybrid’s range from about 22 or 23 km between charges to almost 30 km, which will force fewer trips to the gas station when using their plug-in Porsches for daily commutes. Likewise, the heftier Cayenne Turbo S E-Hybrid gets an EV range bump up from approximately 19 or 20 km to 24 or 25 km.
Added to this, Porsche has reworked how these Cayenne plug-ins utilize their internal combustion engines (ICE) when charging the battery. The battery now tops off at 80 percent instead of 100, which in fact saves fuel while reducing emissions. Say what? While this might initially seem counterintuitive, it all comes down to the E-Hybrid’s various kinetic energy harvesting systems, like regenerative braking, that aren’t put to use if the battery reaches a 100-percent fill. Cap off the charge at 80 percent and these systems are always in use, and therefore do their part in increasing efficiency.
Additionally, the larger 17.9 kWh battery can charge quicker in Sport and Sport Plus performance modes and default or Eco modes, making sure the drive system always has ample boost when a driver wants to maximize acceleration or pass a slower vehicle.
Net horsepower and combined torque remain the same as last year’s Cayenne plug-in hybrid models despite the bigger battery, with the 2021 Cayenne E-Hybrid retaining its 455 net horsepower and 516 lb-ft of torque rating, and both Cayenne Turbo S E-Hybrid body styles pushing out a sensational 670 net horsepower along with 663 lb-ft of twist.
Standard Cayenne E-Hybrid models can sprint from zero to 100 km/h in just 5.0 seconds when equipped with the Sport Chrono Package, before maxing out at a terminal velocity of 253 km/h, while the Sport Chrono Package equipped Cayenne E-Hybrid Coupe requires an additional 0.1-second to achieve the same top speed. Alternatively, both regular and coupe Cayenne Turbo S E-Hybrid body styles catapult from standstill to 100 km/h in an identical 3.8 seconds, with the duo also topping out at 295 km/h.
The 2021 Cayenne E-Hybrid starts at $93,800 plus freight and fees, while the Cayenne E-Hybrid Coupe is available from $100,400. After that, the Turbo S E-Hybrid can be had from $185,600, and lastly the Turbo S E-Hybrid Coupe starts at $191,200. You can order the new electrified Cayenne models now, with first deliveries expected by spring.
Let’s face it. The current Z car is old. How old? In automotive years, ancient. In fact, it’s oldest design currently being offered in North America. The only older vehicles include a truck and a commercial van, the former being Nissan’s own Frontier and the latter GM’s Chevy/GMC Express/Savana cargo and shuttle vans. This said, there’s new hope on the horizon.
Nissan recently took the wraps off of a new concept car dubbed Z Proto, and while “Proto” obviously stands for prototype, it appears as close to production trim as any fantasy show car the Japanese brand has ever revealed.
It’s sheet metal actually looks picture perfect for a seventh-generation Z, combining many of the original 240’s design cues with some from the much-loved fourth-generation Z32, while its slick looking interior is as dramatically modern as the current model is as awkward and backwards, yet comes infused with plenty of retro touches.
As is almost always the case, new Z will be larger than the outgoing model is this prototype is anything to go by, with the Z Proto measuring about five and a half inches longer from nose to tail. This doesn’t necessarily mean it will weigh more than the 370’s base 3,232 lb (1,466 kg) curb mass, or lose any of the current car’s driving capability, but more likely due to greater use of modern lightweight materials and the inclusion of a smaller 3.0-litre engine block, down 700 cubic centimeters, will actually weigh less.
The new Z will once again share platform architectures with its pricier Infiniti Q60 cousin, which bodes well for its overall structural integrity and build quality. The new prototype now reaches 4,381 mm (172.5 in) from front to back, which is exactly 141 mm (5.6 in) longer than the current 370Z, but take note it’s actually a fraction of a fraction narrower (1 mm) at 1,849 mm (72.8 in), or identical to the Q60’s width, and 10 mm (0.4 in) lower at 1,310 mm (51.6 in).
The current Z uses a lot of aluminum already, so expect the upcoming version to also use the lightweight alloy for its hood, door skins, and rear liftback, while it will without doubt also utilize aluminum suspension components and an aluminum-alloy front subframe, engine cradle, plus forged aluminum control arms (upper and lower in the rear), steering knuckle, radius rod, and wheel carrier assembly, all found on the current car, which is beyond impressive for its $30,498 base price.
As you may have guessed from the engine noted above, the new Z will feature Nissan/Infiniti’s award-winning twin-turbocharged 3.0-litre VR30DDTT V6, which not only improved on performance, but makes a big difference at the pump over today’s 3.7-litre mill. The current Q60 offers both 300 and 400 horsepower versions, the latter causing many in the industry to dub the next-gen sports car 400Z, but this said it would be a shame not to offer a more affordable variant named 300Z, especially considering the model’s much-loved and sought after 1989–2000 second-generation (Z32) 300ZX. This tact would allow the Z car to be sold in a similar fashion to Porsche’s 911, with various stages of tune from the 300 horsepower 300Z, to a 350 hp 350Z, possibly a 370 hp 370Z and top-line 400Z. Who knows? Maybe there’s a market for a lower-powered $30k Z car to compete head-on with the upcoming redesigned 2022 Toyota 86 and Subaru BRZ. That car will be available with a 2.5-litre H-4 making 228 hp and 184 lb-ft of torque, so 240 hp turbo-four under the hood of a Z car would make a nice rival, wouldn’t it? Can’t imagine what they might call it. I think Nissan would have a lot of fun bringing out special editions of that engine with 20 hp bumps in performance. Of course, we’re only speculating, but hopefully Nissan has something like this in mind as it would be marketing genius (if we don’t say so ourselves).
Of course, rear-biased all-wheel drive will be optional if not standard, and a six-speed manual will probably get the cut in the base car, with at least seven forward gears in the optional automatic version.
