It’s been less than a year since Porsche introduced the all-new eighth-generation 2020 911 at the LA auto show, and just seven months since the Cabriolet arrived, and now the German performance brand is readying those mid-range Carrera S models for production and upcoming deliveries this fall. Ahead of these 443 horsepower super cars, Porsche has just released photos and key information about a couple of 911 models that are a bit more down to earth, the more affordable base 911 Carrera Coupe and 911 Carrera Cabriolet.
The new entry-level 911 hardtop and soft-top models share the same 3.0-litre twin-turbo six-cylinder “boxer” engine as those “S” trims, but they incorporate a unique set of turbos for less performance. Still, 379 horsepower and 331 lb-ft of torque is no laughing matter, unless the thrill of quick acceleration makes you giggle. The first number adds 9 horsepower over the outgoing 2019 model, which results in a zero to 100km/h sprint time of just 4.2 seconds, or 4.0 seconds with the optional Sport Chrono Package. This is a significant move up from the outgoing base Carrera that was only capable of 4.6 or 4.2 seconds to 100km/h respectively.
Surprisingly, the new 911 Carrera will only be available with Porsche’s new eight-speed dual-clutch PDK automatic transmission when it first arrives. This gearbox, which was originally announced for the Carrera S, adds one gear over the outgoing automatic, for stronger performance and improved fuel economy. Those who want the seven-speed manual will need to wait until later in the model.
The new Carrera Coupe’s track speed is identical to the outgoing model at 293 km/h (182 mph), while the Cabriolet’s terminal velocity is 291 km/h (181 mph). It’s normal for a fabric-topped convertible to be slower at high speeds than its equivalent hardtop coupe, due to the cloth roof “ballooning” at high speeds, but Porsche incorporated magnesium surface elements dubbed “bows” within the redesigned roof’s structure, so it manages wind more effectively.
By the way, that fabric roof, which is now bigger to accommodate for the 911’s larger interior, can open and close at speeds of up to 50 km/h (30 mph), and only needs 12 seconds to do so thanks to a reworked hydraulic system. What’s more, the updated process also extends an electrically extendable wind deflector so as to keep gusts of air from discomforting occupants.
Inside that larger, more accommodating cabin, the new 911 Carrera receives a wholly renewed interior with a large 10.9-inch high-definition touchscreen on the centre stack, while an all-new safety feature dubbed “Wet Mode” provides greater control when it’s raining or otherwise slippery.
All just-mentioned items come standard with the Carrera S, but take note the new base Carrera gets a smaller set of 19-inch alloys on 235/40 ZR performance tires up front, plus bigger 20-inch rims shod in 295/35 ZR rubber at the rear. Additionally, the base Carrera’s 330-millimetre brake rotors are smaller than the Carrera S’ discs, these biting onto black-coated four-piston monobloc fixed calipers for stopping power that should easily be up to task for dealing with this less potent car’s overall performance. Also notable, the 911 Carrera’s exhaust system gets unique individual tailpipe covers.
Transport Canada hasn’t provided fuel economy specs for the new 2020 911 models yet, but Porsche claims its new base Coupe and Cabriolet will be capable of a 9.0 and 9.2 L/100km city/highway combined rating respectively, when calculated on the New European Driving Cycle (NEDC). We can expect slightly different numbers when our five-cycle rating system is applied.
And what about pricing? Surprisingly the base 2020 911 Carrera Coupe’s window sticker gets pushed up $7,000 over its predecessor, from $104,000 to $111,000, while the Cabriolet’s starting price has been increased from $118,100 to $125,600, for a $7,500 increase. Then again, we need to factor in that the new eight-speed automated PDK transmission is now standard, and that prices will likely be lowered when the seven-speed manual arrives later in the model year.
Just the same, Porsche is probably hoping that the new 2020 911 Carrera’s many enhancements will justify its sharp move up in price, but this said it will be interesting to witness how a more value-driven rival, like Chevy’s new 526-horsepower mid-engine C8 Corvette that hits the road for a mere $69,998, might erode 911 sales. Granted, Porsche clientele, particularly 911 buyers, are not normally Corvette buyers, but the C8 is no normal Corvette, and its more exotic mid-engine layout and styling, stronger performance, and bargain basement price might lure in those who aren’t as brand loyal.
This said, if you still want a 2020 Porsche 911 Carrera Coupe or Cabriolet you can order it now and expect delivery early next year, while all-wheel drive C4 models will be available to order soon.
And while waiting, be sure to flick through all the photos we’ve gathered in our gallery above, plus enjoy the short video below:
The new 911 Carrera Coupé and 911 Carrera Cabriolet. (1:00):
If you’re hoping to take delivery of a new 2020 Aston Martin DBS GT Zagato, you’ve already made your deposit and accepted that you won’t just be purchasing one car, but actually buying two.
