The new Porsche Taycan is one of the more technologically advanced EVs currently available, but this doesn’t mean the only people capable of understanding how it works are electrical engineers.
In order to simplify the science, Porsche hired Bill Nye The Science Guy, a popular TV personality, to explain all the key technology, which resulted in a five-part short-format video series. Each episode, which span just under a single minute to one-and-a-half minutes long, focus in on technologies that differentiate the Taycan from its competitors, such as its 800-volt battery, uniquely innovative aerodynamic design, regenerative braking system, two-speed transmission, and repeatable performance.
The YouTube series, dubbed “Bill Nye Explains The All-Electric Taycan,” was filmed at the Porsche Experience Center in Los Angeles, California. The entertaining host uses simple terms and silly antics to clarify otherwise complicated subject matter, resulting in a series that’s ideal for all ages.
The Taycan, which arrived on the electric scene only last year, is already available in two unique body unique styles and four individual trims, including 4, 4S, Turbo and Turbo S. The sleek Taycan four-door coupe can be had in three of the just-noted trims, including 4S, Turbo and Turbo S, whereas the more recently introduced Taycan Cross Turismo also has a base trim. Additionally, the Cross Turismo can be upgraded with an Off-road Design package that increases ride height while adding more aggressive styling enhancements.
Top-level Taycan Turbo S trim can accelerate from zero to 100 km/h in only 2.8 seconds, thanks to its 750-hp twin-electric-motor power unit, while standard AWD means that all four performance tires grip the road below, especially helpful in inclement weather or when off-road.
It shouldn’t be a shock that Porsche once again earned highest honours amongst luxury brands in J.D. Power 2021 Customer Service Index (CSI) Study. This is the second time in three years the Stuttgart-based automaker took top spot amongst its premium competitors, and this only a month since winning “most trouble-free new car overall” status for its 911 sports car, in the same third-party analytics firm’s 2021 Vehicle Dependability Study (VDS), the large owners survey resulting in Porsche’s Macan (top photo) achieving the highest podium for its “Premium Compact SUV” category.
“Our dealers worked hard for our customers throughout the initial lockdowns of the past year and subsequent social distancing and health measures to make sure they could rely on Porsche,” stated Kjell Gruner, President and CEO of Porsche Cars North America, Inc. (PCNA). “We are continually striving to not just meet, but exceed the high expectations of our customers – and it’s vital that the quality of service must live up to that vision.”
J.D. Power’s CSI Study measures “customer satisfaction with service for maintenance or repair work among owners and lessees of 1- to 3-year-old vehicles,” states a press release, with its latest data collection period being from July through December of 2020. Over 62,500 new vehicle owners responded to a survey, which allowed for a comprehensive list to pull results from.
Porsche received 17 more points over the 2000 CSI study, by the way, with the latest 2021 results combining for an 899-point total out of 1,000 possible points. The brand’s retail dealerships ranked in either 1st or 2nd place in each of the survey’s five classifications, which included Service Facility, Service Advisor, Service Initiation, Service Quality, and Vehicle Pick-Up.
Following any of the linked models to our Canada Prices pages shows that Porsche is currently offering each model with leasing and financing rates from zero percent, so check out each links to remind yourself what they look like, figure out trim and pricing details, plus configure the one you’re interested in with colours and options. Also, be sure to see how your CarCostCanada membership helps you access dealer invoice pricing that could save you thousands when you’re negotiating your next deal, plus remember to download our free app from the Google Play Store or Apple Store, so you’ll have all of this important info when you need it most.
It might only be April, but 2022 Porsche 911s are already available to configure and order on Porsche’s retail website.
It all started with the recent introduction of the fabulous new 502-horsepower 911 GT3, which starts at $180,300 and will be delivered this fall, while now all 2022 911 body styles and trims are showing on Porsche Canada’s retail website, with pricing for the base model moving up from $113,000 for the current model year to $115,000 for the next model year’s cars.
The $2,000 price hike is reasonable, being that the German luxury brand will add standard comfort and communications features across the entire 911 line, starting with an updated Porsche Communication Management (PCM) touchscreen measuring 10.9 inches across. It features a simplified interface inspired by the one in the new Taycan EV, which integrates entertainment, navigation, comfort and communications systems into one flexible layout that boasts plenty of personalization options.
Additionally, the PCM update includes a trial period extension for the brand’s connected services package, growing to 36 months from just 12. After the three-year initiation period is over, connected services can be had via subscription.
Porsche Connect, that comes as part of the just-noted connected services package, now includes Voice Pilot that responds to natural language prompts available when saying, “Hey Porsche.”
The Navigation Plus system now features real-time traffic information too, plus online map updates and a calendar, as well as Radio Plus.
Slow to the party, the new 911 is the first Porsche to include standard Android Auto, which should be appreciated by the bulk of consumers who use Android-powered smartphones. PCM has long included Apple CarPlay, and will continue to do so via wireless and wired connectivity.
Music lovers can rejoice too, not to mention talk radio fans, because a SiriusXM satellite radio (with 360L) three-month trial subscription is now standard.
What’s more, just as with the Taycan, all 2022 911 models can accept direct integration of Apple Music and Apple Podcasts after purchasing an Apple service subscription.
As for mechanical technologies, dual-clutch PDK transmission-equipped 911 Carrera, Targa, and Turbo models are now upgradable with Remote ParkAssist, which lets the driver remotely move the car in and out of a parking space with their smartphone when standing outside.
Additionally, Remote ParkAssist comes bundled with Active Parking Support, controlled via the new PCM. A 3D Surround View parking camera is now optional too, as is Rear Cross Traffic Alert with Lane Change Assist.
After the $115,000 base 911 Carrera, the identical coupe body style can be further upgraded to the all-wheel drive-equipped Carrera 4 from $123,400, or buyers can opt for a Carrera S at $133,100, or Carrera 4S at $141,500.