The Proto’s interior comes fitted with the manual, incidentally, while anyone familiar with any Z car cabin would immediately know that it’s a modernized version of Nissan’s most revered sports car. Along with trademark giveaways like the trio of dials across the centre dash top and the sloping side windows, not to mention the classic Nissan sport steering wheel with its big stylized “Z” on the hub, this prototype pulls from the current 370Z’s parts bin with respect to the ovoid door handles, their integrated air vents, and the side window defog vents on each corner of its dash. These similarities may end up only being found on this prototype, and used for the sake of expediency and cost cutting, but it is possible Nissan will carry some less critical features such as these forward into the new interior design.
Today’s 370Z is actually quite refined inside, at least in upper trims, with plenty of leather-like, padded, soft-touch surfaces with stitching on the dash, centre console sides and doors, all of which appear to be carried forward into the new concept. It’s likely Nissan will likely upgrade some other areas that are now covered in hard composite, the new car probably featuring more pliable synthetics in key areas that might be touched more often.
The so far unmentioned elephant in the room (or cabin) is the impressive array of high-definition electronic interfaces, the primary gauges shown being fully digital and very intriguing, plus the centre stack-mounted infotainment touchscreen display appearing amongst the best Nissan currently has on offer. We can expect all the latest tech such as Apple CarPlay and Android Auto smartphone integration, a large rearview camera with potential an overhead, surround-view option, and this being a performance model, sport features such as a lap timer, g-meter, etcetera.
The centre stack also shows a simple triple-dial automatic HVAC interface that oddly doesn’t include dual-zone functionality, so it’s likely this was merely pulled over from the current car and will be updated in the future production Z.
Seen the new Z yet? The Z Proto (photo below) was introduced just a month ago, and while it might not yet be in full production trim, the car’s amazing attention to detail, particularly inside, makes it look very close to reality. So, where does that leave the current 370Z?
Let’s just call it a modern-day classic to be nice. Today’s Z is in fact the oldest generation of any car currently on the market, having been with us for over 11 years. The only non-commercial vehicle to beat that seasoned tenure is Nissan’s own Frontier pickup truck with 16 years to its credit, while GM’s full-size Chevy Express and GMC Savana commercial cargo/passenger vans are oldest of all, having dawned in 1995 and been refreshed in 2003. While old doesn’t necessarily mean bad, much has been learned in the decades that have passed, and therefore each could certainly be a lot better.
On the positive, this is the Z car’s 50th anniversary, and while I wish I had a special 50th Anniversary model to show you, complete with big, bold, diagonal side stripes, the Nismo is the best of the 2020 370Z crop, so I can hardly complain. To be clear, the anniversary car doesn’t provide the Nismo’s 18 additional horsepower and 6 extra pound-feet of torque, being limited to 332 and 270 respectively, instead of 350 and 276, but you can get it with the available paddle-shift actuated seven-speed automatic, the Nismo only available with a six-speed manual. Then again, it could be considered a moral crime to purchase the most potent version of this car with an autobox anyway.
Under the 370Z’s aluminum hood is a 3.7-litre V6 with a sensational looking red engine cover and an equally exciting reinforced three-point front strut tower brace hovering over top. Nissan should rightly celebrate this potent and dependable six-cylinder mill, and fortunately has provided an engine bay worthy of exposure at weekend parking lot car enthusiast meet-and-greets.
It doesn’t cost a lot to do it right, by the way, the base 370Z coming in at just $30,498, which is a hair over the much less powerful Toyota 86. Rather than get pulled into a comparison, which is oh-so easy with these two, I need to quickly point out that no amount of OEM options or packages can push the little Toyota sport coupe’s price up to my 370Z Nismo’s $48,998 MSRP.
For that money the 2020 Z gets some unique red and black trim accents around the its circumference, plus really attractive 19-inch Nismo Rays forged rims surrounded by a set of 245/40YR19 front and 285/35YR19 rear Dunlop SP Sport MAXX GT600 performance rubber, not to mention a Nismo-tuned suspension featuring increased spring, dampening and stabilizer rates, front and rear performance shocks, a rear underbody V-brace, and the reinforced three-point front strut tower brace noted a moment ago. Oh, and that engine sends its wasted gas through a Nismo-tuned free-flow dual exhaust system with an H-pipe configuration.
As awesome as all that sounds, the 370Z Nismo’s black leather and perforated red Alcantara Recaro sport seats will probably get noticed first, especially because of the racing-style five-point harness slots on their backrests. There’s no shortage of red thread around the cabin either, and special Nismo logos elsewhere, such as the gauge cluster.
Plenty of comfort and convenience features get pulled up from lower trims, too, a few worth mentioning including automatic on/off HID headlights, LED daytime running lights, LED tail lamps, proximity-sensing entry with push-button start and stop, an auto-dimming rear-view mirror that houses a tiny reverse monitor for the backup camera, a HomeLink garage door opener, micro-filtered single-zone automatic climate control, a navigation system with detailed mapping and SiriusXM NavTraffic capability, a great sounding Bose audio system with available satellite radio, a USB charging port, etcetera.
If we put age aside, this 2020 370Z Nismo looks like an excellent value proposition. After all, when compared directly to key rivals from Toyota, the fully-loaded $34,450 86 GT only makes 205 horsepower on its best day, while the 382-horsepower turbocharged BMW 3.0-litre inline-six-powered Supra (I’d love to be living with that car out of warranty, not) will set you back a cool $67,690. Certainly, you can get a BMW-sourced 2.0-litre turbo four in the new Supra instead, but even that 255-hp mill is much pricier than the Z at $56,390.
The top-line Supra can be launched from standstill to 100 km/h in the low to mid four-second range, which is a considerable improvement over the 370Z Nismo’s high four-second to low five-second sprint time. The 86 hits 100 km/h in the mid seven-second range, and tops out at just 226 km/h (140 mph), not that any sane person would ever try that on a Canadian road. Still, bragging rights are bragging rights, allowing owners of straight-six-powered Supras to boast about its 263 km/h (163 mph) terminal velocity, which is plenty of fun until the guy standing in front of his 370Z Nismo at the aforementioned meet-and-greet mentions his comparatively geriatric rival maxes out at 286 km/h (178 mph), a whopping 23 km/h (15 mph) faster.
