2024 Porsche 718 Boxster RS

For over half a decade, Dan Heyman has written professionally about cars and car culture, specializing in luxury/performance vehicles, 4 x 4s and pickup trucks, with a micro city car or two thrown in for good measure. If he's not striking a spacebar, he's likely out photographing cars on the twists and turns of the Coast Mountain roads outside his hometown of Vancouver, BC, or cutting a line on a racetrack.

The Porsche 718 Boxster Spyder RS is the latest – and the last – version of Porsche’s mid-engine sports car before going fully electric for the next generation. What we have here is a curtain call, and what a curtain call it is.

In simple terms, the Spyder RS – that’s Spyder with a “y”, because that’s how the Germans do it—is the drop-top version of the <a href="https://www.wheels.ca/reviews/can-you-daily-drive-a-2022-porsche-718-cayman-gt4-rs">Cayman GT4 RS</a>, but it’s a little more complicated than that.

“A roadster has to have maximum lightness, maximum power, purity, and speed,” said Andreas Preuninger, head of Porsche GT vehicles.

Basically, the GT4 is a track car and Preuninger vehemently states that the Spyder RS is not. “It was not developed to be quick on the track,” he said. “We set the car up to use it on the road.” Never mind the fact it has a racecar engine and the last time we saw the words “RS” and “Spyder” on a Porsche, it was attached to a Le Mans class-winning racer.

<img class="aligncenter size-full wp-image-177303" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9622.jpg" alt="2024 Porsche 718 Boxster Spyder RS" width="2000" height="1333" />

With all that in mind, Porsche has softened the Spyder’s springs a little and modified the electronic power steering.

Don’t think that means anyone should be levelling the “grand touring” title at this particular Boxster, however. The dampers are firm and there are ultra-sticky Michelin Pilot Sport Cup 2 tires and ultra-aggressive sports seats (softer items are a no-charge option), and that’s before we even get to the powertrain, which is absolutely ballistic. As in: revving to 9,000 RPM ballistic. If that sounds race car-like, that’s because it uses the same 4.0-litre naturally-aspirated flat-6 used by the Porsche 911 GT3 Cup Car.

In this form, it makes 493 horsepower and 332 pound-feet of torque, sent to the rear wheels – obviously – via a 7-speed PDK dual-clutch automatic transmission with a paddle-activated manual mode. That’s the only transmission choice; Porsche doesn’t make a manual gearbox that can handle the torque of that high-revving engine in a mid-engine configuration. It’s just the way the cookie crumbles, but it doesn’t take long behind the wheel of the Spyder RS to forget the cookie completely.

<img class="aligncenter size-full wp-image-177301" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9602.jpg" alt="2024 Porsche 718 Boxster Spyder RS" width="2000" height="1333" />

Actually, just looking at it makes you forget the cookie completely. The double-bubble rear canopy and roll hoops should be the most eye-catching features, but then you see the wheels and the aero fins ahead of those, as well as the extended ducktail rear spoiler. There’s too much to look at to name one single highlight. Even the front splitter – which has been reduced over that of the GT4 – still looks the business. The RS Spyder is hunkered down and purposeful and it very well may be the best-looking car you can get on the market today, anywhere.

The Weissach package costs an additional $14,350 (one of the only major options, along with ceramic brakes) and for that, you get carbon fibre wing mirrors, air intake blades and seatbacks, a partially exposed carbon fibre hood, and the option to select lightweight wheels and exhaust tips from the 911 GT2 RS-based 935 track special. Most of that makes for some good additions, but the exposed carbon fibre hood is a little much for my taste, looking a little too aftermarket considering the rest of the styling package. Not to mention that even without all that, the Spyder RS weighs in at just 1,410 kg, which is 40 kg less than a PDK-equipped Spyder and less even than the GT4. You can thank the aforementioned body panels for that, as well as other weight-saving measures such as nylon door pulls and a single-layer soft top.

<img class="aligncenter size-full wp-image-177288" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9529-1.jpg" alt="2024 Porsche 718 Boxster Spyder RS" width="2000" height="1333" />

Let's just get this out of the way now: the soft top is a pain to install. It takes in and around 10 separate steps to deploy or stow, and comes in two pieces: the “hood” (read: roof) and the rear wind protector. You can leave the latter off, however, and get similar protection from the elements but still; it is quite the task and Porsche knows this, which is why they went so far as to suggest how much more weight you’d be saving – about 10 kilos – if you just left it behind. It’s called “Spyder”, after all, and should be driven as such. Who says the Germans don’t have a sense of humour?