The enhanced 911 Carrera Cabriolet begins at $129,600 for 2022, while chopping the roof off with AWD results in a $138,000 Carrera 4 Cabriolet. Additionally, the 2022 Carrera S Cabriolet now starts at $147,700, while the Carrera 4S Cabriolet can be had from $156,100.
If you want the best of both worlds, the 911 Targa 4 is now available from $138,000, while the Targa 4S starts at $156,100. Once again, three 911 Turbo models are available for the coming model year, starting at $198,400 for the Turbo, and then moving up to $213,000 for the Turbo Cabriolet, plus finally $235,600 for the Turbo S and $250,200 for the Turbo S Cabriolet.
Last but hardly least, the model Porsche says is “the most focused and agile ‘992’ generation car yet” is only available in a single trim line, but we’re not complaining, as the new 2022 911 GT3 is reportedly as good as sports cars get for just $180,300. So far, no 911 GT2 model has been announced, so we’ll obviously need to come back to cover all this again when the brand’s (current) ultimate super coupe arrives on the scene.
So far, we haven’t updated our 911 coverage to include a 2022 Porsche 911 Canada Prices page (expect one soon), so for the time being check out our 2021 Porsche 911 Canada Prices page that’s showing a factory leasing and financing rate of zero percent, plus average member savings of $2,800.
Porsche’s Boxster is arguably the most successful new sports car to arrive on the scene in the past 25 years. It debuted in concept form at the 1993 North American International Auto Show to much fanfare, and was followed up in production trim for the 1997 model year. The rest, as they say, is history.
To mark its silver anniversary, Porsche is offering a 718 Boxster 25 Years edition for 2021 in (you guessed it) silver, but the classic colour wasn’t only chosen to represent its quarter century celebration. In fact, the original show car actually wore the same hue, as well as a similar red interior treatment. It should be noted that black and white exterior paint are also available, while gold trim complements the front fascia, side engine vents, and “25” year badge added to the rear bumper next to the usual “Boxster” script.
Such details are similar to the original prototype, with Porsche even painting the alloy wheels in the special gold tone. Sadly, the racing-style aluminum gas cap is hidden from view under a cover, instead of being fully exposed like on the original concept.
At least the new commemorative car’s power-retractable cloth roof is dyed in red like the original show model. Embosses on each front outside section is the “Boxster 25” script that also shows when the top is lowered, at which point its red interior adds to the classic look. The leather seats are red, of course, as are the door panels, with Porsche even going so far as to finish off the cabin with red carpets and floor mats that feature the “Boxster 25” insignia. Additionally, a “Boxster 25” plaque gets added to the instrument panel ahead of the front passenger, featuring 0000/1250 numbering.
Below the classic looking skin is Porsche’s ultra-advanced 718 Boxster GTS 4.0, which means that it’s powered by a 911 GT3-honed naturally-aspirated 4.0-litre six-cylinder capable of 394 horsepower and 309 lb-ft of torque when conjoined to its standard six-speed manual gearbox, or 317 lb-ft of twist when fitted to the optional seven-speed double-clutch PDK.
Sport Chrono Package enhanced, the paddle-shift prompted model can accelerate from zero to 100 km/h in just 4.0 seconds, whereas the manually geared car will need another half-second to complete the task. Similarly, the 718 Boxster manual blasts from zero to 160 km/h in 9.2 seconds, while the optional PDK variant can manage the feat in 8.7 seconds, all before topping out at 293 and 288 km/h respectively.
While the new 718 Boxster 25 Years edition might seem as if it’s too good to be true, there is one negative in that Porsche has limited production to just 1,250 examples. For this reason, you shouldn’t expect to get a discount, if you can find one at all. You may be able to qualify for zero-percent financing, however, which Porsche is currently offering on all models including the 718 Boxster and its 718 Spyder variant. Check out our 2021 Porsche 718 Boxster Canada Prices page for more info, and remember to download the free CarCostCanada app so you can access dealer invoice pricing and all of our other money saving info whenever you need it.
The new 2021 718 Boxster 25 Years is available from $106,500 plus freight and fees, while the base 718 Boxster starts at just $68,800.
Boxster 25 Years: Walkaround (6:29):
Boxster 25 Years: Forever Young (1:37):
The Boxster at 25: An Homage to its Inception (4:59):
The 1960s and early ‘70s was the era of cheap, affordable sports cars, with today’s entry-level offerings few and far between. Fortunately for car enthusiasts, our Japanese friends haven’t given up on the sportiest market yet, with Subaru having finally silenced doomsayers projecting the demise of the BRZ and its Toyota 86 clone, by introducing the fully redesigned second-generation coupe.
Currently, every BRZ/86 competitor is Japanese except for Fiat’s 124 Spider that’s based on Mazda MX-5 underpinnings (powertrain excluded), which is like overhearing Japanese spoken with an Italian accent while eating cannelloni flavoured sushi (hmmm… that might actually be good), and while today’s Nissan 370Z can be bought for a song in its most basic form, chances of a $30k 400Z are unlikely. For those not requiring as much forward thrust in order to have a good time, mind you, the upcoming 2022 BRZ could be the ideal answer.
The completely reengineered Subie will arrive with more power, however, bumping engine performance up from 205 horsepower and 156 lb-ft of torque to 228 horsepower and 184 lb-ft, which is an increase of 23 and 28 respectively. That won’t placate grumblers vying for the WRX STI’s 310-hp mill, or even the regular WRX’ 268 hp, but it’s respectable for this class.
The increased power comes from a new naturally aspirated 2.4-litre horizontally opposed four-cylinder, which is 400 cubic centimetres larger than the outgoing 2.0-litre powerplant. No turbo is attached, but keep in mind this is the same basic engine as used for the mid-size Legacy, Outback and three-row Ascent SUV, which with turbocharger attached makes of 260 horsepower and 277 pound-feet of torque. Therefore, a more potent performance model is once again possible for Subaru or mechanics with tuning chops.