Of course, it’s not all about straight-line power. Anyone who’s spent time in a fast car knows that braking performance matters a lot more than acceleration, but don’t worry, Nissan has stopping power covered too. Up front, 14- by 1.3-inch vented rotors get the bite from four-piston opposed aluminum calipers, while the 13.8- by 0.8-inch rear discs are bound via two-piston calipers. Zs also receive high-rigidity brake hoses and R35 Special II brake fluid. The brakes are so strong, in fact, that I recommend doing so in a straight line when needing to scrub speed off quickly, because the Z’s 1,581 kilograms (3,486 lbs) of heft has been known to make its rear end a bit squirrely when getting hard on the binders mid-corner. I’ve experienced this myself, one time becoming especially uncomfortable just ahead Laguna Seca’s famed Corkscrew, and you don’t want to enter that one sideways.
Fortunately, getting out of trouble fast is Z car hallmark, the current 370’s double-wishbone front suspension and four-link rear setup being wonderfully balanced most of the time. It gets stiffer roll calibrations and increased damping levels in Nismo trim, plus a 0.6-inch wider track, yet drives quite smoothly nonetheless. All Z’s utilize a carbon-fibre driveshaft to shave off pounds and improve throttle response, plus a viscous limited slip differential for putting power down to the ground via both rear tires.
If you think all of this sounds good, and it should, wait until you’ve downshifted with the Z’s SynchroRev Match equipped six-speed manual that automatically blips the throttle mid-shift to match the upcoming gear ratio. You’ll be sounding like you’re a pro at heel-toe shifting, when you might not even know what I’m talking about. More importantly, SynchroRev Match ideally makes sure that shifts transition smoothly, thus minimizing drivetrain jolt. The shifter feels great too, thanks to a nice and tight, notchy feel and engaging response, while the clutch take-up is smooth yet engaging, and the arrangement of all aluminum pedals is great for the aforementioned heel-toe technique.
As you might expect in a modern sports car, there’s much more aluminum to go around than just the foot pedals, with plenty of bright and brushed metalwork elsewhere in the cabin. Then again, calling the Z a modern sports car is giving it much more respect than it deserves, particularly with respect to the interior’s design and execution. Its red on black colour theme is nice enough, but even this top-tier Nismo variant almost makes the 86 seem fresh.
Don’t get me wrong, because the Alcantara seat and door inserts are pretty plush, as are the same faux-suede armrests and lower centre stack sides, not to mention the nicely padded stitched leatherette dash top and door uppers. More contrast red stitched leather-like material flows around the shifter, and not just the boot. In fact, Nissan dresses up the top surface of the lower console in what comes across like leather, giving it some of the Maxima’s premium flair.
Even the sportiest Maxima SR doesn’t come close to offering seats as completely enveloping as the 370Z Nismo’s, their aggressive side bolstering and shoulder harness holes nodding to the car’s track potential and their maker, Recaro, renowned for producing some of the best performance seats in the business. They’re manually eight-way adjustable to save weight (the passenger gets four adjustments), and while the side dials aren’t as easy to modulate as levers, they’re infinitely adjustable and remain steadfast once set. While this is good, not providing any telescoping reach from the steering column is a massive fail, especially for those of us with longer legs than torso. The result is a need to crank the seatback into an almost 90-degree angle to comfortably and safely grip the steering wheel, which while the ideal position for the track isn’t exactly the most enjoyable on the road.
Now that I’m griping (and you’d expect complaints about an interior that’s into its third decade), the 370Z’s electronic interfaces are downright archaic. I have zero quibbles about the analogue gauge cluster, because I happen to love analogue dials for cars and watches, being a bit of a throwback myself, the car’s trio of ancillary gauges atop the dash one of its most loved design details. I even appreciate the digital clock that harks back to my teenage era, my watch collection including a few these as well, but modern it’s not. The multi-information display left of the tachometer is more of a simple trip computer that’ll have old-school PC users conjuring up memories of pre-Windows MS-DOS video games like Digger and Diamond Caves, not to mention the unusual rows of orange dots above and below for the respective fuel gauge and engine temp. It’s so old that it’s almost cool… almost.
In comparison the Z’s main infotainment touchscreen is mind-blowingly advanced, but of course it’s rather dated compared to most anything else currently on the market. Navigation, Bluetooth phone connectivity, and other function are included, but its graphics are yesteryear, processing speed lethargic, and display resolution quality only slightly more up-to-date than the car itself. It all works well enough, nonetheless, so if you can live with merely adequate electronics, or don’t mind swapping them out for an aftermarket alternative, they’ll do fine.
Of course, this being a two-seat sports coupe, the 370Z isn’t big on cargo capacity either. You can stuff enough bags for a weekend getaway for sure, but the 195 litres (6.9 cu ft) on hand won’t allow for much more. Again, compromises are always required when opting for such a track-ready sports car, so consider this a simple reminder.
In summary, you can get into a new 2020 370Z for less than $30,000, and while not as fancy or powerful as this Nismo variant, it comes reasonably close and you won’t lose as much when driving off the lot. Either way you’ll get a fantastic performance car with a reasonably refined interior, just not a very modern one. If you’re fine with that, it’s hard to beat the base 370Z’s starting price.
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.
Following Porsche’s usual product launch plan, a new Cayenne GTS has surfaced for the 2021 model year, and while this might normally be a small story about blackened trim, Alcantara interior detailing and a lowered suspension, quite a bit has changed since a Cayenne GTS was last offered three years ago.
As many reading this will already be aware, the Cayenne received a ground-up redesign for 2019, and while such would always occur before a new GTS release, this time around there are two third-generation Cayenne body styles instead of just one, including the regular Cayenne and the new Cayenne Coupe, both of which will be available in new GTS trim.
