2018 Porsche Macan Road Test Review

2018 Porsche Macan
Porsche hasn’t changed the 2019 Macan much when compared to this 2018 model, the latter still available new from your local Porsche dealer. (Photo: Trevor Hofmann)

I was a bit surprised. After all, it was mid-March of 2019 when Porsche handed me a set 2018 Macan keys. Realizing the 2019 model was still en route and that plenty of 2018s were left on Canadian dealer lots due to the refreshed version arriving quite late in the year, I figured I might as well extend my usual past model-year writing deadline to Q2, the furthest I’ve ever pushed it out before. Fortunately for me the 2019 Macan isn’t a wholesale redesign, with the new model only receiving some styling, mechanical and infotainment mods that I’ll share toward the end of this review. 

Most should agree the Macan is one of the premium SUV segment’s sportier performers, whether we’re talking 2018 or 2019 model. Of course, it’s up against some formidable competitors, but thanks to a bevy of turbocharged engines and some sublime suspension tuning, few rivals come close to matching the fun factor of Porsche’s most affordable model. 

Even this base Macan provides a more engaging experience than most challengers, its growly engine and exhaust note making this immediately clear upon leaving my pickup location, and the wonderfully quick and precise response from its paddle-shift actuated seven-speed dual-clutch automated PDK transmission, transforming what appears to be a totally normal compact crossover SUV on paper into a rarified sports model in real life. 

2018 Porsche Macan
Depending on your personal taste, the subtler taillights from the 2018 Macan might even be more to your liking. (Photo: Trevor Hofmann)

In base trim the Macan includes a turbocharged, direct-injected 2.0-litre four-cylinder engine capable of 252 horsepower and 273 lb-ft of torque, which like I just said is about average for the segment, at least when comparing the first number. Still, along with its sportier than average feel it manages to zip from zero to 100km/h in just 6.7 seconds, or 6.5 seconds when optioned out with the available $1,500 Sport Chrono Package, which includes Sport and Off-Road modes, as well as launch control and a unique performance display inside the infotainment interface. Part of the Macan’s off-the-line prowess can be attributed to standard Active all-wheel drive, which adds considerable control no matter the road or weather conditions. 

My Macan tester not only left the Sport Chrono Package off its build sheet, it didn’t include the available $1,560 Porsche Active Suspension Management (PASM) system either, which features an electronically variable active damping system incorporating Comfort, Sport and Sport Plus modes, nor the yet more upscale $3,140 Air Suspension that features PASM too, or for that matter a few other performance upgrades that could’ve also been included, but just the same it was a blast to drive, with strong acceleration and fabulous road-holding when pushed hard through high-speed curvy stretches of roadway, its standard aluminum double-wishbone suspension up front and multi-link setup in back doing a commendable job of respecting the legendary Porsche name. 

2018 Porsche Macan
The 2019 includes standard LED headlights and a revised front fascia, while these 19-inch alloys are optional with this 2018 model. (Photo: Trevor Hofmann)

Featured found on my test model included a $790 Lane Change Assist system, which warns when leaving a given lane, veering off the side of road, or when another car pulls alongside when flashing a turn signal. An additional $790 bought Lane Keeping Assist, which automatically takes over at speeds of 65 km/h or greater when such just noted instances occur, while my test model also had $1,650 dynamic cruise control, the feature I prefer most of all due to often driving long distances to see family. 

Additional options included a gorgeous $2,230 Garnet Red leather package that also included $1,960 memory-equipped 14-way power-adjustable front seats. I should also mention these improved-upon seats (in black) are part of the $7,250 Premium Package Plus which was also featured on my test model (which can be further upgraded to include $430 18-way Adaptive Sport Seats) that features proximity entry with push-button start, auto-dimming outside mirrors, a large panoramic moonroof, 3-way cooled front seats, 3-way heated rear seats, great sounding Bose surround audio (or alternatively you can get an awesome 1,000-watt 16-speaker Burmester surround system for $5,370 in the same package), HID headlamps with the Porsche Dynamic Light System (PDLS) (or you can add $1,340 more for LED headlights), while my tester also included $1,890 19-inch Macan Turbo alloys clad in 235/55R19 Pirelli rubber, and finally $440 black roof rails, with all the extras adding up to $14,250 for a final tally of $68,350 plus freight and fees. 