More important than straight-line power in this category is low mass, and to Subaru’s credit only 7.7 kilograms (17 lbs) were added to this larger and more technologically advanced car, the 2022 BRZ weighing in at 1,277 kg (2,815 lbs) in base trim. Exterior measurements increase by 25 mm (1 in) to 4,265 mm (167.9 in) from nose to tail, while the 2,575-mm (101.4-in) wheelbase has only increased by 5 mm (0.2 in).
The change is the result of its Subaru Global Platform-sourced body structure, which makes the new model 50 percent stiffer than the old BRZ. In a press release, Subaru claims that key areas of strengthening included “a reinforced chassis mounting system, sub-frame architecture and other connection points,” while the car’s front lateral bending rigidity is now 60-percent more rigid, saying to “improve turn-in and response.”
Despite all the upgrades, the BRZ’s general suspension layout stays the same, with front struts and a double-wishbone setup in back, but the new model gets updates aplenty nevertheless, and now rolls on standard 17-inch alloy wheels with 18-inch rims optional, wearing 215/45R17 and 215/40R18 rubber respectively.
As was the case with the outgoing BRZ, a short-throw six-speed manual transmission will come standard with the 2022 model, while the same six-speed automatic with steering wheel paddles and downshift rev-matching is part of the 2022 package too. A standard limited-slip differential remains standard issue for the new BRZ too, so hooking up all that power won’t be an issue.
Performance aside, what do you think of the new look? So far, critics have been mostly positive, appreciating the 2022 model’s more aggressive character lines, while the interior has received universal praise. Yes, the current car has aged reasonably well, but it’s been nearly a decade so any modernization would likely be an improvement. Along with a complete instrument panel redesign, a 7.0-inch digital colour display has been integrated within the all-new primary gauge cluster, while over on the centre stack is a new 8.0-inch touchscreen housing Android Auto and Apple CarPlay smartphone integration, plus the usual assortment of entertainment and information functions.
Let’s face it. The current Z car is old. How old? In automotive years, ancient. In fact, it’s oldest design currently being offered in North America. The only older vehicles include a truck and a commercial van, the former being Nissan’s own Frontier and the latter GM’s Chevy/GMC Express/Savana cargo and shuttle vans. This said, there’s new hope on the horizon.
Nissan recently took the wraps off of a new concept car dubbed Z Proto, and while “Proto” obviously stands for prototype, it appears as close to production trim as any fantasy show car the Japanese brand has ever revealed.
It’s sheet metal actually looks picture perfect for a seventh-generation Z, combining many of the original 240’s design cues with some from the much-loved fourth-generation Z32, while its slick looking interior is as dramatically modern as the current model is as awkward and backwards, yet comes infused with plenty of retro touches.
As is almost always the case, new Z will be larger than the outgoing model is this prototype is anything to go by, with the Z Proto measuring about five and a half inches longer from nose to tail. This doesn’t necessarily mean it will weigh more than the 370’s base 3,232 lb (1,466 kg) curb mass, or lose any of the current car’s driving capability, but more likely due to greater use of modern lightweight materials and the inclusion of a smaller 3.0-litre engine block, down 700 cubic centimeters, will actually weigh less.
The new Z will once again share platform architectures with its pricier Infiniti Q60 cousin, which bodes well for its overall structural integrity and build quality. The new prototype now reaches 4,381 mm (172.5 in) from front to back, which is exactly 141 mm (5.6 in) longer than the current 370Z, but take note it’s actually a fraction of a fraction narrower (1 mm) at 1,849 mm (72.8 in), or identical to the Q60’s width, and 10 mm (0.4 in) lower at 1,310 mm (51.6 in).
The current Z uses a lot of aluminum already, so expect the upcoming version to also use the lightweight alloy for its hood, door skins, and rear liftback, while it will without doubt also utilize aluminum suspension components and an aluminum-alloy front subframe, engine cradle, plus forged aluminum control arms (upper and lower in the rear), steering knuckle, radius rod, and wheel carrier assembly, all found on the current car, which is beyond impressive for its $30,498 base price.
As you may have guessed from the engine noted above, the new Z will feature Nissan/Infiniti’s award-winning twin-turbocharged 3.0-litre VR30DDTT V6, which not only improved on performance, but makes a big difference at the pump over today’s 3.7-litre mill. The current Q60 offers both 300 and 400 horsepower versions, the latter causing many in the industry to dub the next-gen sports car 400Z, but this said it would be a shame not to offer a more affordable variant named 300Z, especially considering the model’s much-loved and sought after 1989–2000 second-generation (Z32) 300ZX. This tact would allow the Z car to be sold in a similar fashion to Porsche’s 911, with various stages of tune from the 300 horsepower 300Z, to a 350 hp 350Z, possibly a 370 hp 370Z and top-line 400Z. Who knows? Maybe there’s a market for a lower-powered $30k Z car to compete head-on with the upcoming redesigned 2022 Toyota 86 and Subaru BRZ. That car will be available with a 2.5-litre H-4 making 228 hp and 184 lb-ft of torque, so 240 hp turbo-four under the hood of a Z car would make a nice rival, wouldn’t it? Can’t imagine what they might call it. I think Nissan would have a lot of fun bringing out special editions of that engine with 20 hp bumps in performance. Of course, we’re only speculating, but hopefully Nissan has something like this in mind as it would be marketing genius (if we don’t say so ourselves).
Of course, rear-biased all-wheel drive will be optional if not standard, and a six-speed manual will probably get the cut in the base car, with at least seven forward gears in the optional automatic version.