The new model made its online debut this week, sporting three stunning vantage points thanks to a very talented artist, and despite only seeing graphic renderings with no physical preproduction example available, 19 well-to-do investors anted up sizeable deposits for a set of cars that will set them back a total of $9.8 million CAD (£6 million GBP).
To clarify, the breathtakingly beautiful 1960s-style DB4 GT Zagato drawn into the background of each photo comes as part of the near $10 million package, the two cars making up Aston Martin’s “DBZ Centenary Collection.” The more contemporary model is actually based on the already impressive DBS Superleggera, a car that shoehorns a big twin-turbo 5.2-litre V12 engine under its long, elegant, shapely hood, this motor good for a supercar-like 715 horsepower and 664 pound-feet of torque.
So far we haven’t been told anything about engine specifications regarding the new DBS GT Zagato, but we should expect at least as much performance as offered in the DBS Superleggera, and also consider that more might be coming thanks to the original ‘60s-era DB4 GT Zagato providing a great deal more at the rear wheels than the standard DB4. Still, no matter the powertrain behind the upcoming Aston’s massive new grille, all of its additional attributes are worthy of your attention.
For starters, it’s clear Aston wanted the new DBS GT Zagato to show a direct lineage to the outgoing Vanquish Zagato that arrived four years ago. They even painting both launch models in the same eye-arresting metallic red, while adorning key exterior accents in metallic gold, even painting the 20-inch twin-five-spoke alloy rims in the same rich hue.
Additional styling elements adopted from old to new include the big front grille noted a moment ago, plus the double-bump floating-type black roof, a bulging set of rear fenders, and “rocket booster” style tail lamps, yet while the DBS GT Zagato nods to its predecessor with respect, there’s no denying it’s an entirely new model that shares little with the past. Specifically, the DBS Superleggera that underpins the new car has hard points that can’t be unseen, particularly its longer and lower shape that wows with plenty more folds and creases than the car from four years ago.
Also interesting from a design and functional perspective, is the gold-painted active front grille that incorporates an insert comprised of 108 separate carbon fibre components. When turned off the DBS GT Zagato looks as if its grille is little more than a patterned panel without an opening, but then when the engine is fired up the many tiny segments open up for engine ventilation, this process making the grille appear as if it “flutters” in the wind, said Aston.
Yet more interesting details include angularly sculpted side vents highlighted with more gold trim, while the rocker panels just below don’t extend outward with Aston’s usual carbon fibre side sills, but instead get neatly rolled under the car like classic models did half a century ago.
Unlike the ovoid headlamps found on the Vanquish Zagato, the new clusters are more in line with today’s Aston Martin design language, while the artfully constructed taillights sit on the outer edges of a large horizontal carbon fibre panel at back, which visually hovers over an even bigger working carbon fibre diffuser under the rear bumper.
Carbon fibre gets used for the roof panel too, but the DBS GT Zagato doesn’t merely top itself off with any old hardtop. It gets a single section of CFRP that stretches from the top of the windshield to the forward edge of the rear deck lid, while the roof’s aforementioned twin-bubble design made even more unorthodox by not including a rear window or even a set of louvres for rearward visibility. Instead, Aston added a backup camera within a digital rearview mirror, which potentially has the ability to cover much more area than a conventional mirror would allow for.
When your new DBS GT Zagato arrives at your local Aston Martin dealership next year, either bring along a friend or hire a flatbed driver to pick up your DB4 GT Zagato as well. This gorgeous classic was first shown in France at the 24 Hours of Le Mans last month, and is the newest in a growing line of continuation cars that was initiated with 25 examples of the DB4 GT Continuation in 2017, which retailed for $2.4 million CAD (£1.5 million), followed by another 25 Goldfinger DB5 Continuation models, which, as you may have just guessed, are exact replicas of the star-car that instantly became famous in the 1964 007 classic Goldfinger. It features all the innovative weapons and active armour the original offered James Bond (less any explosive charges or an actual ejecting passenger seat), so its no wonder this model sold out quickly.
The Goldfinger DB5 Continuation will be delivered in 2020, by the way, just like the two new DBS GT Zagato and DB4 GT Zagato models described in this news story, but for only $4.5 million CAD (£2.75 million) each.
While all of these prices are without doubt unreachable for the majority of Canadians, those who can afford this lofty point of entry aren’t merely throwing their money away. In fact, some might even see these cars as investments, especially when considering prices paid for earlier examples. For instance, a 1962 DB4 GT Zagato was purchased for $15.4 million CAD (£9.45 million) a few years ago, and that wasn’t even the highest price paid.
Thanks to some unused chassis allocation numbers, Aston Martin produced four more DB4 GT Zagatos in 1988, these given “Sanction II” designations, and then a dozen years later in 2000 the British carmaker built an additional pair of these “Sanction II” specified cars with a unique “Sanction III” designation, and these two models fetched $18.6 million CAD ($14,300,000 USD) in 2015 and $16.5 million CAD (£10,081,500) in 2018 apiece, which made them two of the highest priced cars to ever roll across an auction block.