Also new, the two 2021 Cayenne GTS models will be powered by a twin-turbo 4.0-litre V8 instead of the outgoing twin-turbocharged 3.6-litre V6, the change upping horsepower by 13 and torque by 14 lb-ft resulting in a new total of 453 horsepower and 457 lb-ft of torque.
Needless to say the new 2021 Cayenne GTS is faster than its three-year-old predecessor, with both body styles sprinting from standstill to 100 km/h in a scant 4.5 seconds when equipped with their Sport Chrono Packages, which is 0.6 seconds quicker than previous examples. The base Cayenne GTS achieves a zero to 100 km/h sprint in 4.8 seconds, by the way, while both are capable of a 270-km/h terminal velocity, this being an 8-km/h improvement of their predecessor.
The 4.0-litre direct-injection V8 utilizes a new intelligently designed thermal management system as well as adaptive cylinder control to achieve its performance targets, while Porsche’s eight-speed Tiptronic S automatic transmission was once again chosen for shifting duties. Additionally, Porsche Traction Management (PTM) all-wheel drive continues to be standard equipment.
A beefy standard exhaust system shows two large circular tailpipes poking through each side of a sportier rear fascia, for a total of four, the new look appearing menacing to say the least, while in a press release Porsche claimed they produce “a rich, sporty sound with a unique character.” Those opting for the Cayenne GTS Coupe can alternatively choose a special high frequency-tuned sports exhaust system when also upgrading to the Lightweight Sports Package, the tailpipes on this version of the SUV denoted by even larger oval tips emanating from the centre of the rear bumper.
The renewed Cayenne GTS also gets some suspension upgrades such as a set of redesigned Porsche Active Suspension Management (PASM) dampers that, when combined with the standard three-chamber Air Suspension, lower the utility’s ride height by 30 mm compared to the current Cayenne S, while Porsche Torque Vectoring Plus (PTV Plus) is standard equipment too.
The base Cayenne GTS and Cayenne GTS Coupe models ride on a special set of black-silk gloss 21-inch RS Spyder Design alloy wheels, although take note that many wheel and tire packages are available. Likewise, grey cast iron 390 by 38 mm front and 358 by 28 mm rear brake rotors come standard, as are a set of red-painted calipers, but the new GTS can be had with the tungsten carbide-coated Porsche Surface Coated Brake (PSCB) system, or better yet the Porsche Ceramic Composite Brake (PCCB) system. Two additional options include rear-axle steering, and Porsche Dynamic Chassis Control (PDCC) active roll stabilization.
The two new GTS model wouldn’t be complete without a bevy of styling enhancements from the exterior to the interior, so Porsche has added the usual blackened trim bits outside via the standard Sport Design package, which darkens accents on the front air intakes, side window surrounds, exhaust tips, plus the Porsche badges and model designation in back. Likewise, the LED headlamps, which feature the Porsche Dynamic Light System (PDLS), are tinted black too, as is the new LED taillight bar.
As is normally the case with GTS models, Porsche covers the interior door and centre console armrests in rich suede-like Alcantara, not to mention the seat centre panels, the roof liner, and more, while dark-brushed aluminum accents separate the GTS’ cabin from the brighter aluminum used on other Cayenne trims.
The standard eight-way powered front sport seats are improved with larger side bolstering too, as well as “GTS” embroidery on the head restraints, but this isn’t the only place you’ll find the renowned GTS emblem. Check out the primary gauge cluster’s tachometer dial, the door entry sills, and the front outer door panels too. Those wanting more can opt for a GTS interior package that features Carmine Red or Chalk colour accents, including decorative stitching.
The new 2021 Cayenne GTS and 2021 Cayenne GTS Coupe are now available to order from your local Porsche dealer ahead of arriving during Q4 of 2020, while respective pricing starts at $120,400 and $126,500, plus freight and fees.
As new vehicles are turning into little more than rolling computers for transporting people and their gear, they’re in fact becoming less complicated than their predecessors, at least from a driving and styling perspective.
Hyundai’s new Prophecy Concept EV is a good example of minimalism meets modern-day tech thanks to the automaker’s new Optimistic Futurism design language that’s been created with the purpose of connecting consumers more completely with their vehicles, or so says the head of Hyundai’s global design center, SangYup Lee, as part of the electric’s car’s press release.
“We have brought to life yet another icon that establishes a new standard for the EV segment as well as pushing Hyundai’s design vision to even broader horizons,” commented Lee. “A part of that expansion is what we call Optimistic Futurism, a design concept embodied by ‘Prophecy’. With Optimistic Futurism, our aim is to forge an emotional connection between humans and automobiles.”
Developing emotional ties between buyers and products is a top priority of every effective brand, and this in mind Hyundai should do well with whatever comes of its new Prophecy, or at least the design language behind it. With the Prophecy, the Korean automaker’s namesake brand has created a styling exercise that’s both retrospectively minimalist and brilliantly detailed, resulting in a look that pulls cues from some iconic rivals, yet sets off on its own course too.
Yes, the complex curves that make up its outward design could have just as easily been concocted by Porsche for a future Panamera or even the new Taycan EV, not that it appears like either, but this said few automakers dare attempt to style a car with as many rounded edges as Porsche, let alone a grille-less front end like Tesla’s Model 3.
This said its seemingly vented rear end styling, which pulls attention from the large transparent acrylic rear wing resting above, reminds of the post-war Tucker 48, also particularly aerodynamic for its time, while mixed in with its pixelated 3D elements are LEDs for a set of protruding tail lamps. A similar pattern can be seen in the headlamp clusters up front, which use the same transparent acrylic as the rear spoiler and in the camera monitoring system, but the two headlights look a great deal more conventional than the eye-catching taillight design.
All of the features above improve aerodynamics, of course, which is why forerunning EVs have chosen their own unique variations of the Prophecy’s familiar design theme, but Hyundai’s propeller-inspired alloy wheels, which direct air down each side of the car’s body, are unique.