The Proto’s interior comes fitted with the manual, incidentally, while anyone familiar with any Z car cabin would immediately know that it’s a modernized version of Nissan’s most revered sports car. Along with trademark giveaways like the trio of dials across the centre dash top and the sloping side windows, not to mention the classic Nissan sport steering wheel with its big stylized “Z” on the hub, this prototype pulls from the current 370Z’s parts bin with respect to the ovoid door handles, their integrated air vents, and the side window defog vents on each corner of its dash. These similarities may end up only being found on this prototype, and used for the sake of expediency and cost cutting, but it is possible Nissan will carry some less critical features such as these forward into the new interior design.
Today’s 370Z is actually quite refined inside, at least in upper trims, with plenty of leather-like, padded, soft-touch surfaces with stitching on the dash, centre console sides and doors, all of which appear to be carried forward into the new concept. It’s likely Nissan will likely upgrade some other areas that are now covered in hard composite, the new car probably featuring more pliable synthetics in key areas that might be touched more often.
The so far unmentioned elephant in the room (or cabin) is the impressive array of high-definition electronic interfaces, the primary gauges shown being fully digital and very intriguing, plus the centre stack-mounted infotainment touchscreen display appearing amongst the best Nissan currently has on offer. We can expect all the latest tech such as Apple CarPlay and Android Auto smartphone integration, a large rearview camera with potential an overhead, surround-view option, and this being a performance model, sport features such as a lap timer, g-meter, etcetera.
The centre stack also shows a simple triple-dial automatic HVAC interface that oddly doesn’t include dual-zone functionality, so it’s likely this was merely pulled over from the current car and will be updated in the future production Z.
Seen the new Z yet? The Z Proto (photo below) was introduced just a month ago, and while it might not yet be in full production trim, the car’s amazing attention to detail, particularly inside, makes it look very close to reality. So, where does that leave the current 370Z?
Let’s just call it a modern-day classic to be nice. Today’s Z is in fact the oldest generation of any car currently on the market, having been with us for over 11 years. The only non-commercial vehicle to beat that seasoned tenure is Nissan’s own Frontier pickup truck with 16 years to its credit, while GM’s full-size Chevy Express and GMC Savana commercial cargo/passenger vans are oldest of all, having dawned in 1995 and been refreshed in 2003. While old doesn’t necessarily mean bad, much has been learned in the decades that have passed, and therefore each could certainly be a lot better.
On the positive, this is the Z car’s 50th anniversary, and while I wish I had a special 50th Anniversary model to show you, complete with big, bold, diagonal side stripes, the Nismo is the best of the 2020 370Z crop, so I can hardly complain. To be clear, the anniversary car doesn’t provide the Nismo’s 18 additional horsepower and 6 extra pound-feet of torque, being limited to 332 and 270 respectively, instead of 350 and 276, but you can get it with the available paddle-shift actuated seven-speed automatic, the Nismo only available with a six-speed manual. Then again, it could be considered a moral crime to purchase the most potent version of this car with an autobox anyway.
Under the 370Z’s aluminum hood is a 3.7-litre V6 with a sensational looking red engine cover and an equally exciting reinforced three-point front strut tower brace hovering over top. Nissan should rightly celebrate this potent and dependable six-cylinder mill, and fortunately has provided an engine bay worthy of exposure at weekend parking lot car enthusiast meet-and-greets.
It doesn’t cost a lot to do it right, by the way, the base 370Z coming in at just $30,498, which is a hair over the much less powerful Toyota 86. Rather than get pulled into a comparison, which is oh-so easy with these two, I need to quickly point out that no amount of OEM options or packages can push the little Toyota sport coupe’s price up to my 370Z Nismo’s $48,998 MSRP.
For that money the 2020 Z gets some unique red and black trim accents around the its circumference, plus really attractive 19-inch Nismo Rays forged rims surrounded by a set of 245/40YR19 front and 285/35YR19 rear Dunlop SP Sport MAXX GT600 performance rubber, not to mention a Nismo-tuned suspension featuring increased spring, dampening and stabilizer rates, front and rear performance shocks, a rear underbody V-brace, and the reinforced three-point front strut tower brace noted a moment ago. Oh, and that engine sends its wasted gas through a Nismo-tuned free-flow dual exhaust system with an H-pipe configuration.
As awesome as all that sounds, the 370Z Nismo’s black leather and perforated red Alcantara Recaro sport seats will probably get noticed first, especially because of the racing-style five-point harness slots on their backrests. There’s no shortage of red thread around the cabin either, and special Nismo logos elsewhere, such as the gauge cluster.
Plenty of comfort and convenience features get pulled up from lower trims, too, a few worth mentioning including automatic on/off HID headlights, LED daytime running lights, LED tail lamps, proximity-sensing entry with push-button start and stop, an auto-dimming rear-view mirror that houses a tiny reverse monitor for the backup camera, a HomeLink garage door opener, micro-filtered single-zone automatic climate control, a navigation system with detailed mapping and SiriusXM NavTraffic capability, a great sounding Bose audio system with available satellite radio, a USB charging port, etcetera.
If we put age aside, this 2020 370Z Nismo looks like an excellent value proposition. After all, when compared directly to key rivals from Toyota, the fully-loaded $34,450 86 GT only makes 205 horsepower on its best day, while the 382-horsepower turbocharged BMW 3.0-litre inline-six-powered Supra (I’d love to be living with that car out of warranty, not) will set you back a cool $67,690. Certainly, you can get a BMW-sourced 2.0-litre turbo four in the new Supra instead, but even that 255-hp mill is much pricier than the Z at $56,390.
The top-line Supra can be launched from standstill to 100 km/h in the low to mid four-second range, which is a considerable improvement over the 370Z Nismo’s high four-second to low five-second sprint time. The 86 hits 100 km/h in the mid seven-second range, and tops out at just 226 km/h (140 mph), not that any sane person would ever try that on a Canadian road. Still, bragging rights are bragging rights, allowing owners of straight-six-powered Supras to boast about its 263 km/h (163 mph) terminal velocity, which is plenty of fun until the guy standing in front of his 370Z Nismo at the aforementioned meet-and-greet mentions his comparatively geriatric rival maxes out at 286 km/h (178 mph), a whopping 23 km/h (15 mph) faster.