Speaking of the Germans; they may be best known for their de-restricted autobahnen, but to forget that there’s a dizzying network of fantastic b-roads winding their way through the country that, as a driver, should not be missed. We spent our time in the Swabian Alps region outside of the Porsche mothership in Stuttgart, and to experience a car like this on roads like these is to experience a driving revelation that tattoos itself on one’s memory.

The roads wind their way around switchbacks, through valleys, and through towns along glassy-surfaced roads that are technically two lanes, but you wouldn’t know it because there’s no centre line.

<img class="aligncenter size-full wp-image-177299" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9569.jpg" alt="2024 Porsche 718 Boxster Spyder RS" width="2000" height="1333" />

<img class="aligncenter wp-image-177300 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9596.jpg" alt="2024 Porsche 718 Boxster Spyder RS" width="2000" height="1333" />

Indeed, the Spyder RS was born for roads like these. The chassis is so perfectly balanced and the steering so direct, corners can be entered with a furiousness few cars can match and then exited quickly thanks to the zero-inertia power delivery of the flat-6. “Addictive” doesn’t even begin to describe it; “ethereal” is probably more apt.

You knew the handing was going to be top drawer, though. The lightweighting, the sticky tires, the adaptive suspension all point to that. Which is why the most surprising part of the drive was actually its performance on straights. The PDK is whip-snap quick and the motor revs so freely that the noise – you haven’t lived until you’ve revved an open-top sports car to 9,000 ear-splitting RPM—coupled with the wind in your hair and the blurring of the scenery makes that aspect of the drive nearly as surreal as the handling, if not more so.

Which, in the end, means that the whole experience is surreal. Cars like this are one in a million, really, and they should be celebrated because they are the pinnacles of automotive engineering and design. The numbers are spectacular, but to focus too heavily there and to use your mind’s bandwidth for that would be to miss the very essence of what they represent: that thrill of tackling an open road in a car destined for greatness.

Greatness does come at a cost, of course; it’s $188,800 to start, or a clear 78 grand over a GTS 4.0, which can be had with a manual. But this is the last gas-powered 718, and to get a chance to own one is worth its weight in gold.
<h3>2024 Porsche 718 Boxster Spyder RS</h3>
BODY STYLE: Two-door performance convertible

DRIVE METHOD: mid-engine/rear-wheel drive
ENGINE: 4.0-litre flat six-cylinder, 493 hp, 332 lb-ft of torque

FUEL ECONOMY CITY/HIGHWAY/COMBINED: N/A
TRANSMISSION: 7-speed dual-clutch automatic

Cargo Room: 125 litres (front), 120 L (rear)

Base MSRP: $188,800

WEBSITE: <a href="https://www.porsche.com/canada/en/models/718/718-spyder-rs/">Porsche 718 Boxster Spyder RS</a>

&nbsp;

2024 Porsche 718 Boxster Spyder RS First Drive Review

news 8-7 (7)

Evan is an East Coast based automotive journalist and a Certified Engineering Technologist. He is an avid autocrosser, hack mechanic, and a member of AJAC. If you don't find him driving or writing about cars, you'll probably find him in the garage breaking one.

New Hyundai Kona priced

Hyundai has priced the new for 2024 Kona crossover, and the price matches the changes to the new model: both are now larger, with the '24 Kona starting from $25,999 or $3,350 more than last year. With more width and a 60 mm longer wheelbase, there is at least more interior space to help justify the price. The Kona will also offer tech that's new to the brand like a digital key and OTA updates. The engines remain the same, a 147 hp 2.0L four and a 190 hp 1.6L turbo-four. The Kona Electric will come later. A Preferred trim starts from $28,499, with N Line AWD at $35,499 and an N Line AWD Ultimate at $38,499. They'll be at dealers later this summer.