Hyundai hasn’t released any exterior or interior dimensions, but an open set of clamshell doors makes its mid-size four-door coupe layout clear, while the only available technical specifications depict a 100-percent electric power unit with a battery housed under the passenger compartment floor. Therefore, we expect it will ride on a completely new architecture that could provide multiple body styles on top.
The Prophecy’s interior features tartan-patterned upholstery that pays yet more homage to Porsche, particularly its 1975-1980 911, 924 and 928 models with blue-green being a popular colour combination at the time, yet nothing the Stuttgart-headquartered performance marque has ever done managed to achieve the eyeball-popping wow factor of Hyundai’s new creation, and not only because the South Koreans use the aforementioned Scottish kilt pattern for the seats’ side bolsters as well as their central insets.
The Prophecy’s sizeable wraparound digital display, which frames the windshield’s base, isn’t all that impressive these days either, but the pop-out primary instrument cluster is, yet even that won’t upstage the car’s driving controls. Obviously missing is a steering wheel, which has been replaced by a pair of pivoting joysticks, this ode to gaming apropos in a car that’s designed to be driven autonomously.
Of course, we won’t ever see the Prophecy on the road, its existence designed only to show new car buyers that Hyundai has an exciting future styling direction. If produced as is, we think Hyundai would have a hit in their hands.
Hyundai | “Prophecy” Concept EV Unveiling (16:04):
It was only a couple of weeks after Porsche put out a press release announcing Canadian pricing, features and specs for their new 718 Cayman T and 718 Boxster T lightweight performance models, plus details about the base, S, GT4 and Spyder variants of the same updated 2020 Cayman and Boxster, and surprisingly the upcoming 2021 718 GTS was (and still is) all over the interweb.
Up until the current 2020 model year, fourth-generation Cayman and Boxster models were only available with turbocharged four-cylinder powerplants, but thanks to the new GT4 and Spyder a formidable 4.0-litre six-cylinder engine was added to the mix. Now, hot on the heels of those two top-tier 718 models, Porsche is announcing the refreshed 2021 718 Cayman GTS and 718 Boxster GTS with horizontally opposed six-cylinder power as well.
Those who follow all things Porsche will know that the brand’s GTS trim, while not necessarily the fastest in a given model line, will be one of the sportiest thanks to blacked out exterior trim and unique aero upgrades, powertrain improvements, suspension modifications, and more often than not a curb weight reduction, and the new 2021 718 GTS takes all of the above to new extremes.
The outgoing 718 GTS lineup, which was with us from model years 2018 to 2019, already put out an impressive 365-horsepower and 317 lb-ft of torque, but its power came from a 2.5-litre turbocharged flat-four. Sure it was 500 cubic centimetres larger than the 2.0-litre turbo-four in the 718’s base, S and T trims, while making 65 extra horsepower and 37 more lb-ft of torque, but it still wasn’t anywhere near as capable as the naturally aspirated 4.0-litre H-6 in this new GTS.
Porschephiles will already be well aware of the just-mentioned GT4 and Spyder models, particularly about their shared six-cylinder powerplant that boasts 414 horsepower, and while it’s down some 20 horsepower in this new GTS, it still makes a formidable 394 horsepower and an identical 309 pound-feet of torque.
That’s superb performance from a trim that will soon slot between both 718 T models priced at $74,400 for the coupe and $76,800 for the convertible, and the two new top-line cars that start at $110,500 for the Spyder and $113,800 for the GT4. The new engine, which revs all the way up to 7,800 rpm, makes Porsche’s renowned six-cylinder bark and therefore should appeal to the countless diehard fans of the German brand, while the melodic notes emanating from the engine compartment behind the seats get improved upon by a standard twin-tailpipe sport exhaust system.
While fuel efficiency probably isn’t the first reason someone chooses a premium sports car, the new engine includes cylinder deactivation dubbed adaptive cylinder control, a technology that alternately shuts off one of its two cylinder banks under low loads, while the direct injection system uses piezo injectors plus a variable intake system to enhance efficiency further while also improving performance.
Like the sporty 718 T models that we covered in this publication in early January, the new 718 GTS adds standard performance items like a mechanical limited-slip differential, Porsche Torque Vectoring (PTV), and the Sport Chrono Package with a special Porsche Track Precision App featuring a lap timer.
Porsche’s Sport Chrono Package provides a handy “push-to-pass” style Sport Response button in the middle of the steering wheel-mounted rotating drive mode switch, as well as Launch Control with the optional seven-speed dual-clutch automated PDK gearbox.
When using their base six-speed manual transmission, however, both new 2021 718 GTS models sprint from zero to 100 km/h in just 4.5 seconds, paring 0.1 seconds from the outgoing 718 GTS’s acceleration time, while the two only 0.1 seconds slower to 100 km/h than the ultra-hot 718 GT4 and Spyder.
Additionally, the two 718 GTS models increase their top track speeds by 3 km/h to 293 km/h—the GT4 and Spyder manage a respective 304 and 301 km/h. Porsche hasn’t announced performance numbers for the new 718 GTS with its available PDK gearbox, but the dual-clutch paddle-shift actuated transmission slices 0.2 seconds from the GT4 and Spyder’s zero to 100km/h sprint time, so we can expect something similar from the GTS.
Together with the new 718 GTS’ accelerative advantages, a bevy of standard upgrades also make for greater agility around corners, like Porsche Active Drivetrain Mounts (PADM) that integrate dynamic hard and soft transmission mounts to reduce vibration and therefore improve performance, plus the new model’s special Satin-Gloss Black-painted 20-inch alloys encircled by staggered-width 235/35 front and 265/35 rear tires make sure the new 718 models remain glued to the tarmac below.
Porsche’s Active Suspension Management (PASM) electronic damping system also comes standard, the technology instantly adjusting for irregular road surfaces, weather conditions, and changes to driving styles, all depending on whether Normal, Sport, Sport Plus or Individual driving modes are selected.