Of course, it’s not all about straight-line power. Anyone who’s spent time in a fast car knows that braking performance matters a lot more than acceleration, but don’t worry, Nissan has stopping power covered too. Up front, 14- by 1.3-inch vented rotors get the bite from four-piston opposed aluminum calipers, while the 13.8- by 0.8-inch rear discs are bound via two-piston calipers. Zs also receive high-rigidity brake hoses and R35 Special II brake fluid. The brakes are so strong, in fact, that I recommend doing so in a straight line when needing to scrub speed off quickly, because the Z’s 1,581 kilograms (3,486 lbs) of heft has been known to make its rear end a bit squirrely when getting hard on the binders mid-corner. I’ve experienced this myself, one time becoming especially uncomfortable just ahead Laguna Seca’s famed Corkscrew, and you don’t want to enter that one sideways.
Fortunately, getting out of trouble fast is Z car hallmark, the current 370’s double-wishbone front suspension and four-link rear setup being wonderfully balanced most of the time. It gets stiffer roll calibrations and increased damping levels in Nismo trim, plus a 0.6-inch wider track, yet drives quite smoothly nonetheless. All Z’s utilize a carbon-fibre driveshaft to shave off pounds and improve throttle response, plus a viscous limited slip differential for putting power down to the ground via both rear tires.
If you think all of this sounds good, and it should, wait until you’ve downshifted with the Z’s SynchroRev Match equipped six-speed manual that automatically blips the throttle mid-shift to match the upcoming gear ratio. You’ll be sounding like you’re a pro at heel-toe shifting, when you might not even know what I’m talking about. More importantly, SynchroRev Match ideally makes sure that shifts transition smoothly, thus minimizing drivetrain jolt. The shifter feels great too, thanks to a nice and tight, notchy feel and engaging response, while the clutch take-up is smooth yet engaging, and the arrangement of all aluminum pedals is great for the aforementioned heel-toe technique.
As you might expect in a modern sports car, there’s much more aluminum to go around than just the foot pedals, with plenty of bright and brushed metalwork elsewhere in the cabin. Then again, calling the Z a modern sports car is giving it much more respect than it deserves, particularly with respect to the interior’s design and execution. Its red on black colour theme is nice enough, but even this top-tier Nismo variant almost makes the 86 seem fresh.
Don’t get me wrong, because the Alcantara seat and door inserts are pretty plush, as are the same faux-suede armrests and lower centre stack sides, not to mention the nicely padded stitched leatherette dash top and door uppers. More contrast red stitched leather-like material flows around the shifter, and not just the boot. In fact, Nissan dresses up the top surface of the lower console in what comes across like leather, giving it some of the Maxima’s premium flair.
Even the sportiest Maxima SR doesn’t come close to offering seats as completely enveloping as the 370Z Nismo’s, their aggressive side bolstering and shoulder harness holes nodding to the car’s track potential and their maker, Recaro, renowned for producing some of the best performance seats in the business. They’re manually eight-way adjustable to save weight (the passenger gets four adjustments), and while the side dials aren’t as easy to modulate as levers, they’re infinitely adjustable and remain steadfast once set. While this is good, not providing any telescoping reach from the steering column is a massive fail, especially for those of us with longer legs than torso. The result is a need to crank the seatback into an almost 90-degree angle to comfortably and safely grip the steering wheel, which while the ideal position for the track isn’t exactly the most enjoyable on the road.
Now that I’m griping (and you’d expect complaints about an interior that’s into its third decade), the 370Z’s electronic interfaces are downright archaic. I have zero quibbles about the analogue gauge cluster, because I happen to love analogue dials for cars and watches, being a bit of a throwback myself, the car’s trio of ancillary gauges atop the dash one of its most loved design details. I even appreciate the digital clock that harks back to my teenage era, my watch collection including a few these as well, but modern it’s not. The multi-information display left of the tachometer is more of a simple trip computer that’ll have old-school PC users conjuring up memories of pre-Windows MS-DOS video games like Digger and Diamond Caves, not to mention the unusual rows of orange dots above and below for the respective fuel gauge and engine temp. It’s so old that it’s almost cool… almost.
In comparison the Z’s main infotainment touchscreen is mind-blowingly advanced, but of course it’s rather dated compared to most anything else currently on the market. Navigation, Bluetooth phone connectivity, and other function are included, but its graphics are yesteryear, processing speed lethargic, and display resolution quality only slightly more up-to-date than the car itself. It all works well enough, nonetheless, so if you can live with merely adequate electronics, or don’t mind swapping them out for an aftermarket alternative, they’ll do fine.
Of course, this being a two-seat sports coupe, the 370Z isn’t big on cargo capacity either. You can stuff enough bags for a weekend getaway for sure, but the 195 litres (6.9 cu ft) on hand won’t allow for much more. Again, compromises are always required when opting for such a track-ready sports car, so consider this a simple reminder.
In summary, you can get into a new 2020 370Z for less than $30,000, and while not as fancy or powerful as this Nismo variant, it comes reasonably close and you won’t lose as much when driving off the lot. Either way you’ll get a fantastic performance car with a reasonably refined interior, just not a very modern one. If you’re fine with that, it’s hard to beat the base 370Z’s starting price.
We’ve all been waiting for it. Now Porsche’s 911 Turbo has been officially unveiled and is available to order as a 2021 model, with deliveries expected later this year.
The 2021 911 Turbo fills one of two holes in Porsche’s lineup between the 911 Carrera S and 911 Turbo S, with the newest generation 911 GTS, which will slot in just below the Turbo, still awaiting official announcement.