It would be irresponsible for any of the 19 new DB4 GT Zagato owners to speculate on the future value of their cars, of course, yet the just noted past success of these highly sought after classics might make them better bets than many other rolling collectibles, and who knows? If one day they can sell their DB4 GT Zagatos for $10 million or more, they may end up paying nothing at all for the fabulous new 2020 DBS GT Zagato.
Some brands are so small they don’t really get the press they deserve, and Mini fits into that mould both figuratively and literally.
Ok, I just had a little fun with a small play on words. The just-used term “literally” was straight-forward, in that Mini’s lineup of cars and its single crossover are made up of subcompacts and compacts (they’re small), while the word figuratively should actually be used as a substitute for metaphorically, but instead I improperly chose it for its root word “figure” in order suggest that Mini’s sales figures reside on the smaller side of the scale as well (they only delivered 4,466 3-Door Hatch, 5-Door Hatch, Convertible and Clubman models last year). Clever? Not really. Grasping at straws for a witty opener? Guilty as charged.
In reality, however, I almost completely forget Mini exists as a brand until checking my schedule on a given Sunday evening, at which point I’m reminded that one of their cars will be in my weeklong possession starting the following day. That’s when I get giddy with excitement and start planning my week to make sure I have time to drive somewhere unpopulated on the side of a body of water (ocean, lake or river), a mountain, or anywhere else with ribbons of winding black asphalt.
Truly, their cars are so much fun they’re addictive, especially when the model loaned out is tuned to “S” specification or better, and has its hardtop replaced by a slick power-operated retractable cloth top. Such is the car before you, the 2019 Mini Cooper S Convertible, which is upgraded further with this year’s special $2,900 Starlight Blue Edition Package, meaning that it receives a special coat of stunning Starlight Blue Metallic paint, as well as unique 17-inch machine-finished Rail Spoke alloys featuring black painted pockets on 205/45 all-season runflat rubber, piano Black Line exterior trim replacing most of the chrome, including the front grille surround plus headlamp, taillight and outside mirror surrounds, etcetera.
The “more” that I just noted includes rain-sensing automatic on/off LED headlights with active cornering, LED fog lamps, piano black lacquered interior detailing, a two-zone auto HVAC system, an accurate Connected Navigation Plus GPS routing system housed within Mini’s already superb infotainment system, a wonderful sounding Harman Kardon audio system, Sirius/XM satellite radio, stylish Carbon Black leatherette upholstery, and heated front seat cushions, while my test model’s only standalone option was a $1,400 six-speed automatic transmission, with all of the above upping the Mini Cooper S Convertible base price of $33,990 to $38,290, plus a destination charge and additional fees.
To be clear, you can purchase the new 2019 Mini Cooper Convertible (sans S) for as little as $29,640 before any discount, or you can spend the slightly pricier amount noted above for my tester’s sportier and more feature-filled “S” trim. Alternatively, you could choose a base 3-Door Hatch (hardtop) for as little as $23,090, while other models in the Mini lineup include the Cooper 5-Door available from $24,390, a six-door Clubman that starts at $28,690, and the Countryman crossover that can be had for as little as $31,090, plus destination charges of course.
Incidentally, all 2019 Mini prices, including trims, options and standalone features, were sourced right here on CarCostCanada, where you can also get otherwise difficult to find manufacturer rebate info, plus dealer invoice pricing that could save you thousands.
Before I share what makes this Cooper S Convertible and all Minis so enjoyable to live with, I need to focus on the quality of the Mini product overall. Mini’s acceptance as a premium brand is questionable, which makes sense when you can buy one for a mere $23k, but nevertheless quality of materials, fit and finish and features found in each Mini model is much better than average when comparing most subcompact and compact rivals, especially when discussing mainstream brands.
Just the same, the majority of high-volume compact models have been on a refinement trend as of late, with the most-recent Mazda3 getting closest to premium status without raising its pricing into the stratosphere, but like its compact sedan and hatchback competitors (such as the Honda Civic, Toyota Corolla, Hyundai Elantra, et al) the 3 is quite a bit larger than all Mini models this side of the Clubman and Countryman, and therefore when comparing a regular Cooper to any top-selling mainstream subcompact rival (like a Hyundai Accent, Honda Fit or Toyota Yaris), the Mini’s finishing and performance is on a much higher scale.
The Cooper S Convertible before you, for example, is very well made, from its outer fit to its inner detailing. The paint finish is excellent and other exterior embellishments impressive, from my tester’s eye-catching LED headlamps and Union Jack-emblazoned taillights, to its nicely crafted leather-clad steering wheel and stitched leather-wrapped shift knob, as well as its primary instrument pods hovering overtop the steering column, the ever-changing circle of colour lights rounding the high-definition 8.8-inch infotainment display, the row of brightly chromed toggles and red ignition switch in the middle of the centre stack, and the similarly retrospective line of toggles overhead, it’s a car that completely separates itself from everything else on the market. Those who love retro-cool designs and brilliantly artistic attention to detail will adore today’s Minis.