2018 Porsche Macan
Even the base Macan’s interior is thoroughly impressive. (Photo: Trevor Hofmann)

Of course, this being a Porsche I haven’t come close to sharing everything that’s available if you choose to go for the gusto, or for that matter everything issued as standard fare with the $54,100 base model, the latter including 18-inch alloys, fog lamps, LED taillights, an electric parking brake, one of the best heated leather multifunction steering wheels in the luxury business (its ultra-thin spokes and excellent switchgear way above average), a colour multi-info display within the gauge cluster that provides a navigation map when selected, rain-sensing windshield wipers, a garage door opener, 3-way heated and 8-way powered front seats, three-zone auto HVAC, a 7.2-inch centre touchscreen with navigation and a reverse camera featuring dynamic guidelines, front and rear parking sonar, HD and satellite radio, a powered tailgate, etcetera. 

The Macan’s cargo compartment is sizeable at 500 litres (17.6 cubic feet), but I appreciate its highly functional 40/20/40 split-folding seatbacks even more as it long times like skis at centre when all four seats are taken, while both rear passengers can enjoy the benefit of the aforementioned rear bum warmers. Remove the standard cargo cover, lower the rear seats, and 1,500 litres (53.0 cubic feet) of gear-toting space becomes available, meaning this ultimately sporty compact SUV is plenty practical too. 

2018 Porsche Macan
Most every surface is soft-touch or high-quality composite and genuine metal. (Photo: Trevor Hofmann)

Yes, I know it’s hard to put one’s pragmatist hat on when talking about a Porsche, especially considering how beautifully finished the Macan’s interior is. The dash top, which was detailed out in a lovely black leather with red stitching, looked fabulous, and the quality of the pliable composite used to wrap the lower portion of the instrument panel and all surfaces under the dash, glove box lid and lower console sides included, was superb. As you might expect the Macan’s doors are surfaced with a combination of leather and premium synthetics, from the very top of their uppers to their lower extremities, while classy satin-silver aluminum accents can be found just about everywhere. 

The Macan thoroughly comfortable as well, this partially due to the aforementioned 14-way powered seats that provided all the adjustments needed, including 4-way lumbar support and lower seat cushions that extend to cup below the knees. Ample steering column reach and rake put me in total control too, not to mention absolute comfort despite my long-legged, short torso frame. I found the rear seats comfortable too, especially with respect to the lower back. They were carved out nicely at each window position, ideal for lateral support when the Macan’s driver decides to push the limits. 

2018 Porsche Macan
The standard three-gauge cluster gets a TFT colour multi-information display in its right-side dial. (Photo: Trevor Hofmann)

Performance driving in mind, buyers that want stronger acceleration can opt for the Macan S, which includes a twin-turbo 3.0-litre V6 that’s good for 340 horsepower and 339 lb-ft of torque, plus standstill to 100km/h in a mere 5.4 seconds, or 5.2 when upgraded to the Sport Chrono Package. If that’s not enough, the Macan GTS gets an additional 20 hp and 30 lb-ft for a whopping 360 and 369 respectively, which reduces its zero to hero time to 5.2 seconds, or 5.0 seconds with the Sport Chrono Package. 

The Turbo (Turbo only referring to model specification, being that all Macans incorporate turbocharged engines) ups the ante with a 3.6-litre twin-turbocharged V6 capable of 400 horsepower and 406 lb-ft of torque, resulting in 0 to 100km/h in only 4.8 seconds, or 4.6 seconds with the Sport Chrono Package. 

If more is yet needed, consider the Performance Edition that includes the Sport Chrono Package as standard equipment while adding an extra 40 horsepower and 36 lb-ft of torque for a shocking 440 horsepower and 442 lb-ft of torque for an ultra-quick 4.4-second 0 to 100km/h sprint. 

2018 Porsche Macan
The biggest change for 2019 is the centre stack, which exchanges this 7.2-inch touchscreen for a much larger 10.9-inch version. (Photo: Trevor Hofmann)

I’m going to guess most in the Turbo league won’t care so much about fuel efficiency, but those who purchase a base model probably will now that the fed’s new carbon pricing scheme is in full force. Standard with all Macan trims is fuel-saving and emissions reducing auto start/stop with coasting ability, which turns the engine off when it would otherwise be idling, this doing its part to assist the Macan toward its estimated 11.6 L/100km city, 9.3 highway and 10.5 combined Transport Canada rating. I’d be fine with this result, particularly when factoring in how fun it is to drive. 

If you choose to purchase the 2019 Macan, real-world fuel economy shouldn’t differ at all, but this said the entry-level four-cylinder has been detuned by four horsepower, while second-rung Macan S trim increases its output by eight horsepower. I don’t think such nominal numbers will cause buyers to go one way or the other, but the new Macan is said to deliver a better ride and with even greater agility, which is kind of difficult to believe when factoring in how wonderfully capable this 2018 version is, so rather than speculate I’ll let you know what I experience after I test it. 