Lexus RX PHEV

<img class="aligncenter size-full wp-image-177281" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/news-8-7-6-scaled.jpg" alt="Lexus RX PHEV" width="2560" height="1612" />

Lexus has just launched the first plug-in RX. The 2024 Lexus RX 450h+ offers 60 km of electric range and 2.8 Le/100 km thanks to its twin-motor AWD driveline and 2.5L four-cylinder. The 2024 RX 450h+ starts at $86,950 in Canada and comes only in top-spec Executive grade. The trim includes semi-aniline leather, a 14-inch display, Lexus Safety System+ 3.0, a 21-speaker Mark Levinson audio system, and just about everything Lexus can throw at an RX. The 2024 RX is at dealers now.

Electric Blazer

<img class="aligncenter size-full wp-image-177276" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/news-8-7-1-scaled.jpg" alt="Chevrolet Blazer EV" width="2560" height="1646" />

Chevrolet's 2024 Blazer EV will hit dealers next month and it will have a starting price of just under $60k, but not at the same time. Well, it's $63,298, but that includes freight, dealer fees, and AC tax, which is effectively under $60k. Chevy didn't detail the freight and fees, but it did say that the Blazer EV will qualify for federal and provincial EV incentives. That price gets you a 2LT trim with AWD, heated front seats and steering wheel, wireless charging, and adaptive cruise control. RS AWD models are the ones that will hit dealers first, for $73,298 with fees, and it also qualifies for incentives. 2LT models arrive in the fall and the range for the pair is expected to be 449 km on a full charge. A rear-drive RS is also expected in the fall with the same price as the AWD version but with 515 km of range. The sporty SS follows in the spring of 2024 and the 471 km range 2LT FWD trim is also coming sometime next year.

Nismo Z launches with more power, performance

<img class="aligncenter size-full wp-image-177280" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/news-8-7-5-scaled.jpg" alt="2024 Nissan Z NISMO" width="2560" height="1707" />

Nissan has launched the 2024 Z Nismo, a track-oriented version of the sports coupe. The Nissan Z Nismo's 3.0L twin-turbo V6 gets an extra 20 hp and 34 lb-ft for 420 and 384 respectively thanks to tuning by the Nismo performance arm of the automaker. The car will also get larger brakes front and rear and enhanced cooling for track use. It will also be offered only with a nine-speed automatic. Nissan says it has enhanced the box to cut shift times in half, and with the new Sport+ drive mode, it is quicker on a track than the stick. Nismo has stiffened the chassis and added aero tweaks like the extended front fascia, and fitted wider tires. Expect pricing and availability this fall.

Lightweight 911 S/T celebrates 60 years of iconic sports car

<img class="aligncenter size-full wp-image-177279" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/news-8-7-4-scaled.jpg" alt="Porsche 911 S/T" width="2560" height="1440" />

Porsche is marking 60 years of 911 with the 911 S/T. It's a new variant of the 911 that pairs the 518 hp 4.0L flat-six from the GT3 with a short-ratio six-speed stick and not much else. There are no fancy aero aids here, and Porsche even dropped the rear-axle steering to keep weight to just 1,380 kg (with help from carbon fenders, doors, roof, and more), and the car is tuned for performance road driving and not the track. The 911 S/T is the lightest car of the current 911 generation, 40 kg lighter than the 911 GT3 Touring. Only 1,963 versions of the car will be sold worldwide, and for the $343,900 Canadian sticker price you'll also get a special watch from Porsche Design.

40th Anniversary Jetta GLI

<img class="aligncenter size-full wp-image-177277" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/news-8-7-2-scaled.jpg" alt="VW Jetta GLI 40th" width="2560" height="1694" />

Volkswagen is celebrating 40 years of the Jetta GLI with a 40th Anniversary package for 2024. The 228 hp 2.0L four isn't changed, and it will offer a seven-speed dual-clutch or a six-speed stick. So what's different? A new seat upholstery created just for GLI 40 that VW says will be slightly different in each car. There will be GLI 40 badges, special wheels, and a black finish for the grille and some other bits. The cars start from $31,395 and will hit dealers later this summer.