As grand as everything about this car sounds so far, the Mini Cooper S Convertible is at its best when in its element, on the road—prefe¬rably a winding road. S trimmed Coopers begin with a sonorously high-revving 16-valve twin-scroll turbocharged 2.0-litre four-cylinder engine capable of 189 horsepower and 207 lb-ft of torque, which is a sizeable 55 hp and 45 lb-ft more than the base Cooper’s 1.5-litre three-cylinder turbocharged powerplant. This allows the S to slice 1.6 seconds off of the base model’s 0 to 100km/h acceleration time, dropping it from 8.8 to 7.2 seconds with the manual, or from 8.7 to 7.1 with my tester’s six-speed automatic transmission.
If more speed is still required you can ante up for the John Cooper Works Convertible, which reduces its zero to 100km/h time down to 6.5 seconds by way of a more formidable 228 horsepower version of the 2.0-litre TwinPower Turbo four-cylinder engine, featuring a much more robust 236 lb-ft of torque. It starts much higher up the affordability ladder at $41,490, yet thanks to sport suspension improvements that include larger wheels and tires, plus more standard styling, luxury and convenience upgrades, most Mini fans will find it well worth the price of entry.
Then again, even the mighty John Cooper Works won’t cause Honda Civic Type R drivers to quiver from fear in their form-fitting Recaro racing seats, but lower the roof and drop the clutch of a JCW or this Cooper S Convertible and you’ll quickly be enjoying your drive much more than you might expect, while never worrying about draining the bank account at the pump.
Mini claims a very reasonable fuel economy rating of 10.2 L/100km city, 7.4 highway and 9.0 combined with the manual, or 9.4, 7.2 and 8.4 respectively with the automatic when upgraded to S trim, while the base Cooper Convertible manages a mere 8.4 L/100km in the city, 6.3 on the highway and 7.5 combined with its manual, or 8.8, 6.8 and 7.9 respectively with its autobox.
Together with the performance upgrade, going from base to Cooper S adds some performance-focused items like default “MID”, “GREEN” and “SPORT” driver-selectable modes, the latter perfect for boosting takeoff and enhancing responsiveness all-round, while Mini also provides this trim with sportier front seats featuring heated cushions. And just in case going topless isn’t your thing, hardtop Cooper S trims receive a big panoramic sunroof as standard equipment.
That just-noted Sport mode does a great job of increasing the Cooper S Convertible’s get-up-and-go while enhancing the quick-shifting nature of its transmission, while take note that its front-wheel drive system is never overpowered from torque steer, even when pounding on the throttle from an angled standing start. Those who read me often will know that I’d rather have any Mini with the brand’s wonderfully notchy manual gearbox, but nevertheless this automatic delivered strong performance while its manual mode, despite only being swappable via the gear lever, is plenty responsive.
Yes, that means it has no steering wheel mounted paddles, which is strange for this sportier S model. The current JCW autobox doesn’t come with paddle-shifters either, but reportedly Mini will rectify this shortcoming in 2020 with respect to the Clubman and Countryman JCW models, which are said to be fitted with a new eight-speed auto and much quicker 301-hp 2.0-litre engine making 331 lb-ft of torque, so it’s possible that in time we’ll see paddles on lesser trims as well. As it is, I left the autobox to its own devices more often than not, being that it shifts smoothly and was therefore ideal for congested city streets. Still, when the road opened up and consecutive curves arrived I found that manual mode significantly increased the fun factor, while helping to increase control.
Just like with all Minis, the Cooper S Convertible comes standard with a brilliantly sorted fully independent front strut and multi-link rear suspension setup that can humble most front-drive rivals, other than those enjoying the aforementioned Civic Type R. Still, it slices and dices up serpentine tarmac like it’s some sort of front-drive BMW, jest intended.
Those in the know (yes, we car nerds) will already be aware that second-generation Minis share UKL platform underpinnings with some modern-day BMWs. To be clear, however, the UKL platform is divided into UKL1 and UKL2 architectures, the former only used for Minis thus far (including the 3- and 5-door F56 Hatch plus this F57 Convertible), and the latter for larger Minis (the F54 Clubman and F60 Countryman) as well as the global-market BMW 1 Series Sedan (F52), 1 Series 5-door hatch (F40), 2 Series Active Tourer (F45), 2 Series Gran Tourer (F46), X1 crossover SUV (F48), X2 crossover coupe (F39) and Brilliance-BMW Zinoro 60H (a Chinese-market X1/F48 crossover with unique sheetmetal).