2018 Porsche Macan
These upgraded 14-way seats are fabulous. (Photo: Trevor Hofmann)

I think more will be drawn to the new model for its outward design, which while only nominally changed up front is now sporting standard LED headlamps, while in back it’s a whole new look due to a similar one-piece three-dimensional LED tail lamp system as found on the recently updated Cayenne. Even more important is the completely revised centre stack found inside, now featuring a much larger standard 10.9-inch high-definition infotainment touchscreen. It gets much of the same standard features as with the current version, but boasts new graphics for updated features that are now larger and easier to use (the navigation map and backup camera especially benefiting), plus it includes a quicker operating processor as well as the new Porsche Connect Plus app suite with a Wi-Fi hotspot. 

What’s more, the updated Macan offers a new driver assist system which, through dynamic cruise control, can apply the throttle, brake and make steering adjustments to maintain its lane at speeds under 60 km/h amidst traffic, the semi-autonomous system moving Porsche closer to full self-driving. 

2018 Porsche Macan
The Macan is wonderfully practical. (Photo: Trevor Hofmann)

So which one do you want? An already discounted 2018 Macan like the one tested in this review, or the refreshed and updated 2019 version starting to arrive at Canadian Porsche retailers now? There’s no bad decision here, with both options resulting in a great looking luxury crossover capable of impressive performance, top-tier refinement, and no shortage of space, while Porsche’s expected reliability plus resale and residual values are hard to beat as well. Just remember, if you’re leaning toward the former, the time to act is now. 

Story credit: Trevor Hofmann  

Photo credit: Karen Tuggay

Hot new 2020 Porsche Cayenne Coupé unveiled

2020 Porsche Cayenne Coupé
The new 2020 Porsche Cayenne Coupé promises dramatic new styling on an already impressive performance SUV platform. (Photo: Porsche)

Ask anyone into cars which automaker makes the sportiest SUV, and Porsche will likely top the list more often than not. Whether we’re talking performance or styling, its Cayenne utility has long been considered one of the strongest performers in its mid-size luxury class, but that fact hasn’t stopped the German performance brand from producing an even sportier crossover model for 2020. Introducing the new Cayenne Coupé, a sharper more exciting version of the current Cayenne, designed to go head-to-head with the BMW X6s and Mercedes GLE Coupés of the world. 

Before the Cayenne arrived on the global luxury SUV scene in 2002, BMW’s X5 was touted as the sportiest premium utility. The Cayenne, particularly in Turbo form, trounced all over the X5’s turf, but BMW arguably returned to the topmost podium spot when the X6 Sports Activity Coupé arrived in 2007. 

With that sloped-back Bavarian SUV came a completely new niche market, solidified by the daringly different albeit mostly unloved (and therefore quickly cancelled) Acura ZDX in 2009, which was followed by the Mercedes-Benz GLE-Class Coupé in 2015, plus Lamborghini Urus in 2017 and Audi Q8 in 2018. 

The latter two models, together with the Audi Q7, Bentley Bentayga, and Volkswagen Touareg, ride on VW group’s MLBevo platform, which is why it was only a matter of time before this Cayenne Coupé joined the fray. This said it’s quite possible for the new Porsche to earn even greater success than its familial rivals and other key competitors that came before, thanks to Porsche’s revered name and the model’s expected performance. 

2020 Porsche Cayenne Coupé
A new lower roofline with a sweptback rear hatch provides distinctive rear styling that sets the new Coupé apart from the regular Cayenne. (Photo: Porsche)

When compared to their regularly sized siblings, an obvious downfall of all SUV coupe competitors is practicality, the lower rooflines lending to less cargo capacity, and while this is as true of the Cayenne Coupé as it is with the X6 and more spacious X5, plenty of luxury car buyers not wanting a traditional family hauler are looking to this niche segment as a more pragmatic alternative to their current sport sedan or sports coupe. What’s more, the very existence of the new Cayenne Coupé allows Porsche to upsize future generations of the regular Cayenne, potentially even providing a three-row version to go up against the seven-passenger X5. 