2024 Mazda CX-5 updated

<img class="aligncenter size-full wp-image-177278" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/news-8-7-3-scaled.jpg" alt="2024 Mazda CX-5" width="2560" height="1708" />

Mazda has announced the 2024 CX-5 crossover will get slightly better fuel economy along with a slightly higher price. The GX trim starts from $32,250 with GS at $36,100, Kuro at $39,700, GT at $41,050, and Signature for $44,950. The new Suna Edition with terracotta accents is $44,200. The 2.5L NA models get auto start-stop and fuel economy improves slightly to 9.1 L/100 km city, 7.7 highway, while the 2.5T models are unchanged. AWD is standard across the CX-5 lineup.

News Roundup: 2024 Hyundai Kona and Lexus RX Plug-in, Plus Blazer EV and Lots More

2023 Alfa Romeo Stelvio

Chris D’Alessandro is a writer living in downtown Toronto. Growing up in a family of used car dealers and mechanics, he’s been immersed in car culture his entire life. A frequent contributor to VICE Canada, Chris’ screenwriting work has also won a Canadian Comedy Award. So, “hipster, wise-ass, gearhead” pretty much covers it. Follow Chris on Twitter @chrisdaless and Instagram @chrdalessandro

I live in the heart of downtown Toronto. But I love driving cars. Oxymoron.

The city hates cars. The streets belong to pedestrians, bicycles, and the TTC. The roads themselves are so filled with potholes, and so warped from the constant change in temperatures, driving down John St. feels like being on one of those sketchy carnival rides from when you were a kid — the one where, legend has it, a kid lost an arm a few years back.

One-way streets, gridlocked traffic, ever-present construction zones, and jaywalkers — Toronto is car hell.

I own a car just to be able to get out of the city. When I do road tests of new vehicles, I generally find any excuse I can to escape the shadow of the CN Tower and put the machine in an environment more conducive to a fair review.

Still, I inescapably have to spend time driving in the city — navigating the treacherous, poorly planned streets and storing vehicles in tightly wound, equally as poorly planned parking garages.

Maybe it’s because driving in the city is such a pain in the ass that car manufacturers incessantly continue to market “city cars” as a solution. Car commercials still only come in two basic flavors. Either a) “You’ll be so tough and rugged driving off-road and/or camping.” Or b) “Get ready for an exciting night out in the city (as the designated driver?) with all your friends and inexplicably empty streets.”

Both are fantasies. But what cars will actually open up the city to you? Could the tough and rugged ones actually be a better fit? And more importantly, which cars will make navigating metropolitan cities like Toronto a grueling slog?

Well, I’ve driven every type of commuter vehicle you can think of in the city and I’ve concluded there is actually both a best and worst option for “city car”.
<h3>The Worst: Two-Door Sports Coupe</h3>
<img class="aligncenter size-full wp-image-176902" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/2023_Supra_30_Premium_MT_StratoshpreBlue003-1500x1000-1.jpg" alt="Toyota Supra" width="1500" height="1000" />

I love two-door sports coupes. <a href="https://www.wheels.ca/features/buying-my-teenage-dream-car-was-the-absolute-best-worst-life-decision">I own one</a>. They are my favorite cars to drive.

But I have to admit that, all things considered, they are the absolute worst cars to own and drive in the city.

You’re low to the ground and the suspension is stiff. So the roads are punishing. You simply can’t avoid every imperfection and so every five seconds you’re forced to consider the possibility that your car has just split in half.

Sports cars (the good ones, anyway) also chew gas, have clutch pedals and terrible blind spots. So traffic is annoying at best and generally nerve-wracking at worst when trying to keep an eye out for pedestrians and especially cyclists — ever hovering exactly where you can’t see them and darting in front of you when you least expect.

But perhaps worst of all is that you can’t take advantage of any of a sports car’s strengths. All that power, acceleration, and handling capability — it does you no good. When you’re downtown, you’re only as fast as every other car on the road.
<h3>Bad: Full-Size Pickup or SUV</h3>
<img class="aligncenter size-full wp-image-176900" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/2021-Ram-Heavy-Duty-scaled.jpeg" alt="Ram 3500" width="2560" height="1707" />

Before you come at me with your pitchforks and tiki torches, I will say that there are actually a number of advantages to driving a full-size truck in the city.