We don’t have the 1 Series or 2 Series Active Tourer here in Canada, and so far I haven’t been able to get behind the wheel of these two while parked in my second Manila, Philippines home, so I can’t say anything useful about their driving dynamics compared to counterparts from Mini, but I truly don’t believe they could be much better than a Cooper 3- or 5-Door Hatch or Clubman. I can attest to the Countryman S and the new Countryman S E ALL4 plug-in hybrid being more planted at high speeds than the latest BMW X1 xDrive28i, however, the latter seeming to have been designed as more of a comfort-oriented, practical alternative.
The Cooper S Convertible, on the other hand, is hardly as big and accommodating inside or out, its rear passenger area and luggage compartment actually the tightest in the entire Mini line. The back seats are probably best used for smaller adults and/or children, whereas the trunk measures 160 litres when the divider is moved lower and top is down, or 215 litres with the top up and moveable divider raised. It’s only accessible through a smallish opening too, but on the positive loading is assisted thanks to a really useful wagon-style folding tailgate that provides a temporary shelf for placing cargo before shifting it inside, while you can expand on cargo capability via 50/50 split-folding rear seatbacks when hauling longer cargo such as skis or snowboards is required. All in all, the Cooper Convertible’s passenger/cargo capability is fairly flexible when put up against most rival ragtops, especially similarly priced roadsters like the Mazda MX-5 or Fiat 124 Spider.
Of note, Mini’s cloth top is a very well insulated “3-in-1” design that’s truly quiet, not to mention capable of retracting or closing in just 18 seconds via an almost completely automated process (you just need to keep holding the overhead toggle switch). When opening, it first stops halfway to form a big sunroof, which is perfect for those times when totally dropping the top isn’t ideal. Pressing and holding it again causes the roof to completely retract, while repeating the same two-step process in reverse powers the top upwards. The convertible can be opened or closed while driving up to 30 km/h, so don’t worry about how much time you have while waiting at a stoplight. Additionally you can open or close the roof from your key fob while outside, handy if you left the interior exposed in your driveway when it unexpectedly starts to rain.
The Cooper S Convertible isn’t without competition, the soon to be discontinued Volkswagen Beetle Convertible and cute little Fiat 500 Cabrio (which is available in sporty Abarth trim) being the closest four-seat rivals, but most would agree that the car on this page offers more luxury and performance than either European challenger.
In short, Mini’s drop-top is a comparatively roomy four-place convertible with decent stowage, premium-like interior refinements, excellent onboard electronics, agreeable fuel-efficiency, and a fun-to-drive personality that’s hard to beat, all for a competitive price when adding up all its positive attributes. Those who simply want to own a really well made car that’s an absolute blast to drive each and every day will likely love the Mini Cooper S Convertible.
I’m not going to lie to you. As curious as I am to spend a given week with seriously important big market cars like the recently redesigned Toyota Corolla, and as interested as I am to find out how far I can go on a single charge with Kia’s latest Soul EV, nothing gets me out of my editor’s chair as quickly or as enthusiastically as a hopped up muscle car, a high-revving super-exotic, or something along the lines of Jaguar’s F-Type SVR, which might be the perfect combination of both.
Regular readers will remember that I spent a blissful week with this very same car last year in its more eye-arresting Ultra Blue paintwork, so having this 2019 model gifted to me for yet another seven heavenly days was a welcome surprise made better due to its stealth Santorini Black bodywork that thankfully doesn’t attract quite as much attention.
It’s not that I was embarrassed to be seen in it, quite the opposite of course, but rather that this car coaxes my most juvenile impulses from their hardly deep recesses all too easily, which can quickly get a person deep into trouble.
How quickly? Well that depends on whether you’re thrown into a stupor or moved into action when first laying eyes on the F-Type SVR, as well as which sense moves you most. If you’re visually stimulated first and foremost, you might be stopped dead in your tracks as soon as it comes into view, but then again if your receptors respond more to an auditory trigger you’ll move right past first sight to initial startup, resulting in the rasp of one of the more sensational exhaust notes in autodom, which will either send you to the moon in a momentary daze or turn you toward the street to put some of that wound up energy to good use.
I’m jaded, or maybe it’s just that experience tells me not to waste a moment gawking inanely at something I can relive later in pictures. Certainly one can recall memories of moments well spent, but the more one collects such moments makes recalling them a helluvalot easier. A quick glance of appreciation, out of respect, immediately followed by a quicker descent into a familiar body hug, the SVR’s performance seats are as wholly enveloping as they’re sinfully comfortable. Foot on brake pedal, finger on start button, mechanical machinations ignited and ahhh… glory hallelujah! What a sound!
Nothing roadworthy this side of an XJR-15 sounds as brutally raw, as purely visceral as an F-Type SVR being brought to life, that is until you’ve given the throttle a few more blips after opening up its two-mode titanium and Inconel active exhaust system via a wee little console-mounted button that makes a great big noise. Any sort of right foot twitch capable of spinning the crank above 4,000 revolutions per minute lets loose a cacophony of crackling barks and blats, the kind of song that’ll have gearheads singing along in dissonant unity, and zero emissions folks sneering.