Changes from the redesigned 2019 Cayenne (which will remain unchanged for 2020) and the new Cayenne Coupé include a 20-millimetre lower roofline, including a new windscreen held up by shallower A pillars, plus narrower more pointed rear side windows, revised second-row doors skins, brand new rear quarter panels, and a reworked rear bumper, that last component now including an integrated license plate cutout. The new bodywork has resulted in 19 millimetres of increased width, which when combined with the Coupé’s lower ride height makes for a more aggressive stance overall. 

2020 Porsche Cayenne Coupé
Active aerodynamics are incorporated for the first time in this niche SUV coupe class. (Photo: Porsche)

Yet more Cayenne Coupé upgrades include a special adaptive rear deck lid spoiler, separated rear seats for a four-occupant total, plus two roof choices starting with a standard 2.16-cubic-metre fixed panoramic moonroof with sunshade, or an available carbon panel for an even sportier look. 

That adaptive rear spoiler will be a first for the SUV coupe market segment, following in the footsteps of its bigger Cayenne brother in its more traditional mid-size luxury SUV category. The regular Cayenne uses an adaptive rooftop spoiler for its top-tier Turbo trim, whereas the active aerodynamic device will be standard on the new Cayenne Coupé, expanding by 135 mm (5.3 inches) when it reaches speeds of 90 km/h and beyond. Additionally, a rooftop spoiler pushes airflow down the sloping rear glass combines towards the active spoiler on the rear deck lid, further aiding the Coupé’s aerodynamics. This system, called Porsche Active Aerodynamics (PAA), increases downforce on the rear axle to provide better handling dynamics, while also improving high-speed efficiency to minimize wind noise and reduce fuel consumption. 

By the way, the carbon roof mentioned earlier will require an upgrade to one of three lightweight sport packages, which also feature a number of Sport Design features, as well as unique 22-inch GT Design wheels, hounds-tooth Pepita checked fabric seat inserts that’ll send your memory back to classic 911s and 928s, plus carbon and microsuede-like Alcantara interior trim. What’s more, the new Cayenne Coupé Turbo includes a sport exhaust system as standard equipment. 

2020 Porsche Cayenne Coupé
A lightweight carbon fibre roof is now optional. (Photo: Porsche)

The enhanced exhaust system connects through to the same twin-turbo 4.0-litre V8 as found in the regular Cayenne Turbo, capable of 541 horsepower and 567 pound-feet of torque, resulting in standstill to 100km/h in just 3.9 seconds. This means the new Cayenne Coupé Turbo’s standing start will only be improved upon by the previously noted 650-horsepower Lamborghini Urus, which hits 100km/h in only 3.6 seconds, which leaves the 567-horsepower X6 M and 577-horsepower AMG-Mercedes GLE 63 S Coupé requiring 4.2 seconds each to accomplish the same 100km/h run. Notably the smaller compact AMG-Mercedes GLC 63 S Coupé charges from naught to 100km/h in a scant 3.8 seconds thanks to its 503-horsepower V8, while the 503-horsepower BMW X4 M needs 4.1 seconds to achieve the same speed. Those that dare live on the edge can tout bragging rights to a 286-km/h top speed for the Cayenne Coupé Turbo, incidentally. 

If ultimate speed isn’t your thing, and let’s face it, only those with a track nearby and enough time and money to rent it out for hot laps can take advantage without putting their license and new Cayenne Coupé Turbo in jeopardy, Porsche makes a less potent Cayenne Coupé available with an identical 335 horsepower turbocharged 3.0-litre V6 to the regular base Cayenne. This is where the new Audi Q8 fits into the scheme of things too, in case you were wondering, not to mention most of the above SUV coupes in their less formidable trims. 

2020 Porsche Cayenne Coupé
The new Cayenne Coupé Turbo is one of the fastest entries in the SUV coupe segment. (Photo: Porsche)

The turbocharged 3.0-litre V6 engine makes a healthy 335 horsepower and 332 lb-ft of torque, which is good enough for a 6.0-second sprint from zero to 100km/h in standard guise or 5.9 seconds when upgraded with one of its lightweight sports packages. The Sport Chrono Package, incidentally, is standard equipment with the Cayenne Coupé, which brings up an interesting point. When the regular base Cayenne is upfitted with its Sport Chrono Package, Porsche estimates its sprint time to 100km/h as 5.9 seconds, which strangely makes it 0.1 seconds faster to 100km/h than the new Cayenne Coupé. Additionally, the base Cayenne’s terminal velocity is 2 km/h faster at 245 km/h, the entry-level Cayenne Coupé’s only capable of 243 km/h. Are we making a mountain out a mole hill? Of course we are, but splitting such hairs is par for the course when it comes to this high-end, super-performance SUV arena, so we have every right to. 