Last April the 911 Turbo S was announced first, and considering the output of its 3.8-litre horizontally opposed engine is a staggering 640 horsepower it might at first seem as if the advent of the new Turbo becomes less eventful. Still, the non-S variant’s near identical flat-six has the highest output of any Turbo in history at 572 horsepower, and being that many more Porschephiles will purchase the much more affordable version it remains the more significant new model launch.
Of note, the new 911 Turbo makes 32 more horsepower than its 2019 predecessor, not to mention 30 lb-ft of extra torque for a total of 553 lb-ft. That allows it to blast past 100 km/h in just 2.8 seconds with the optional Sport Chrono Package added onto its slightly lighter Coupe body style, or 2.9 seconds from zero to hero in the Cabriolet. Both times are 0.2 seconds quicker than the 2019 911 Turbo Coupe and 911 Turbo Cabriolet, incidentally, which is a major leap forward on paper, at least (it’s more difficult to feel by the seat of the pants).
All of its performance gains can be attributed in part to new symmetrical VTG (variable turbine geometry) turbochargers that incorporate electrically controlled bypass valves, a reworked charge air cooling system, plus piezo fuel injectors. These improvements result in quicker throttle response, a freer rev range, stronger torque delivery, and improved performance all-round.
The new 2021 911 Turbo sports the identical standard eight-speed dual-clutch PDK automatic transmission as the 911 Turbo S, by the way, while both models also include standard Porsche Traction Management (PTM) all-wheel drive. With the 911 Turbo, a car that can attain track speeds up to 320 km/h (198 mph), such control is needed.
What’s more, the new 2021 911 Turbo boasts the same buffed up exterior contours as the Turbo S, including 46 mm (1.8 in) of extra width than the Carrera between the front fenders and 20 mm (0.8 in) more between the fenders at back. This provides more room for bigger performance rubber measuring 10 mm (0.4 in) more front to rear.
Similarly, the front brake discs are 28 mm (1.1 in) wider than those on the previous 911 Turbo, while those opting for the upcoming 2021 Turbo can also purchase the same 10-piston caliper-infused ceramic brakes made optional with the new Turbo S. Additional extras include the aforementioned Sport Chrono Package, a Sport suspension upgrade, Porsche Active Suspension Management, and a rear-wheel steering system.
As you might have expected, Porsche has modified the new 911 Turbo’s cabin with all of the same updates as found in the regular Carrera models, plus some of the features found in the new Turbo S. Standard 14-way powered Sport seats will no doubt provide as much comfort as support, while a standard Bose audio system will keep those not solely enamoured with the sound of the powertrain entertained. Also available, a Lightweight package deletes the rear jump seats (that are only useful if you have small kids or grandkids), and exchanges the standard 14-way front Sport seats for a special set of lightweight performance buckets, while also removing some sound deadening material (that make the engine and exhaust sound better), resulting in 30 kg (66 lbs) of weight savings.
A 911 Turbo Sport package is also on the menu, including some SportDesign upgrades like black and carbon-fibre exterior trim plus clear tail lamps, while a unique sounding Sport exhaust system is also available. Additionally, the options list includes lane keep assist, dynamic cruise control, night vision assist, an overhead parking camera with a 360-degree bird’s-eye view, a Burmester audio system upgrade, etcetera.
The all-new 2021 Turbo Coupe is now available to order from your local Porsche retailer for $194,400, while the new 2021 Turbo Cabriolet is available from $209,000, plus fees and freight charges.
Before making that call, mind you, you should check out our 2021 Porsche 911 Canada Prices page as there are factory leasing and financing rates from zero percent that you’ll want to get more info on. Also, take note of any rebates that only CarCostCanada members will find out about, while CarCostCanada members also have access to dealer invoice pricing that could save you even more. See how the CarCostCanada system works now, and remember to download our free CarCostCanada app onto your smartphone or tablet from the Google Android Store or Apple Store, so you can get access to all the most important car shopping info wherever you are.
The all-new 911 (992) Coupe and Cabriolet have been with us for much of the year now, with various trims including the Carrera, Carrera S, Carrera 4, Carrera 4S and Turbo S trickling out of Porsche’s Baden-Württemberg, Stuttgart assembly plant since inception, and now that the redesigned Targa is here the 911 family is complete.
OK, GTS models have yet to arrive, but at least all 911 body styles are accounted for, until the automaker makes a Speedster variant that is. The Targa first arrived at the 1965 Frankfurt Motor Show before showing up in production trim for the 1967 model year, this first convertible 911 designed with a roll hoop behind driver and passenger to meet expected U.S. safety regulations that never materialized.
Along with the stainless steel covered roll bar, the first Targa featured a removable rear window made from plastic, this replaced with fixed rear glass window the following year, while the Targa’s roof design has been modified dramatically over the years. While the roll hoop sometimes came in black instead of silver, the first model had a removable roof panel ahead of the 1996–1998 993 model that came out with a power-sliding glass roof that automatically stowed below the rear window. The update, which carried over to the 2006–2012 997, completely overhauled the Targa’s look with sweptback C pillars and sharply angled rear quarter windows.
The 2016–2019 991.2 Targa said goodbye to the big powered sunroof and hello to a power-retractable hardtop-style roof mechanism that hoisted the entire rear deck lid ahead of storing the roof panel underneath. This new roof design allowed Porsche to return to the original silver roll hoop styling too, and thankfully this more technical approach continues forward into the new 2021 911 Targa. While the roof mechanism is a highly sophisticated bit of kit, it only takes 19 seconds to lower or raise, so therefore it can easily be done while waiting at a stoplight.