Allowing spent gases to exit more freely isn’t exactly the Tesla mantra, and to think the minds behind this wondrous high-test glutton are the very crew responsible for the Model X-beating I-Pace (well, it beats the entry-level Tesla crossover, at least). We’ve all got to love the bizarre dichotomy running rampant in today’s automotive market, where the cars we all lust after are paying for the ones that government mandates are forcing down our throats.
Of course, thanks to companies like Jaguar and Tesla we’re all beginning to realize that going electric isn’t the end of motorized fun, but potentially a new beginning. Could there be an electrified F-Type in our future? Likely, and it’ll be the quickest Jaguar sports car ever. Still, the good folks at Castle Bromwich will need to expend terahertz levels of energy in their artificial sound lab to recreate the auditory ecstasy this SVR composes. Let’s hope they succeed, because we all know that as sensational as this 5.0-litre supercharged V8 sounds, and as fabulously fast as this Jaguar becomes when powered by it, the still impressive yet nevertheless 23-year-old AJ-8 power unit’s days are numbered.
As it is, this 575 horsepower beast catapults from naught to 100km/h in just 3.7 seconds before attaining the seemingly unattainable terminal velocity of 322 km/h (200 mph)—that’s 1.1 seconds quicker and 122 km/h (75.8 mph) faster than the I-Pace, in case you were wondering. Certainly a driver’s license would be unobtainable for the remainder of my sorry life if I were so foolish as to attempt the former speed on public roads, and being that no such track is long enough within close proximity of my home we’ll all just need to take Jaguar’s word for it. Suffice to say that zero to all other cars at the stoplight looking like tiny coloured dots happens all of a shockingly sudden, so you’d better gather your stunned thoughts, get into the game and prepare for upcoming corners or you’ll fast be shuffled off this mortal coil.
Fortunately the F-Type SVR manages all roads serpentine as easily as it’s guided down the straight and narrow, its brilliantly quick-shifting eight-speed automatic as ideally suited to flicking up through the gears as for rev-matched downshifts. Remember when I mentioned muscle car credentials earlier? That was strictly referencing the engine, its prowess over undulating, curving backroads the stuff of mid-engine exotica. Just look at the meaty 305-section Pirelli P-Zero rubber at back and plentiful 265/35s up front, both ends supported by the lightweight aluminum chassis and riveted, bonded body shell noted earlier, and then factor in that suspension’s Adaptive Dynamics system, the electronic active rear differential, and the brake-sourced torque vectoring. Tap the carbon ceramic brakes to load up the front tires, enter the apex, add throttle and enjoy as the SVR’s backside locks into place while catapulting this leather-lined beast toward the next bend, a process I repeated over and over, as often as opportunity would allow.
All said, you’d think something as fabulously fast as the F-Type SVR would be a handful around town, but that’s where its exotic nature ends and more upright practicality enters. It’s actually a very comfortable coupe to spend time in, while visibility is quite good considering its sleek greenhouse and thick C pillars. The 12-way powered driver’s seat and steering column fit my long-legged, short torso five-foot-eight frame well, and due to much more movement in all directions should provide good adjustability for all sorts of body types, and I certainly had no complaints from my various co-drivers.
On the practicality question, Jaguar provides a large hatch opening for loading in all kinds of gear, with up to 408 litres (14.4 cubic feet) in total and about half that below the removable hard cargo cover. It’s beautifully finished, as one would expect in this class, but remember that unlike the old XK the F-Type is strictly a two-seater with no rear seats to fold, so there’s no way you’ll be able to fit skis or any other long items aboard, unless you slot them down the middle between driver and front passenger.
I remember stuffing my significant other and kids into an XKR coupe years ago, and while its 2+2 grand touring profile wasn’t carried forward into the F-Type’s design, the interior’s fine workmanship and beautiful attention to detail continues. In fact, I’d say this SVR’s cabin is even better, with rich red stitching and piping providing colour to the otherwise black Suedecloth and quilted leather surfaces, while its electronic interfaces are beyond comparison.
Classic analogue dials flank a large 5.0-inch colour TFT multi-information display at centre, unchanged from past years, albeit the Touch Pro infotainment touchscreen on the centre stack is all new for 2019, growing from 8.0 to 10.0 inches in diameter and now flush-mounted without buttons down each side. It’s properly outfitted with navigation, a backup camera with active guidelines, Pro Services, InControl Apps, 770-watt 12- speaker Meridian surround audio, satellite and HD radio, and the list goes on, while Jaguar also added Apple CarPlay and Android Auto for $300.