Back to standard equipment, the new Cayenne Coupé also gets speed-sensitive Power Steering Plus, Porsche Active Suspension Management (PASM), plus a set of 20-inch alloy rims, all of which will cause you to spend more when purchasing a regular Cayenne. 

Now that we’re talking money, the new 2020 Cayenne Coupé will be available from just $86,400 when it goes on sale later this year, while the significantly quicker Cayenne Coupé Turbo will start at $148,000, plus freight and fees of course. 

2020 Porsche Cayenne Coupé
The Cayenne Coupé’s instrument panel is identical to the newly revised 2019 Cayenne’s dash design. (Photo: Porsche)

In its transformation from regular SUV to coupe, the new model also gets eight-way powered sport seats with beefier side bolsters, while passengers in back sit on cushions lowered by 30 mm (1.18 inches), allowing additional headroom to compensate for the lower rear roofline. 

The Cayenne Coupé’s tapering roof negatively affects its load hauling ability too, but to be fair it’s only down by 145 litres (5.1 cubic feet) when compared to the normally sized Cayenne. To that end the base Coupé can manage up to 625 litres (22.0 cu ft) of gear behind its rear seats, whereas the bigger model is good for 770 litres (27.2 cu ft). When dropping the 40/20/40 split-folding rear row, luggage capacity increases to 1,540 litres (54.4 cu ft) compared to 1,710 litres (60.4 cu ft) in the regular Cayenne, which is a difference of only 170.0 litres (6.0 cu ft). Therefore, while not as practical as the regular Cayenne, the new Coupé should be just fine for those moving up from a sport coupe or sedan. 

2020 Porsche Cayenne Coupé
The Cayenne Coupé is strictly a four-seater, with its middle position replaced by a centre console bin. (Photo: Porsche)

On that note, those considering moving over to the Cayenne Coupé from a second-generation Panamera will appreciate an extra 125 litres (4.4 cu ft) of cargo room when comparing base trims, while owners of the Panamera Sport Turismo will benefit by 105 litres (3.7 cu ft) of extra cargo volume. 

Also important to note, the Cayenne Turbo Coupé’s cargo hold is 25 litres (0.9 litres) smaller than the base Cayenne Coupé at just 600 litres (21.2 cu ft) when the rear seats are in use, or by 30 litres (1.0 cu-ft) to 1,510 litres (53.3 cu ft) when they’re laid flat. 

The all-new 2020 Cayenne Coupé will arrive across Canada this fall, but is available to preorder from your local Porsche retailer now.

Story credits: Trevor Hofmann 

Photo credits: Porsche

Watch how Porsche Adaptive Aerodynamics enhance 2020 911’s performance (video)

2020 Porsche 911 Carrera S
The new 2020 Porsche 911 Carrera uses adaptive aerodynamics, including an active rear spoiler, to improve safety while adding speed and all-weather grip. (Photo: Porsche)

Who isn’t excited to see the new 2020 Porsche 911 Carrera on the road, let alone experience one first hand? While the latest sports car of sports cars might look to some like a mild makeover of a classic design, it’s a radical departure to those who live and breathe Porsche. 

Most applaud its fresh new styling, although some have criticized its backside when its attractively tapered deck lid transforms into a rather unorthodox rear wing, but no matter how much you like or dislike the car’s design, the method behind Porsche’s madness is hard to argue against. 

Less noticeable than the protruding rear wing are a set of active shutters that hide within the front corner grilles, which open above 70 km/h to minimize aerodynamic drag, while at 90 km/h the just noted rear spoiler gets raised into its most fuel efficient Eco position to once again reduce air resistance, although the aero system’s purpose changes from eco stewardship to maximum speed and grip at 170 km/h, when the front shutters open and the rear spoiler moves farther upward into its Performance position. 

2020 Porsche 911 Carrera S
The rear wing moves into three different angles, depending on need. (Photo: Porsche)

What’s more, as part of this Performance position the PASM (Porsche Active Suspension Management) sport chassis automatically drops down by 10 millimetres in order to improve its aero efficiency further, this sole feature adding four seconds per lap to the 911’s Nürburgring performance. 

The 911’s adaptive aero also adjusts for new Wet mode, plus the active rear spoiler will literally spring into action when emergency braking is needed by automatically canting farther upward into its “Air Brake” mode, adding downward pressure over the rear wheels for greater braking grip. 