The two 718 GTS models also get a 20-millimetre drop in suspension height when compared to lesser trims, the 718 T duo aside, lowering their centres of gravity for improved control all-round. The base cast-iron brakes are larger in diameter too, up to 350 mm in front and 33 mm at the rear, resulting in quicker stopping times. Just in case you want to slow down even faster, Porsche provides its usual upgrade to composite ceramic brakes.
In order to visually separate the new GTS models from other 718 trims, Porsche has added dark grey “GTS 4.0” decals to each door, while other styling upgrades include plenty of darkened exterior accents such as a black front lip spoiler, an all-black lower front fascia including a special Sport Design air intake, blackened front fog lamp lenses and taillights, plus a redesigned rear bumper cap and black chrome exhaust tips. Of course, we can’t forget about those glossy black 20-inch alloy wheels mentioned earlier either.
The 718 GTS’s cabin features a GT sport steering wheel, plus a scripted “GTS” logo at the centre of the primary instrument cluster’s rev counter, while woven carbon trim highlights the instrument panel and middle console, and dark grey Alcantara provides plush grip to the steering wheel, the centre console, the gear shift knob and surrounding skirt, each door insert and all of the armrests, plus the centre panels of the standard sport seats, while each A-pillar gets wrapped in the soft suede-like material too, as does the roof liner in the hardtop coupe.
An available GTS interior package lets you choose between contrasting Carmine Red or chalk grey/beige Crayon for the tachometer gauge’s face, the seatbelts, the floor mat borders, and the cabin’s decorative stitching, including embroidered “GTS” logos on each headrest.
The Porsche Communication Management (PCM) centre touchscreen is standard as usual, measuring 7.0 inches and housing plenty of functions pulled up from lower end trims, plus of course the previously noted Track Precision App. This application originated in motorsport, and is downloadable to your Apple or Android smartphone. It provides performance-related data on the GTS’ centre display while on the track, and simultaneously records said data on your device for analysis after leaving the circuit.
The PCM also incorporates a navigation system with real-time traffic information, optional voice control, and Porsche Connect. Additionally, music aficionados will be happy to learn that an available Bose surround sound system can improve on the standard audio system, while Burmester surround sound audio takes the listening experience to an entirely new level.
You’ll be able to order the new 2021 718 Cayman GTS 4.0 and 718 Boxster GTS 4.0 from your Porsche retailer by the summer of 2020, with deliveries following in the fall.
Until that happens, be sure to watch the videos below:
The all new 718 GTS 4.0. More of what you love. (1:52):
Porsche launched its enticing 718 T models to its lucky European customers last year, so now it’s time for sports car fans on our side of the pond to get up close and personal with this duo of high-speed, quick handling cars.
With a window sticker of $74,400 for the 718 Cayman T and $76,800 for the 718 Boxster T, showing an increase of $10,700 over their respective base models, the sporty new offerings slot in between the base model and S trims. The already generous 718 line also includes the even sportier GTS model, while other offerings include the track-ready Cayman GT4 and stunning Spyder.
Unlike these more powerful alternatives, the new 718 T designation means the same 2.0-litre turbocharged four-cylinder boxer engine as the base cars gets fitted midships. It makes 300 horsepower and 280 lb-ft of torque, which is plenty for the lightweight coupe and convertible, but a short-throw shifter gets thrown into the mix of six-speed manual cars too, plus a mechanically locking differential and Porsche Torque Vectoring (PTV), whereas seven-speed dual-clutch automated PDK models get the Sport Chrono Package standard, resulting in 0.2 seconds lopped off its zero to 100 km/h time, and that’s from a car already good for shaving 0.2 seconds off the manual’s straight-line acceleration time.
The Sport Chrono Package includes Launch Control too, as well as a “push-to-pass” style Sport Response button in the centre of the steering wheel-mounted driving mode switch, making PDK the way to go if you want to move fastest with the least amount of hassle.
T stands for “Touring” in Porsche-speak, however, which according to a January 7, 2020 press release provides “driving pleasure in its purest form,” adding “the 718 T will be most at home on winding country roads,” so possibly the manual should be higher on your priority list?
Being that the new T models utilize the same powertrains as their base counterparts, their acceleration times are identical at zero to 100 km/h in 5.1 seconds apiece for manual-equipped cars and 4.9 to 4.7 seconds for PDK models, while all feature top track speeds of 275 km/h.
This said the big 718 T updates impact handling, with key enhancements including Porsche Active Drivetrain Mounts (PADM) that feature dynamic hard and soft gearbox mounts for reduced vibration and improved performance, as well as a sport exhaust system, high-gloss titanium grey-painted 20-inch five-spoke alloy rims, and the Porsche Active Suspension Management (PASM) electronic damping system (a first for the base turbocharged four-cylinder engine) that, depending on the Normal, Sport, Sport Plus or Individual driving mode chosen, makes instant adjustments for road conditions and driving style changes. All items just listed roll on a 20-millimetre lower ride height, resulting in a lower centre of gravity and therefore better control.
A grey side striping package with “718 Cayman T” or “718 Boxster T” script adds visual impact, as do Agate grey-painted mirror housings designed to match the alloys, while a set of black chrome tailpipes finish off changes to the back end.
Seated inside, a GT sport steering wheel will be close at hand, while scripted “Cayman T” or “Boxster T” logos highlight the black instrument dials just ahead. The 718 T interiors will also feature gloss black instrument panel inlays and centre console trim, red paint for the gear shift pattern atop the shift knob, two-way powered seats, seat upholstery incorporating black Sport-Tex centre sections, embroidered “718” logos on the headrests, and most identifiably of all, black mesh fabric door pulls in place of the usual inner door handles, which can be changed for available coloured pulls.
When eyeing up the interior you may also notice their Porsche Communication Management (PCM) touchscreens missing from both cars’ instrument panels, which were removed to reduce weight in European models. Due to a regulation that made backup cameras mandatory as of May 2018, this won’t be the case for Canadian-spec 718 T models, but instead it will receive an identical high-resolution infotainment display to the one found in today’s 718 Cayman and 718 Boxster.