You can get into a 2019 F-Type Coupe SVR for just $140,500, or go topless for an extra $3,000, either of which is a bargain when compared to the Porsche 911 Turbo that will set you back $43,700 more for the hardtop or an additional $54,700 for the drop-top. That easily pays for the aforementioned $13,260 Carbon Ceramic Brake Pack with plenty left over, which includes 398 millimetre rotors up front and 380 mm discs at back, plus massive yellow calipers encircled by a stunning set of 10-spoke 20-inch diamond-turned alloys. Plenty of options were included with my test car and a yet more, like LED headlights, a heated steering wheel, rain-sensing wipers, auto-dimming centre and side mirrors, auto climate control, front and rear parking sensors, autonomous emergency braking, and lane keeping assist, comes standard, so make sure to check out all the 2019 F-Type trims, packages and options at CarCostCanada, not to mention rebate info and dealer invoice pricing that could save you thousands.
It’s difficult not to write an epic for such a phenomenal sports car, but instead of running on at the mouth I recommend you head to your local Jaguar retailer and ask them to start one up in the showroom or on the lot, turn on the switchable active exhaust, rev the throttle and then listen to the snap, crackle and pop of the exhaust. If you’re not raring to go for a drive after that, you might be better off moseying down the road to the Lexus store for a smooth, comfortable ride in ES 300 hybrid.
Most will agree that Jaguar’s F-Type is one of the most beautiful sports cars to come along in decades, and this sentiment would be reason enough to make it one of the most popular cars in its class, which it is. Yet there’s a lot more to the F-Type’s success than jaw-dropping bodywork, from its lightweight aluminum construction that aids performance, supported by a wide variety of potent powertrain options, to its high quality luxuriously appointed interior, there are few cars that come close to matching the F-Type’s styling, capability or value.
Yes, it might seem strange to be talking value with respect to a near-exotic sports car, but the F-Type, already an excellent buy throughout its initial four years of availability, became an even better deal since Jaguar installed its new in-house Ingenium 2.0-litre four-cylinder engine under its long, elegant hood for the 2018 model year. While the formidable turbocharged and direct-injected engine makes a very healthy 296 horsepower and 295 lb-ft of torque, it provides a considerable economical edge over its V6- and V8-powered counterparts and all rivals, while a significantly reduced base price of $68,500 didn’t hurt matters either.
Last year’s starting point represented a $10k advantage over the F-Type’s previous base price, which resulted in a much more attainable point of entry and a whole new opportunity for Jaguar. In fact, the new F-Type P300 Coupe and Convertible instantly became prime 718 Cayman and Boxster competitors, whereas pricier more powerful F-Type trims, which include the 340 horsepower supercharged 3.0-litre V6 in base form, 380 horsepower supercharged 3.0-litre V6 with both base and R-Dynamic cars, 550 horsepower supercharged 5.0-litre V8 in R guise, and 575 horsepower version of the latter V8 in top-tier SVR trim for 2019, plus rear or all-wheel drive and six-speed manual or quick-shifting paddle-shift actuated eight-speed automatic transmissions, continue to fight it out with the Porsche 911 and others in the premium sports car segment, including plenty that cost hundreds of thousands more.
The car in question in this review, however, is the 2019 F-Type P300, which starts at $69,500 in Coupe form and $72,500 as a Convertible this year. With close to 300 horsepower of lightweight turbocharged four-cylinder cradled between the front struts it should provide more than enough performance for plenty of sports car enthusiasts, especially when considering that key competitors like Audi, Mercedes-Benz, BMW, and Alfa Romeo don’t offer anywhere near as much output from their entry-level four-cylinder sports models, with 220 horsepower for the TT, 241 for the SLC, 241 for the (2018) Z4, and 237 for the 4C, while F-Type P300 numbers line up right alongside Porsche’s dynamic duo that are good for 300 horsepower and 280 lb-ft of torque apiece.
If you’re wondering whether the F-Type P300’s performance will match your need for speed, it can zip from zero to 100km/h in just 5.7 seconds before attaining a top speed of 250 km/h (155 mph), and it feels even quicker with Dynamic sport mode engaged and its available active sport exhaust turned on. Jaguar makes its eight-speed Quickshift automatic standard in this rear-wheel driven model, and the steering wheel paddle assisted gearbox delivers super-fast shift intervals that combine with the brilliantly agile chassis to produce a wonderfully engaging seat-of-the-pants driving experience.
The agile chassis just noted refers to a mostly aluminum suspension mounted to the bonded and riveted aluminum body structure noted at the beginning of this review, a lightweight and ultra-rigid construct that certainly isn’t the least expensive way to build a car, but results in satisfyingly capable handling no matter the corner the F-Type is being flung into. The stiffness of the monocoque allows Jaguar to dial out some of the suspension firmness that competitors are stuck with in order to manage similar cornering speeds, which allows this little two-seater to be as comfortable over uneven pavement as it’s enjoyable to drive fast. Specific to the P300, less mass over the front wheels from the mid-mounted four-cylinder aids steering ease and potential understeer, making this one of the best balanced sports cars I’ve driven in a very long time.
My tester’s $2,550 optional Pirelli P-Zero ZR20s on glossy black split-spoke alloys certainly didn’t hurt matters, hooking up effortlessly after just that little bit of slip only a rear-wheel drivetrain can deliver when pushed hard through hairpins. What an absolute delight this car is.