How does it work? Like the previous 911, the new model’s sculpted body panels provide precise paths for oncoming air to flow overtop, underneath and around the entire car so as to minimize drag and maximize downforce, a balancing act that’s always challenging to perfect, but the new 911’s adaptive aerodynamics take it a step further by letting that air vent into the front corner intakes, pass through each radiator, and then flow around the front wheels like an air curtain in order to reduce turbulence. 

2020 Porsche 911 Carrera S
When the active air shutters are closed, air moves around the car as shown, and when open, air moves through the front intakes. (Photo: Porsche)

This airflow continues along the 911’s doors before moving up and over the rear fenders into the engine vents mounted below the rear window, which feeds the 3.0-litre, twin-turbocharged horizontally opposed six-cylinder engine’s new air-to-air intercoolers, after which it gets directed down and out rear vents at each side of the back bumper. 

For a more visual insight, make sure to watch the video provided by Porsche below, and don’t forget to check out the photo gallery above, where we’ve included some close up shots of the rear wing as well as some illustrations of frontal and rear airflow.

The Porsche 911 – Adaptive Aerodynamics (2:56):

Story credits: Trevor Hofmann

Photo credits: Porsche

Porsche wows CIAS attendees with new 718 Cayman GT4 Clubsport

2019 Porsche 718 Cayman GT4 Clubsport
Lighter and more potent thanks to a 425-hp H6, the new 718 Cayman GT4 Clubsport is a formidable track weapon. (Photo: Porsche)

A significant coup for last month’s Canadian International Auto Show was the introduction of the new Porsche 718 Cayman GT4 Clubsport, a car rooted in the legendary brand’s racing heritage. The track-only Cayman, which was revealed in January at the Daytona International Speedway, made its first official motor show appearance at the Toronto event. 

The updated 718 Cayman GT4 Clubsport is now in its second generation, the first arriving on the motorsport scene in 2016 sans “718” script on the rear deck lid. Unlike the previous version, the new GT4 Clubsport can be had in two forms: first as a “Trackday” car set up for “ambitious amateur racing drivers,” and second as “a ‘Competition’ variant for national and international motor racing,” the latter to notably be used for this year’s GT3 Cup Challenge Canada series. 

Ahead of pointing out differences, both 718 Cayman GT4 Clubsport models receive an updated version of the old 3.8-litre flat-six “boxer” engine, now good for 425 horsepower at 7,800 rpm, a 40-horsepower improvement over the previous 2016 car, while torque is now 4 lb-ft greater, to 313 lb-ft at 6,600 rpm. 

2019 Porsche 718 Cayman GT4 Clubsport
The GT4 Clubsport comes standard with some impressive aero hardware. (Photo: Porsche)

Of note, this is the first six-cylinder 718 Cayman application since the car’s 2017 model year debut, due to the current 982-generation only using a turbocharged four-cylinder in various states of tune, causing some pundits to question whether a road-worthy Cayman with a horizontally opposed six-cylinder positioned just ahead of its rear axle will bolster the 718 Cayman ranks. 

That new GT4 Clubsport flat-six, which feeds on 98 octane Super Plus unleaded gasoline, packs a 12.5:1 compression ratio, integrated dry sump lubrication, racing-optimized engine and transmission water cooling with thermal management, four-valve technology with adjustable camshaft phasing and VarioCam Plus variable valve timing, a racing-optimized Continental SDI 9 electronic engine management system, plus more. 

Where the previous GT4 Clubsport shifted gears through a short-throw six-speed manual transmission, the new 718 version will solely utilize Porsche’s dual-clutch PDK automated gearbox, albeit with only six forward gears instead of the usual seven. The new model also features a reinforced dual mass flywheel, a racing-optimized electronic control unit, a racing-optimized mechanical rear axle differential lock, plus an internal pressure oil lubrication system boasting active oil cooling. 

2019 Porsche 718 Cayman GT4 Clubsport
The GT4 Clubsport requires a trailer for transporting it to the track. (Photo: Porsche)

Additional modifications over road-going 718 Caymans include implementation of the 911 GT3 Cup car’s lightweight spring-strut front suspension; front and rear height, camber and track adjustable dampers; fixed shock absorbers with the Trackday car, or three-way racing shocks with rebound and two-stage high- and low-speed compression adjustment for the Competition; front and rear forged suspension links with optimized stiffness, double shear mountings, and high-performance spherical bearings; a three-hole design anti-roll bar up front; an adjustable blade-type anti-roll bar in the back; and five-bolt wheel hubs. 

The new rims are single-piece forged light alloy wheels wearing a new “weight-optimized” design, and rolling on 25/64 front and 27/68 rear Michelin transportation rubber, while Michelin also supplies the slick/wet tires that measure 25/64-18 and 27/68-18 front and rear, too. 