Finally, for your personalization pleasure, the new 718 T models can be painted in plenty of colours including standard Black, Guards Red, Racing Yellow, and White, optional Carrara White, Jet Black and GT Silver metallics, with the special colours being Lava Orange and Miami Blue.
The new 2020 718 Cayman T and 718 Boxster T can be ordered from your local Porsche dealer now, with deliveries arriving this coming summer.
Until then, check out the videos below:
The new Porsche 718 Boxster T and 718 Cayman T. Welcome to life. (1:17):
The new Porsche 718 Boxster T and 718 Cayman T. First Driving Footage. (1:49):
JP Performance Test Drive: The Porsche 718 T Models. (1:08):
Story credits: Trevor Hofmann, Canadian Auto Press
Have you ever had one of those moments when everything you thought was true turned on its head? Researching this review wasn’t one of those moments, but I was nevertheless shocked to find out that Subaru’s BRZ had outsold Toyota’s 86 by almost 10 percent in 2018, and as of last November’s close was ahead by a staggering 150 percent.
If you weren’t already aware, Toyota’s 86 and the previous Scion FR-S always found many more buyers than Subaru’s version of this compact sport coupe. No matter whether being sold under the less known Scion brand or while wearing Toyota’s famed double-oval logo, it’s success just came down to the sheer number of bodies flowing in and out of Canada’s second-best-selling automaker’s dealerships, whereas Subaru is 13th on Canadian sales charts and therefore could never have as many potential buyers enter its establishments. Still, the comparatively tiny all-wheel drive specialty brand is literally beating Toyota at its own two-wheel drive game.
This could be due to the BRZ being a medium-sized fish in a little pond, compared to the 86 that’s more of a minnow trying to get noticed in an ocean of much more popular Toyota product. Certainly the BRZ is no big seller for Subaru either, but consider for a moment that the 86 represents just 0.1 percent of the 200,041 Toyotas sold in Canada over the past 11 months, compared to the BRZ that was a much more significant 1.2 percent of the 52,853 Subarus sold during the same period, and it’s easy to see why it might garner a bit more importance in a Subaru retailer’s lineup.
As it is, the 86 has seen its sales decline at a rapid rate over the past couple of years. Since it first arrived on the Canadian scene in 2012, resulting in 1,470 deliveries within its initial seven months, its popularity has plunged from 1,825 units in 2013, to 1,559 in 2014, 1,329 in 2015, 988 in 2016, 919 in 2017, and finally 550 in 2018, while year-to-date it’s only sold a scant 250 units. This represents a 53.3-percent drop over the same 11 months last year, while the BRZ’s 625 deliveries over the same duration shows an 8.1-percent increase.
Of course, the BRZ isn’t the 86’ only competitor, just its most obvious being they’re identical cars below very similar skins. Mazda’s MX-5, which sold 767 units so far this year, resulting in 26.99 percent year-over-year growth, joins the BRZ by showing there’s some renewed interest in the entry-level sports car segment as long as the updates focus on the needs and desires of its uniquely passionate customer base.
The fact is, the 86 hasn’t been updated since its 2017 model year refresh and concurrent Scion FR-S transformation, other than some special editions, and as to the importance of updating aging models, its sales numbers speak for themselves. So what’s going to happen to this beloved sports car in the near future? That’s anyone’s guess, and we shouldn’t rely wholly on the words of a U.S.-market Toyota spokesperson who told us last year that the 86 was here to stay for the foreseeable future.
If you think the sad state of 86 sales is merely a problem for Toyota Canada, consider that the 3,122 units delivered in the U.S. market over the past 11 months also represents about 0.1 percent of Toyota’s total 1,913,159 unit output up until November’s end, so the car merely exists to improve Toyota’s performance branding, and I think the new 2020 Supra will do a much better job of that this year.
Nevertheless, Toyota hasn’t completely forgotten its most affordable sports car, the 2020 86 soon to arrive with a 0.9-inch larger 7.0-inch infotainment touchscreen featuring a revised interface capable of Apple CarPlay and Android Auto smartphone integration plus more, but before I get into that, let’s talk about this 2019 model and the changes made three years ago.
Toyota updated the 86’ frontal design for the 2017 model year, with new standard LED headlights, revised front fender vents positioned lower on the side panel with a new “86” insignia, and a fresh set of taillights featuring brighter LED technology. The interior, which has always been quite nice for this class, was made more easily accessible via available proximity keyless entry, while the ignition could be started and stopped with a button. Additional upgrades included optional two-zone automatic climate control, leather and Alcantara upholstery, with the suede-like material also topping the primary instrument hood and passenger-side dash insert.
The 2019 86 continues forward with a Toyota-branded 6.1-inch centre touchscreen featuring attractive blue on black patterned graphics, all the normal radio functions, USB integration, plus Bluetooth phone and audio connectivity, although fans that hoped to find the backup camera’s image on the main display were disappointed (including yours truly) to find it still projected from within the rearview mirror. This makes the mirror less useful, and being that the camera’s display is so small, it becomes a double negative when trying to reverse on a rainy night. Of course, Toyota will remedy this problem when the new larger 2020 infotainment system arrives, correct? No, unfortunately that touchscreen is bigger and functionality more complete, but it won’t be used for reversing purposes.
I’m forced to point back to the North American sales figures noted earlier, but I can’t say for sure whether or not they’d increase significantly if Toyota made the 86 more practical. I’d guess that it would be nigh impossible to cover the increased costs of integrating a rearview camera within the centre display for the 6,200 year-to-date 86 and BRZ models sold into our two countries (the only two global markets that mandate backup cameras), so we’re left with this half-measure to satisfy the requirements of legislators. All I can say is, 15 minutes of fast-paced shenanigans down a circuitous mountainside pass and you won’t care one whit about backing up.