You’re up high, so you can see all those pesky pedestrians and cyclists. You can also clear those potholes with ease. Big tires mean you never curb your rims. There’s also perhaps no better vehicle in the world to be stuck in traffic than a <a href="https://www.wheels.ca/reviews/2022-ram-1500-sport-night-g-t-review">RAM 1500</a> Big Horn. You might as well be lounging in a Texas ranch house.

But, the obvious issue, the size, is an ever-present obstacle. It’s hard to weave through traffic. It’s hard to find street parking, but underground parking is even worse. You have to hold your breath like you were passing by a graveyard as you pray you’re just an inch short of the height of the entrance to a parking garage. It looks like you’re going to hit the ceiling every time.

Also, you’re statistically a greater danger to pedestrians or cyclists. And because the city is a big swirling stew of human chaos, accidents will happen. You can’t always control that.

I know somebody is reading this right now, getting ready to furiously type a comment about how they drive a pickup in the city and they get along just fine and they eat 50 raw eggs a day and wrestle bears for fun and blah, blah, blah. But be real. A full-size truck was not designed for living its life in the city and almost every other option is a superior one for this particular job.
<h3>Not great, not terrible: Luxury and Sports Sedans</h3>
<img class="aligncenter size-full wp-image-176899" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/2022_IS-500_Premium_CloudburstGray_008-scaled-1.jpg" alt="Lexus IS 500" width="2560" height="1707" />

Forever the do-no-harm option is the trusty sedan.

On the plus side, you’ve generally got enough ride comfort (an abundance in something like an 8-series BMW, but even an acceptable amount in something like a Camry XSE or Lexus IS) to handle most of what Toronto’s roads have to throw at you.

You’ve also got great visibility, comfy seats, and some good blind-spot assistance to navigate traffic and nagging cyclists.

On the downside, you’re still down fairly low, and because well-equipped sedans all have low-profile tires and fancy rims these days, you’re constantly worried about curbing a wheel. Some luxury sedans like the Lexus LS or Alpina B8 just feel too nice. It’s like wearing a Rolex to go rock climbing.

Driving a Taycan through downtown Toronto can certainly be a leisurely experience between the perfect interior, ride comfort, and efficiency of the all-electric powertrain. But damn, are you also constantly praying nobody bumps into your Porsche in traffic.
<h3>Good: Crossover SUV</h3>
<img class="aligncenter size-full wp-image-176898" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/porsche-macan.jpg" alt="Porsche Macan" width="1920" height="1080" />

There is some truth in advertising when all those commercials show you yet another ubiquitous crossover SUV thriving in an urban environment.

For better or worse, crossovers just sort of do it all (there is after all a reason they sell so well). They’ve got the ride height to clear those potholes and wavy roads. They’re compact enough to easily park and scythe through traffic. Outside of a few unnecessarily hot models like the Alfa Romeo Stelvio Quadrafoglio, the suspension is usually overly compliant. However, even the impressively capable Porsche Macan GTS is comfy enough.

Parking is a breeze. Plus you’ve got plenty of room to toss a couple of friends in the back seat, and a cooler in the trunk full of chilled refreshments for an afternoon in Trinity Bellwoods park.

Downsides for the city? It’s nothing tangible. But the weakness to owning any crossover SUV is that you really are just another brick in the wall. And if you love cars, there is an itch that no crossover in the world can ever scratch.

If you could give a damn about cars and live in the city, then by all means go for a crossover SUV. Any crossover SUV. They are all exactly the same (except for the Alfa and Porsche, they’re special).
<h3>Really good: Compacts and Hot Hatches</h3>
<img class="aligncenter wp-image-176897 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/2023-Honda-Civic-Type-R.jpg" alt="Honda Civic Type R" width="1200" height="723" />

With the exception of ground clearance, compacts, and hot hatches excel at every aspect of city driving. They encompass most of the strengths of crossover SUVs — though they’re even easier to park and exploit gaps thanks to their compact size — but they’re also fun to drive.

VW Golfs (of all trims), Hyundai Elantras, Fiat 500s, they excel in these conditions. Sure, there’s no power, but that means you can use all of the car. And because they’re cheap, you’re not ever worried about them.

Of course, if you can afford performance, you won’t feel buyer's remorse for a proper hot hatch like you would with a two-door sports coupe.