What’s more, behind those wheels and tires are racing-spec brakes that feature four multi-piece, ventilated and grooved steel discs measuring 380 millimetres in diameter, plus racing brake pads, aluminum mono-bloc six-piston front and four-piston rear racing calipers with “Anti Knock Back” piston springs, plus a brake booster with the Trackday version or brake balance adjustment via a balance bar system with the Competition model. 

2019 Porsche 718 Cayman GT4 Clubsport
A closeup of the rear wing shows an intricate weave of organic fibres that are apparently sourced from agricultural by-products. (Photo: Porsche)

Despite the GT4 Clubsport’s factory-installed (FIA Art. 277 certified) safety cage, plus its 911 GT3-inspired front spoiler and sizeable fixed rear wing, which appear mostly carryover from the previous Clubsport, the race-spec Cayman weighs in at just 1,320 kilos, making it lighter than the outgoing model. 

Mass in mind, the GT4 Clubsport’s body structure is comprised of aluminum-steel composite and therefore light in weight; while additional features include a hood and rear deck lid fastened in place via quick-release latches; an (FIA Art. 275a certified) escape hatch in the roof; an FT3 fuel safety cell that measures 80 litres with the Trackday or 115 litres with the Competition model, both featuring an FIA-compliant “Fuel Cut Off” safety valve; pre-installed mounting points for a three-piston air jack system for the Trackday, or a factory-installed three-piston air jack system with the Competition; and FIA-certified towing loops front and rear. 

Also, a motorsport centre console with “enhanced functionality and adapted usability” gets added to the instrument panel, a six-point safety harness is included with its single Recaro race bucket driver’s seat, which also includes two-way fore and aft adjustments as well as an adjustable padding system, and lastly provisions are made for a safety net. 

2019 Porsche 718 Cayman GT4 Clubsport
I think we all want to get our hands on this race-spec steering wheel. (Photo: Porsche)

While safety is critical, and improving performance paramount for any new racing car, with Porsche having clearly claimed that its new 718 Cayman GT4 Clubsport improves overall drivability and therefore should provide faster lap times than its predecessor, it’s surprising that Porsche also put time and effort into its environmental initiatives, not normally a key issue in this class of sports car. The end result is a production-first racecar technology that could potentially find more widespread use: natural-fibre composite body parts. 

The 718 Cayman GT4 Clubsport’s door skins and rear wing (specifically the wing flap, sideblades, and “swan neck” mounts) are actually formed from an organic fibre mix that’s sourced from agricultural by-products such as hemp or flax fibres. Porsche says the new age components weigh approximately the same as if made from carbon-fibre, while their strength is also similar. 

Specific to each model, the 718 Cayman GT4 Clubsport Trackday gets fixed shock absorbers, plus ABS, ESC, and traction control assistance systems for easier control at high speeds, the latter of which can all be deactivated. Improving comfort and safety respectively, the Trackday also includes air-conditioning and a handheld fire extinguisher, while it can be serviced at Porsche Centres throughout Canada. 

2019 Porsche 718 Cayman GT4 Clubsport
No PCM touchscreen here, the 718 Cayman GT4 Clubsport’s centre stack is all business. (Photo: Porsche)

You’ll need your own team of mechanics for the Competition model, however, and one of them will need to be well versed in three-stage shock adjustment, while you’ll need to figure out how to adjust the front/rear bias of the brake balance system yourself. Additionally, your pit stop team will be able to change the tires quickly thanks to its aforementioned integrated air jacks, and the larger safety fuel cell will make sure time off the track will be kept to a minimum. 

Safety features not yet mentioned include an automated fire extinguishing system, and a quick release race steering wheel pulled from the 911 GT3 R. 

Priced considerably higher than a street legal 718 Cayman, which starts at just $63,700, the 718 Cayman GT4 Clubsport Trackday model can be had for $216,500, whereas the same car with the Competition package starts at $242,000. 

Interested parties should contact Porsche Motorsport North America in Carson, California, or alternatively your local Porsche retailer, which no doubt would be happy to put you in touch. 

Story credits: Trevor Hofmann, Canadian Auto Press 

Photo credits: Porsche 

Copyright: Canadian Auto Press Inc.