Did you notice I said “down” a mountainside pass? That’s due to the 86’ Subaru-sourced 2.0-litre “boxer” four-cylinder engine, which once again makes just 205 horsepower and 156 lb-ft of torque for 2019. Don’t get me wrong as I personally find this wholly adequate, particularly when tooling around town or flinging this little sensation down a winding road, as it weighs in at just 1,252 kg (2,760 lbs) and therefore doesn’t need a whole lot of power. Still, its ardent fan-base has been calling out for more engine output for years, and those steadily falling sales numbers might mean that those prospective buyers are right. Toyota pumped up horsepower and torque by 2.5 and 3.3 percent respectively for 2017, but that obviously didn’t get anyone excited, so the automaker may want to lean on Subaru to give up its new 268 horsepower 2.0-litre turbocharged WRX engine, or better yet the 310-hp 2.5-litre WRX STI mill.
Actual 86 output was increased by five horsepower and five lb-ft of torque for 2017, which while slightly improved only represented a respective 2.5 and 3.3 percent more beef added to a very lean, near vegan diet, so therefore it didn’t answer the continual online petition from the model’s faithful for much more performance.
Notably, only six-speed manual equipped 86s get the power upgrade, which also joined a revised rear differential tuned for quicker standing starts. Also available is a six-speed automatic with paddles shifters, complete with rev-matched downshifting that works very well as experienced in my 2017 86 tester, but as just mentioned it only gets the old 200 horsepower engine with 151 lb-ft of torque. On the positive both cars were upgraded with hill start assist in 2017, which certainly helps when taking off in hilly areas.
I enjoyed the automatic a lot more than I first expected to, particularly when driving around the city, but being that the 86 is a serious rear-wheel drive sports car designed for enthusiasts, unlike the ever-shrinking class of compact car-based front-wheel drive sporty coupes available, I’d only personally consider the manual.
After all, modulating the clutch while letting the engine revs climb up to 7,000 rpm for max power is the optimal way to eke the most performance from the engine’s available power, no matter if you’re pulling away from a stoplight or quickly exiting a curve, while that last point in mind the 86 remains one of the best ways to quickly snake through a serpentine canyon road or equally curvaceous ribbon of tarmac anywhere else.
MacPherson gas struts are positioned under the hood up front while double wishbones take care of the fully independent rear suspension, while it’s possible to move up from my tester’s most luxurious GT trim to a manual-only TRD Special Edition (or SE) model hiding SACHS performance dampers behind its upgraded Brembo brakes and one-inch larger 18-inch alloys wrapped in 215/40R18 Michelin Pilot Sport 4 performance rubber. My tester would’ve normally worn 215/45R17 summers, but Toyota smartly swapped those tire out for a set of Bridgestone Blizzak winters that actually made it more fun to slide sideways mid-turn.
Speaking of trims, the 2019 86 can be had as a base, GT or just-mentioned SE, with some thus-far not mentioned entry-level base highlights including a limited slip differential, auto on/off LED headlights, heatable power-remote outside mirrors, remote entry, a tilt and telescoping leather-clad multifunction three-spoke sport steering wheel, a leather-wrapped shift knob and handbrake lever, aluminum sport pedals, a trip computer/multi-info display, cruise control, variable intermittent windshield wipers, one-zone automatic HVAC, an eight-speaker AM/FM audio system with auxiliary and USB ports plus an Automatic Sound Levelizer (ASL), Bluetooth phone and streaming audio, a six-way manual driver’s seat, power windows with auto up/down, dual vanity mirrors, all the expected active and passive safety features and more for only $29,990 (plus freight and fees).
The auto transmission costs $1,200 extra, which is the same whether opting for a base 86 or my $33,260 as-tested GT tester. GT trim wasn’t on the menu when I reviewed the 2017 86, by the way, but most of its features were part of a Special Edition that now shares its more performance-oriented upgrades with the top-line SE trim noted a moment ago. Before I delve into that TRD special, I should point out that GT trim adds the proximity keyless entry and pushbutton ignition system I noted earlier, plus the dual-zone auto climate control and more luxurious leather and microsuede upholstery I spoke about, while its front seats add heaters as part of this package, with additional GT upgrades including LED fog lights, a rear spoiler, a 4.2-inch TFT multi-information display showing performance data, and theft deterrence.
Finally, the $38,220 SE trim, or more specifically the TRD (Toyota Racing Development) Special Edition adds black side mirror housings, a cool TRD aero kit, a TRD performance dual exhaust upgrade, unique cloth sport seats with sporty red accents, red seatbelts, and red stitching throughout the cabin, plus the wheel/tire and suspension mods noted before.
Trims, packages and pricing in mind, 2019 86 buyer are able to access up to $2,000 in additional incentives right now. Just go to our 2019 Toyota 86 Canada Prices page right here at CarCostCanada to learn more, but then again if you really want the upgraded infotainment system (CarPlay and Android integration can be helpful) then check out the 2020 Toyota 86 Canada Prices page, which will show you how to benefit from factory leasing and financing rates from 3.49 percent. Both pages provide complete pricing information as well as info about manufacturer rebates and dealer invoice pricing that could save you thousands.
Toyota replaces the TRD Special Edition with a new Hakone Edition for 2020, which features special Hakone Green paint and rolls on unique 17-inch bronze-coloured alloy wheels; the name reportedly paying tribute to “one of the greatest driving roads in the world,” or so says Toyota.
One thing that shouldn’t change from 2019 to 2020 is fuel economy, the 86 rated at 9.9 L/100km city, 7.3 highway and 8.7 combined when fitted with its manual, or 11.3, 8.3 9.9 respectively with its autobox. While not best in the sports car class, it’s still pretty decent for anything that drives as well as it does.
This said most buying into this class won’t give a rat’s derriere about fuel-efficiency, but when compared to some rivals that only offer two front seats the 86’ rear bench might come in handy, and importantly its single-piece rear seatback folds flat in order to extend the reasonably sized 196-litre (6.9 cubic-foot) trunk, which I’ve actually seen filled up with four racing slicks on wheels (a beautiful sight).
A new 86 would certainly make one wonderfully reliable weekend racer, not to mention a great way to get to work and back. All for less than $30k? Yes, it should sell a lot better than it does.