I love that it’s so quick when called up yet so effortlessly enjoyable to drive at all other times too. Even around town, where something more exotic can be downright tiresome, the F-Type is totally content to whisk driver and passenger away in quiet comfort. It helps that its interior is finished so nicely, with soft-touch high-grade synthetic or leather surfacing most everywhere that’s not covered in something even nicer, the cabin accented in elegant satin-finish aluminum and sporty red contrast stitching throughout.
The Windsor leather covered driver’s seat is multi-adjustable and plenty supportive too, while the leather-wrapped multi-function sport steering wheel provided enough rake and reach to ideally fit my long-legged, short-torso five-foot-eight frame resulting in an ideal driving position that maximizes comfort and control. I’m sure larger, taller folk would fit in just fine as well, thanks to plenty of fore and aft travel plus ample headroom when the tri-layer Thinsulate filled fabric top is powered into place, a process that takes just 12 seconds at speeds of up to 50 km/h no matter whether raising or lowering.
Doing the latter doesn’t infringe on trunk space, incidentally, which measures 200 litres (7.0 cubic feet) and is a bit awkward in layout. If you want more I’d recommend the F-Type Coupe that has one of the largest cargo compartments in the luxury sports car class at 308 litres (10.9 cu ft) with the cargo cover in place and 408 litres (14.4 cu ft) with it removed.
Back in the driver’s seat, Jaguar provides a classic dual-dial analogue gauge cluster centered by a sizeable colour TFT multi-information display, which while not as advanced as some fully digital driver displays on the market is probably more appropriate for a sports car that focuses on performance.
The big change for 2019 was the addition of a 10-inch Touch Pro infotainment display, which replaces the 8.0-inch centre touchscreen used previously. Its larger size makes for a more modern look, while it’s certainly easier to make out obstacles on the reverse camera. The larger screen benefits all functions, with the navigation system’s map more appealing and easier to pinch and swipe, and only the home menu’s quadrant of quick-access feature not making use of all the available space (a larger photo of the classic red British phone booth would be nice).
The standard audio system is from Meridian and makes 380 watts for very good sound quality, while additional standard features include pushbutton ignition, an electromechanical parking brake, automatic climate control, powered seats, and leather upholstery on the inside, plus 18-inch alloys, LED headlights with LED signature lighting, rear parking sensors, a powered retractable rear spoiler, and more on the outside.
The Windsor leather and contrast stitching noted earlier came as part of a $2,250 interior upgrade package that improves the upholstery overtop special performance seats while finishing the top of the instrument panel, console and door trim in the same Windsor leather for a thoroughly luxurious experience, while my tester’s heated steering wheel and heated seat cushions come as part of a $1,530 Climate pack, with an extra $300 adding ventilated seats to the mix if you prefer, while Apple CarPlay and Android Auto smartphone integration was added for an additional $300.
Lastly, proximity-sensing keyless access made entering and exiting more convenient for $620, heatable auto-dimming side mirrors with memory made nighttime travel easier on the eyes for just $210, as did automatic high beams for oncoming traffic at $260, whereas blind spot assist might have definitely proved worthwhile at $500, as would front parking sensors at $290, while the aforementioned switchable active exhaust system was well worth the investment for another $260.
Incidentally, all prices were sourced right here at CarCostCanada, where you’ll find pricing on trims, packages and individual options down to the minutest detail, plus otherwise hard to find manufacturer rebate information as well as dealer invoice pricing that could save you thousands when negotiating your deal.
At the risk of this sports car review becoming terminally practical, the F-Type P300’s fuel economy is so good it deserves mention too, with both Coupe and as-tested Convertible achieving a claimed 10.2 L/100km in the city, 7.8 on the highway and 9.2 combined, which beats all Porsche 718 and 911 variants by a long shot, not to mention hybrid sports cars like Acura’s new NSX.
Of course, F-Type efficiency takes a back seat when moving up through the aforementioned trims, but the more potent V6 is still pretty reasonable at 11.9 L/100km city, 8.5 highway and 10.4 combined, at least when it’s mated to the automatic. This engine allows for a six-speed manual too, which isn’t quite as praiseworthy at 14.9, 9.8 and 12.6 respectively.
Enough silliness, because we all know buyers in this class don’t care one iota about fuel economy despite all the effort that Jaguar puts into such regulatory concerns. The F-Type is really about titillating the five senses via near overwhelming visual stimulation when parked and endorphin releasing on-road acrobatics when active. Of course, 296 horsepower can’t excite to the same levels as 550 or 575, but this F-Type P300 is the perfect way to make each day more enjoyable without breaking the bank. It’s an affordable exotic that’s as worthy of the “Growler” emblem on its grille and wheel caps as the “Leaper” atop its rear deck lid.
Story credits: Trevor Hofmann, Canadian Auto Press