New entry-level Porsche 718 Cayman T and 718 Boxster T revealed

2020 Porsche 718 Boxster T and 718 Cayman T
These new just above base 718 Boxster T and 718 Cayman T models prove that less can be more when less weight and money buys more performance. (Photo: Porsche)

Up to this point Porsche has offered its 718 Cayman coupe and 718 Boxster roadster in base, S and GTS trims, but soon its most affordable line of sports cars will arrive with a new “T” designation, which promises performance purists less of what they don’t want and more of what they do. 

Specifically, 718 Cayman T and 718 Boxster T buyers will get more performance features in a car that costs and weighs less. Starting with the base model’s 2.0-litre turbocharged four-cylinder boxer engine, good for 300 horsepower and 280 lb-ft of torque, T models add a short-throw shifter, a mechanically locking differential and Porsche Torque Vectoring (PTV) in base six-speed manual guise, or the Sport Chrono Package as standard equipment for seven-speed dual-clutch automated PDK cars, the latter resulting in 0.2 seconds of extra jump off the line from a car that’s already 0.2 seconds quicker than the manual. 

2020 Porsche 718 Boxster T
Performance promises to be the special 718 T models’ strong suit. (Photo: Porsche)

Also notable, the Sport Chrono Package includes Launch Control and a “push-to-pass” style Sport Response button in the centre of the steering wheel-mounted driving mode switch, making it the transmission of choice when ultimate performance is paramount. 

To clarify more fully, straight-line performance with the manual remains the same as the regular 718 Boxster and 718 Cayman at 5.1 seconds from standstill, while PDK-enhanced cars increase their zero to 100km/h sprint times from 4.9 to 4.7 seconds, identical to the base 718 models. Likewise, both base cars’ top speeds continue into T trim unchanged at 275 km/h. 

2020 Porsche 718 Boxster T
Euro models get a big gaping hole where the PCM touchscreen normally goes. (Photo: Porsche)

Additional standard go-fast goodies in T trim include Porsche Active Drivetrain Mounts (PADM) that incorporate dynamic hard and soft gearbox mounts for reducing vibration and even improving performance, claims Porsche, plus a sport exhaust system, unique high-gloss titanium grey-painted 20-inch five-spoke alloy wheels, and a first for the base turbo-four, the Porsche Active Suspension Management (PASM) electronic damping system that, depending on the Normal, Sport, Sport Plus or Individual driving mode selected, instantly adjusts for road surface conditions and driving style changes, all riding on a 20-millimetre lower ride height. 

2020 Porsche 718 Boxster T
Door handles? Who needs them when you’ve got mesh fabric door pulls? (Photo: Porsche)

Making a visual statement is a grey side striping package featuring scripted “718 Cayman T” or “718 Boxster T” nomenclatures, and Agate grey mirror caps to match the aforementioned wheels, plus black chrome tailpipes. 

Inside, the 718 Boxster T and 718 Cayman T are upgraded with a GT sport steering wheel, scripted “Cayman T” or “Boxster T” logos highlighting the black instrument dials, gloss black instrument panel inlays and centre console trim, special red paint for the gear shift pattern atop the shift knob, two-way powered seats, seat upholstery featuring black Sport-Tex centre sections, embroidered “718” logos on the headrests, plus the most identifiable addition of all, black mesh fabric door pulls in place of the usual door handles, which can be changed for optional coloured pulls as seen in associated photos. 

2020 Porsche 718 Boxster T
Nice interior details include a red-painted shift pattern atop the shift knob. (Photo: Porsche)

When checking the gallery you may also notice something missing from both cars’ instrument panels, their Porsche Communication Management (PCM) touchscreens that have been removed to reduce weight, and replaced by a big, gaping hole Porsche calls a “large storage compartment.” We won’t see this omission in Canada due to a new regulation that made backup cameras mandatory as of May 2018. 

2020 Porsche 718 Cayman T
The 718 T models should handle brilliantly. (Photo: Porsche)

For this reason we shouldn’t hold out any hope for Canadian-spec 718 T models to be offered at five- to 10-percent discounts when compared to the current base Cayman and Boxster when outfitted with identical features, as promised in European markets, but we should get to choose from the same standard and optional colour palette that will include black, Indian Red, Racing Yellow, and white at no extra charge, plus optional Carrara White, Deep Black and GT Silver metallic hues, as well as somewhat pricier Lava Orange and Miami Blue special colours. 

If you like what you see, make sure to contact your local Porsche dealer to reserve your very own 718 Cayman T or 718 Boxster T, because special models like these are in the habit of selling out quickly.

Story credits: Trevor Hofmann, Canadian Auto Press 

Photo credits: Porsche 

Copyright: Canadian Auto Press Inc.