The GR Corolla might be the most fun I’ve ever had driving a car in the city. Unlike in a more traditional sports car, I could actually use the power and the handling prowess through Toronto’s tricky streets. The epically light clutch and rifle-bolt stick shift was actually a bonus instead of a burden, and the amenities of the hatch made living with the 300-horsepower machine a breeze.

The <a href="https://www.wheels.ca/reviews/2023-honda-civic-type-r-first-drive-review">Honda Civic Type R</a> is another great contender. Like the GR Corolla it’s a blast to drive, and while it is a little stiff for Toronto’s streets (and notably larger than the Corolla), its abundance of blind spot alerts really help to relieve stress — especially when it comes to those lawless cyclists.

Driving either the Type R or <a href="https://www.wheels.ca/features/does-the-gr-corolla-live-up-to-the-hype">GR Corolla</a> is an experience I never want to end, even when dealing with the worst of what the city can throw at me. Contrast to my Mustang GT — which, after about 30 minutes of clutching through traffic just makes me wish it would stop.

Learn from my mistakes. If you love driving cars and you live in a city, do not buy a V8 muscle car. Buy a hot hatch.
<h3>The Best: Midsize Off-roaders</h3>
<img class="aligncenter size-full wp-image-176896" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/2021-Jeep-Wrangler-scaled.jpeg" alt="Jeep Wrangler 4xe" width="2560" height="1767" />

Full-size trucks and SUVs are just too much for the city. But midsize ones? They’re kind of perfect.

Sure, they’re not quite as easy to park or navigate through traffic as crossovers or compacts. And (especially when off-road ready) they’re not nearly as comfortable as a sedan.

But off-road capability really is its own form of luxury. Chunky tires, skid plates, lifted suspension — it all laughs off Toronto’s war-torn roads. Construction zone ahead? Yes please. Did I bump the curb? Don’t worry about it. Parking lot at Cherry Beach all muddy? Good. Parking garage neighbor dents? They build character.

What makes a good city car is actually just one key factor: stress reduction. And nothing reduces stress like a vehicle that’s designed to be abused.

But some off-roaders can go above and beyond. Last summer, I had what I can only describe as a perfect day in a <a href="https://www.wheels.ca/reviews/everything-you-want-to-know-about-the-2022-jeep-rubicon-392">Jeep Wrangler 392</a>. Open roof. Good tunes. And the angry scream of a HEMI V8. The city stopped being an obstacle to be overcome and instead became an adventure — something to be explored and enjoyed.

And yeah, you might look like a bit of a goof in your open-top off-road SUV amongst the sea of stern German sedans and sensible Korean compacts which flood Toronto’s streets. But the joke's on everyone else. Because you’re cool as a cucumber in the most stressful place to drive in the country.

&nbsp;

What is The Perfect City Car?

2024 Porsche Cayenne_front 3-4 profile copy

Whether it’s a first-drive feature from the sun-soaked California coast, a quick news story about an off-road pickup that may (or may not) be coming to your local dealership or a review of a hot new sports sedan, somewhere Lee Bailie is writing about cars and car culture, something he’s been doing for almost a decade. A car guy to the core, he went on his first automotive plant tour at age seven.

LOS ANGELES, CA – After twenty-plus years and three generations, the Cayenne SUV has firmly entrenched itself as the nameplate that keeps the lights on at Porsche. It is the Stuttgart automaker’s most important car and there are few who would disagree. Even Porsche purists see which way the wind is blowing.

In 2022, Porsche sold more than 300,000 units worldwide and more than 95,000 of those were Cayennes. It’s a similar story in Canada, where the Cayenne’s 2,872 units sold accounted for almost one-third of the company’s sales volume last year. Lifetime, the Cayenne has sold more than 1.25 million units worldwide.

So, it’s a big deal when Porsche’s volume car receives a facelift, which is what’s in store for the 2024 Cayenne which is slated to begin arriving at Canadian dealers later this summer.

<img class="aligncenter size-full wp-image-176418" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2024-Porsche-Cayenne_side-profile-scaled.jpg" alt="" width="2560" height="1920" />

The third-gen Cayenne has been around since the 2019 model year, so it was due for some updating, and as mid-cycle refreshes go, this one is extensive.

First up, the grade walk has been reorganized into four models: Cayenne, E-hybrid, S, and Turbo GT, with the latter being offered only in the coupe body style as it was previously. The three others can be had in either SUV or coupe.