Everything under the new Targa’s beltline is mostly the latest 992-generation Carrera Coupe/Convertible design, which means that the new hood and lower front fascia eliminate the outgoing 911’s body-colour ovoid shapes and add straighter, more horizontal lines, highlighted by a big, black rectangular front vent that first catches the eye. This gives the new model a wider, more aggressive stance, whereas the sharply angled hood features classic tapered creases at each side of its indented centre, much like the original 911’s hood, but without the vented end. Porsche’s ovoid multi-element four-point LED headlight clusters are almost identical to the outgoing car, which will a positive to anyone still fearing the days of the much-lambasted 996.
The three vertical indentations on the new Targa’s B pillars, and the classic scripted “targa” nameplate and silver colour treatment, help 991 and 992 model profiles initially look the same. Inspecting the new car’s design more closely, however, in fact reveals front and rear fascias wrapping farther around the side bodywork, plus fractionally more upright headlights, tail lamps that extend forward much like the rear bumper vents, reworked front side marker lights, new flat-bezeled wheel cutouts, an updated set of mirror housings, special flush-mounted exterior door handles that extend outward when touched (replacing the outgoing model’s more traditionally rounded door pulls), and a smoother rear deck lid, all resulting a fresh new take on the classic 911 Targa’s design.
Those tail lamps come into clearer view when seen from behind, with the new model expanding on the outgoing 991’s slim, dagger-like LED-enhanced lenses and even narrower body-wide light strip by reach farther outward to each side, plus grafting on some 718-like 3D-like graphics at the centre lighting position, these sitting over seemingly open vent slats underneath, while carving out even an more linear design for the outer taillights.
Just like the new Carrera, the updated Targa’s diffuser-enhanced lower rear bumper is larger, blacker, and beefier looking than previously, while it also feeds the engine’s exhaust pipes from within instead of forcing them to exit below. Additionally, hidden under the new 911’s flowing rear deck lid and just over the aforementioned light strip, which sits below a row of gloss-black engine vent strakes, is a wider and larger active spoiler boasting multiple positions depending on variable levels of rear downforce.
The new 911 Targa’s bumpers aside, all body panels are now formed out of lightweight aluminum, whereas the front fenders and underlying body structure were lightened substantially, the latter more than halving its steel content from 63 to 30 percent. The 70 percent left over is now wholly constructed from aluminum, all of which helps to improve structural rigidity, handling, and fuel-efficiency.
New standard Targa 4 wheels measure 19 inches up front and 20 inches at the rear, with the former shod in 235/40 ZR-rated performance rubber and the latter wearing a wider set of 295/35 ZRs, whereas the Targa 4S gets a staggered set of 20- and 21-inch alloy wheels wrapped in 245/35 ZR and 305/30 ZR tires respectively.
As with the new Carreras and Turbos that arrived before, the latest Targa comes with an interior that was inspired by 911 models from the 1960s, 1970s, 1980s and even the 1990s, especially regarding the wide, horizontal dash layout to the right of the traditional arcing instrument hood. The former even incorporates a narrow shelf that mimics the lower edge of the original model’s dashboard, but that’s about it when it comes to mirroring Porsche’s past 911 cabins.
The new Targa’s electronic interfaces immediately set it apart as a state-of-the-art machine, its instrument cluster mostly digital other than housing an analogue tachometer at centre. With the ignition on the new 911 Targa follows Porsche tradition thanks to a five-dial layout, although the left TFT/LCD display incorporates a conventional-style speedometer in default mode, or alternatively the car’s new advanced driver assistance systems that include adaptive cruise control, blind spot warning, lane keeping assist, etcetera, whereas the right-side screen features a multi-information display with route guidance, audio, trip, cruise control info and more.
The just-noted horizontal dash design incorporates a big 10.9-inch high-definition Porsche Communication Management (PCM) infotainment touchscreen, which is 3.9 inch larger than the previously car’s centre display. It boasts much greater depth of colour too, plus new graphics, better performance, and additional features from fewer analogue switches.
As with the previous 911 Targa, the new 2021 version will initially ship in 4 and 4S trims, while a Targa 4 GTS will arrive later. The base Targa 4 includes Porsche’s 3.0-litre twin-turbocharged, horizontally opposed six-cylinder engine that’s good for 379 horsepower and 332 lb-ft of torque. It comes mated to a standard eight-speed PDK automated transmission with steering wheel paddles (the new autobox gets one more forward gear compared to the outgoing Targa’s seven-speed PDK), which results in a scant 4.4-second sprint from zero to 100 km/h in base trim or 4.2 seconds from standstill to 100 km/h with its Sport Chrono Package upgrade.
Porsche makes a seven-speed manual transmission available when opting for the Sport Chrono Package in the new 911 Targa 4S, which when combined with this model’s more potent 443 horsepower 3.0-litre six putting out 390 lb-ft of torque only matches the less powerful Targa 4’s 4.4-second sprint to 100 km/h, this because of the base Targa’s more efficient standard PDK gearbox. This said, when the more formidable engine is synched up to the dual-clutch automated PDK it can manage a much more entertaining 3.8-second zero to 100 km/h sprint in its base trim or 3.6 seconds to the same mark with the Sport Chrono Package.
As with the new all-wheel drive Carrera 4 and 4S that launched earlier, both Targa 4 and 4S models use a unique water-cooled front differential that features reinforced clutches to increase load capacities and overall durability. When combined with standard Porsche Traction Management (PTM), the new front axle drive system improves the two Targa models’ traction in slippery situations, while also enhancing performance in dry conditions.
What’s more, all 2021 911 Targa owners will benefit from Porsche’s new standard Wet mode that gets added to the revised steering wheel-mounted drive mode selector. The new technology automatically maintains better control over wet or snow-covered road surfaces when engaged.
Each new 911 also receives standard autonomous emergency braking with moving object detection, plus a standard high-definition backup camera and rear parking sonar improve safety further.
Also standard, Porsche Active Suspension Management (PASM) features electronically variable dampers with both Normal and Sport settings, while Porsche Torque Vectoring Plus (PTV Plus), standard with the Targa 4S, is optional with the base Targa 4, and includes an electronic rear differential lock with fully variable torque distribution.
