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Porsche reveals new 394 hp 718 Cayman and Boxster GTS 4.0

2021 Porsche 718 Cayman GTS 4.0 — The upcoming 2021 718 Cayman GTS 4.0 gets similar blackened exterior trim to other GTS models. (Photo: Porsche)

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.

2021 Porsche 718 Boxster GTS 4.0 — Fabulous looking 2021 718 Boxster GTS 4.0 should go as good as it looks. (Photo: Porsche)

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

Story credits: Trevor Hofmann

Photo credits: Porsche

CarCostCanada

2019 Toyota 86 GT Road Test

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.

Story and photo credits: Trevor Hofmann

CarCostCanada

Sensational EXP 100 GT Concept provides hint at future Bentley coupe

2019 Bentley EXP 100 GT Concept — After seeing the EXP 100 GT Concept, most Bentley enthusiasts should feel comforted knowing the illustrious brand is in good hands. (Photo: Bentley)

It hasn’t been all that long since Bentley launched its latest third-generation Continental GT, but they’re already showing us what’s possibly in store for the not too distant future.

The new EXP 100 GT Concept “reimagines the Grand Tourer for the world of 2035,” states Bentley in a press release, the swoopy new design exercise boasting a large grille surrounded by big circular headlights, a long elegant hood, a two-door coupe body style with a sweptback roofline, much like the current Continental GT, but the prototype’s grille is illuminated almost as brightly as the dazzling headlamps, its eye-shaped taillights are reminiscent of today’s GT albeit much larger and detailed in OLEDs, and its hind end protrudes much farther rearward than anything we’ve seen from Bentley since the 1950s-era R-Type Continental.

Today’s Continental GT uses a lot of aluminum highlighted with carbon-fibre in some trims, but the EXP 100 GT is mostly carbon-fibre and aluminum, while its uniquely sculpted body panels come coated in “paint made from recycled rice husks,” adds Bentley. It no doubt takes a lot of rice husks to cover 5.8 metres (19.0 feet) of car, not to mention 2.4 metres (7.9 feet) from side-to-side, but Bentley wasn’t about to make a small statement as part of its 100th anniversary celebrations.

Hence the “100” in the EXP 100 GT’s name, the automaker having come to life in North London during 1919.

“Today, on our Centenary, we demonstrate our vision of the future of our Marque, with the Bentley EXP 100 GT – a modern and definitive Grand Tourer designed to demonstrate that the future of luxury mobility is as inspirational and aspirational as the last 100 years,” said Bentley Chairman and CEO Adrian Hallmark. “Bentley has, and will continue to enhance and enrich every single journey and the lives of every single person who travels in, or has the honour to be a part of creating our extraordinary products.”

As visually captivating as the EXP 100 GT is, there’s a lot more going on than just dramatic styling. Indeed, it represents much of the advanced ideas and ideals that Bentley hopes for its future. The car is all-electric, expected of future-think concept cars these days, although instead of the usual single battery and one or two electric motor combination the EXP 100 GT’s “Next Generation Traction Drive” system mounts a single electric motor in each of its four wheels, which provide electronic torque vectoring while combining for an astounding 1,100 pound-feet of torque (1,500 Nm).

Bentley claims standstill to 100km/h in “less than 2.5 seconds,” which is shockingly quick when factoring in just how big this car is. Some of this can be attributed to a relatively light curb weight of only 1,900 kg (4,189 lbs), which is a lot less than today’s Continental GT that hits the scales at 2,244 kg (4,947 lbs), much thanks to previously noted lightweight materials usage, while Bentley projects a maximum range of 700 km (435 miles), which would presuppose it wasn’t cruising at its 300 km/h (186 mph) top speed.

This impressive range and performance is due to “future battery technology” with “intelligent power and charge management,” says Bentley, which will provide “five times the conventional energy density,” thus recharging the battery from near empty to 80 percent in just 15 minutes. Incidentally, optimal charging gets taken care of automatically by the Bentley Personal Assistant, a bit of advanced artificial intelligence (AI) tech that acts like a personal valet for all EXP 100 GT occupants.

“The Bentley EXP 100 GT represents the kind of cars we want to make in the future,” commented Stefan Sielaff, Director of Design. “Like those iconic Bentleys of the past, this car connects with its passengers’ emotions and helps them experience and safeguard the memories of the really extraordinary journeys they take.”

Another high-tech advancement promised in the EXP 100 GT is autonomous self-driving ability, transforming this driver’s car into a commuter’s dream. It’s cabin is just as pampering as any current Bentley offerings, with amply sized seats for two or four, plus all the leather, fabrics, glass, wood and metal expected from one of the most luxurious brands the world has to offer.

This said, while Bridge of Weir once again provides the EXP 100 GT’s hides, they’re an alternative material made from 100-percent bio-based winemaking byproducts, whereas the embroidered door panels are recyclable too, and made by UK-based Hand and Lock employing “traditional techniques that date back to 1767 and are used on Royal and Military Dress uniforms.” What’s more, the car’s interfaces aren’t covered in glass, but rather Cumbrian crystal, while 5,000-year-old peat bog-, lake- and river-sourced Copper Infused Riverwood is used for the interior’s trim, along with real aluminum and copper, this last combo apparently paying homage to an alloy developed by W.O. Bentley for the BR1 Aero engine piston, which played a major aeronautical role during World War 1.

The mostly clear rooftop seen in photos is used for naturally harvested light, but the innovative roof also synthesizes light via “prisms that collect light and transfer it into the cabin using fibre optics.” At the opposite end of the spectrum, you’ll want to remove your shoes and socks just to wiggle your toes within the deep British Farmed Wool carpets, while embroidered cotton interior surfaces add to the recycled and recyclable atmosphere, making the EXP 100 GT a rolling test bed of sustainability.

Additional tech includes seats that incorporate intelligent, adaptable three-way biometrics, with positions that depend on whether you’re doing the driving or being driven. Yet more biometric sensors monitor the automatic climate control system as well, plus the passengers’ positions, and the exterior environment’s conditions before providing ultimate comfort, while additional biometric sensors are embedded throughout the cabin in order to track eye and head movements, blood pressures, etcetera in order to deliver a level of in-car comfort that far exceeds anything Bentley, or anyone else, currently offers. The cabin is even capable of automatically aerating its atmosphere with a sandalwood and moss fragrance.

Whether we’ll be able to experience this particular Bentley coupe by 2035 or not can’t be known outside of Bentley’s inner circle, but we should remember that automaker’s have to plan their upcoming models decades into the future, so something quite similar may be in the books.

The EXP 100 GT is certainly a vision of distinctive beauty that should be welcomed by car enthusiasts of any era, and is much truer to Bentley’s brand heritage than the kind of electrified, autonomous, monobox SUV/MPV-thingy they’re more likely to offer in 15 years’ time. Until we find out what’s actually coming down the line, make sure to check out our complete gallery above and nice collection of videos below.

Bentley EXP 100 GT Concept Car Reveal Highlights | Bentley (0:49):

Bentley EXP 100 GT Concept car reveal Livestream | Bentley (28:49):

The Bentley EXP 100 GT: The Future of Grand Touring | Bentley (2:52):

24 Hours to go before Bentley reveals the Future of Grand Touring | Bentley (0:41):

Story credits: Trevor Hofmann

Photo credits: Bentley