Big changes loom on the powertrain front, as well. For the base Cayenne, the 3.0-litre single turbo V6 remains, but its output has been increased to 348 horsepower and 368 lb-ft. of torque, which represents gains of 13 hp and 34 lb-ft. respectively.

Up next is the E-Hybrid PHEV, which pairs the 3.0-litre turbo V6 with an electric motor and a new 25.9-kWh high-voltage battery and produces a total output of 468 horsepower and 479 lb-ft. of torque. The former is a gain of 15 hp over the outgoing model, while the latter is 37 lb-ft. less.

An 11-kW onboard charger reduces charge times to roughly two hours and 18 minutes with a maximum electric range of between 77 and 90 kilometres. Of note, final NRCan testing figures had not been published at the time of writing.

<img class="aligncenter size-full wp-image-176412" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2024-Porsche-Cayenne_engine-compartment-scaled.jpg" alt="2024 Porsche Cayenne" width="2560" height="1920" />

Perhaps the biggest impact of the Cayenne’s model reorganization is for the S trim, which receives a big power boost. Unlike the outgoing model, the new S is powered by a 4.0-litre twin-turbo V8 (468 hp / 442 lb-ft.), which replaces a 2.9-litre twin-turbo V6 (434 hp / 405 lb-ft.). Porsche says the switch to the V8 was driven to a large extent by customer feedback.

Finally, for those searching for the ultimate in Cayenne performance, there’s the Turbo GT, which is powered by the same 4.0-litre twin-turbo V8 as the S, but with 650 hp and 627 lb-ft of torque

As for design changes, Porsche has used a light touch on the outside but has made sweeping changes to the cabin.

On the outside, the Cayenne receives a new power-domed hood, flatter front grille, new LED headlights, a new arched front wing and a front apron with bigger air intakes. At the rear, the Cayenne sports a new LED taillight graphic, a new apron with integrated plate holder, a redesigned tailgate and eight new wheel designs.

The headlights are especially noteworthy as Matrix LEDs are standard across the range, and HD Matrix LEDs are optional. Both use pixel technology but the latter consists of two high-definition modules and 32,000 pixels per headlight. Porsche says they can differentiate between different road users (pedestrians, cyclists, other motorists, etc.) and block the high beam with “pixel accuracy” so as not to temporarily daze them. Module brightness can also be adjusted to more than 1,000 levels that vary depending on driving conditions.

<img class="aligncenter size-full wp-image-176411" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2024-Porsche-Cayenne_dashboard-centre-console-scaled.jpg" alt="2024 Porsche Cayenne" width="2560" height="1920" />

On the inside, Porsche has taken big swings with the Cayenne’s design, layout and available content. For the latter, notable changes are the adoption of a 12.6-inch curved instrument cluster display, a 12.3-inch multimedia touchscreen which houses the PCM (Porsche Communication Management), and a redesigned centre console that offers a combination of physical buttons and a touch panel for climate functions. The gear shift lever has been relocated to the dash panel left of the instrument cluster, like on the Taycan.

The ’24 Cayenne also receives a new multifunction steering wheel, engine start button, control lever for driver assistance systems, and an optional 10.9-inch Head-up Display and 10.9-inch passenger display located in the dash panel. A cooled smartphone charge pad with up to 15 watts of wireless charging is standard issue.

On the design front, the Cayenne sports a redesigned dashboard, door panels, more interior colours, redesigned air vents, and a new air quality system.

<img class="aligncenter size-full wp-image-176420" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/IMG_6970-scaled.jpg" alt="2024 Porsche Cayenne" width="2560" height="1920" />

For the media drive, I spent time behind the wheel of two Cayennes: S and Turbo GT. I will note that both were European-spec pre-production units that differed in several ways from what will be available in Canada. Among the differences are a motorized trailer hitch and amber turn signals, both of which are not offered in North America. Our test vehicles also came without SiriusXM satellite radio, which is standard issue on Cayennes bound for North America.

I’ll be brief regarding styling and content updates – I like how they both modernize the Cayenne offering, without being too busy or aggressive. The interior updates make the car easier to interact with while also being attractive to look at, while the exterior changes are subtle, yet functional and feel like a natural evolution for Cayenne design.