Of note, the base Targa 4’s standard brake rotors are 330 millimetres in diameter both front and rear, while featuring black-painted monobloc fixed calipers with four pistons at the front. The Targa 4S, on the other hand, gets a set of 350-mm calipers bright red painted exteriors that feature six pistons up front. The Porsche Ceramic Composite Brake (PCCB) system is also available, as are staggered front/rear 20/21-inch alloy rims.
The new 2021 Porsche Targa 4 is available from $136,000 (plus freight and fees), whereas the 2021 Targa 4 S starts at $154,100. To find out more about all the 2020 Carreras and 2021 Turbo models, see our 2020 Porsche 911 Canada Prices page and 2021 Porsche 911 Canada Prices page (the 911 Targa and 2021 Carrera models will be added when Canadian-spec info is available). Here you can configure each model and trim plus add available options, research valuable rebate info, find out about manufacturer financing and leasing rates (which currently can be had from zero percent), and also access dealer invoice pricing that could easily save you thousands.
Also, be sure to browse through our complete photo gallery above, while the following four videos (Dreamcatcher is filmed in Vancouver) show the power-operated roof in its fully automated glory:
The new Porsche 911 Targa (1:07):
The new Porsche 911 Targa – Dreamcatcher (1:21):
Virtual world premiere: The new Porsche 911 Targa (3:53):
The 911 Targa – the timeline of a Porsche legend (2:15):
Despite the Geneva Motor Show getting cancelled due to the outbreak of COVID-19, automakers are making their major reveals online, so therefore Porsche has anted up with the most exciting variation on entirely new 992 theme yet.
The new 911 Turbo S was just introduced via the internet with a surprising 61-horsepower increase over its much-revered 580-hp predecessor, which means that it now produces a shocking 641-horsepower from an identically sized 3.8-litre six-cylinder enhanced by two VTG (variable turbine geometry) turbos. The horizontally opposed engine also develops another 37 lb-ft of torque for a grand total of 590, so be happy that it comes standard with Porsche Traction Management (PTM) all-wheel drive, which incidentally has the ability to transfer up to 369 pound-feet of twist to the front wheels when necessary.
The Turbo S’ 3.8-litre turbocharged six-cylinder mill, which is based on the latest 911 Carrera engine, has been totally redesigned. The update includes a new charge air-cooling system as well as new, bigger VTG turbochargers laid out in a symmetrical design that features electrically adjustable waste-gate flaps, while piezo injectors significantly improve “responsiveness, power, torque, emissions, and revving ability,” said Porsche in a press release.
An upgraded “Turbo-specific” eight-speed dual-clutch PDK automated transmission comes standard, which allows for a blisteringly fast sprint from zero to 100 km/h of only 2.7 seconds, which shaves 0.2 seconds from its predecessor’s zero-to-100 time, while naught to 200 km/h rips past in just 8.9 seconds, this new model a full second quicker than the old Turbo S.
Possibly even more impressive, the new 911 Turbo S is a tenth of a second quicker from zero to 100 km/h than the outgoing GT2 RS, that model a 700-horsepower racetrack dominator. Take note, 911 Turbo S Cabriolet buyers will lose a tenth of a second in the opposite direction, but this still makes the convertible as fast as a GT2 RS, so it certainly won’t cause its owner embarrassment. Without doubt the drop-top will be ideal for hearing the new sport exhaust system too, which incorporates adjustable flaps that promise the kind of distinctive soundtrack only a Porsche flat-six can provide.
An Imperial performance spec worth noting is the Turbo S’ 10.5-second drag strip dash down the quarter mile, which is impressive to say the least, while owners fortunate enough to drive their cars on Europe’s speed limitless Autobahns will feasibly be able to max out at 330 km/h (205 mph) in either Coupe or Cabriolet body style, albeit with the cloth top upright in the latter model.
Keeping such speeds in check are standard carbon-ceramic brakes featuring 10-piston front calipers, while control is further improved upon with a larger rear wing that, together with the pneumatically extendable front spoiler, provides 15 percent greater downforce than the outgoing Turbo S.
The new Turbo S is also wider than the outgoing model by 45 mm above the front axle, measuring 1,840 mm across, and 20 mm over the rear axle, which spans 1,900 mm across. This should improve stability, while Porsche has also modified its active suspension management system’s (PASM) software and hardware setup, dropping it down by 10 mm (0.4 in) plus providing “faster and more precisely controlled dampers” to improve “roll stability, road holding, steering behaviour and cornering speeds.”
The various functional vents added to the Turbo S’ front grille, rear fenders and back bumper are more about engine and brake cooling, mind you, not to mention styling aggression, while the rear design is enhanced further with a pair of uniquely rectangular exhaust tips that stick outward from the black centre diffuser, while the Turbo S is made to look even better thanks to a set of staggered 20-inch front and 21-inch rear lightweight alloy rims encircled by 255/35 and 315/30 Pirelli performance rubber respectively.
The new Turbo S’ cabin is as comfortable as any other 911 and even more premium due to a full leather interior with carbon trim and Light Silver details, as well as a GT sport steering wheel, a big 10.9-inch centre touchscreen, a new Porsche Track Precision app within that centre display that comes as part of the Sport Chrono package, Bose surround-sound audio, and 18-way power-adjustable sport seats.
You’ll be able to order an all-new 2021 911 Turbo S next month, with deliveries starting later this year. Pricing will start at $231,700 plus freight and fees for the Coupe and $246,300 for the Cabriolet.
And now, for your viewing pleasure, enjoy the following Porsche supplied videos:
The new Porsche 911 Turbo S: The peak of driving emotion (2:28):
The all new Porsche 911 Turbo S. Relentless. (1:02):
Livestream: new Porsche 911 Turbo S Premiere (14:56):