As for the drive, I come away impressed with both cars, as I’ll explain below.

For 2024, all Cayennes come equipped with a steel spring suspension that includes Porsche Active Suspension Management (PASM) and new shock absorbers with two valves for separate rebound and compression. Porsche says the change was made to improve the Cayenne’s performance in all driving situations, particularly at slow speeds and in dynamic cornering. Ride quality is quite firm in all modes, but not exhausting, even on longer drives.

<img class="aligncenter size-full wp-image-176415" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2024-Porsche-Cayenne_rear-3-4-profile-scaled.jpg" alt="2024 Porsche Cayenne" width="2560" height="1920" />

Both Cayenne S and Turbo GT both feel very well planted to the tarmac, with precise steering feedback, little understeer and no body lean or flexing of note. Both were also reasonably quiet during my test, with well suppressed wind and road noise, with the former rising due only to some rough roads on the drive route. I should note that was the experience in normal mode. In sport and sport plus the exhaust note, especially in the titanium exhaust-equipped Turbo GT, does get noticeably louder.

As for the engines, I’m usually fond of a big turbo V8 because of their linearity, power delivery, abundant torque and, of course, the sounds they make up and down the powerband. In both cars, Porsche’s 4.0-litre twin-turbo V8 struck all the right notes (pun intended). From its ability to press occupants into their seat backs – 0-100 km/h in 4.7 seconds for the S, and a blinding 3.3 seconds for the Turbo GT – to its smooth linear power delivery with loads of useable torque and a delightful wail it emits when one mashes the throttle from rest, this turbo V8 really delivers a visceral experience one would expect from a Porsche engine. The smooth-shifting eight-speed automatic transmission is also a big plus.

Yes, Porsche has confirmed the Cayenne will be offered as an EV by mid-decade, which could partly explain why the current offering is being pared back to just four grades, and seven total models. But putting the twin-turbo V8 into the S is intriguing. Perhaps the half-decade-old third generation has more time to run than its age may suggest, with a future EV model co-existing alongside a glorious V8, at least in the short term. That would be a welcome development.

2024 Porsche Cayenne pricing

Cayenne – $89,800
E-hybrid – $104,800
S – $107,500
Turbo GT – $218,300

The 2024 Porsche Cayenne is available for order now and is slated to go on sale this summer. 

2024 Porsche Cayenne S

BODY STYLE: mid-size high performance premium SUV
DRIVE METHOD: Front-engine, all-wheel drive, 8-speed automatic transmission
ENGINE: 3.0-litre turbo V6 (348 hp / 368 lb-ft.)
FUEL ECONOMY: (Premium 91+) TBA
CARGO VOLUME: 1,708 / 772 litres (60.3 / 27.2 cu ft.) (behind first / second / third row)
MAXIMUM TOWING: 7,716 pounds (3,500 kg)
PRICE: $89,800 base, excl. freight, taxes, and fees
WEBSITE: <a href="http://www.porsche.ca">www.porsche.ca</a>

&nbsp;

2024 Porsche Cayenne First Drive

DSC04469

Having worked in the automotive industry in many roles for over 15 years and currently the Content Strategist for Wheels.ca - Kunal's obsession with cars goes back to his early childhood. Even now his insatiable thirst to be in the know of anything with wheels and a motor continues, and will likely never fade. His idea of bliss is the open road,  good tunes and a manual gearbox. Kunal is a member of AJAC (Automobile Journalists Association of Canada)

With 25 different variations of the Porsche 911 choosing the right one can seem a bit of a daunting task. The Carrera 4 GTS, however, is one the easiest recommendations in the lineup with its perfect mix of features and bits from Porsche’s extensive options list.

A GTS slots above the Carrera S and under the atomic-powered Turbo. It has 473 hp and 420 lb-ft of torque which is 30 more hp and 30 more torques than an S. If you want something track-capable but don’t want to step up into the <a href="https://www.wheels.ca/vehicle-reviews/review-2022-porsche-911-gt3">racier GT3</a>, you can order a GTS with carbon bucket seats and a lightweight package that deletes the rear seats among other things. Perfect for casual track days.

The GTS gets a host of performance enhancements standard. Like a sports suspension with a 10mm lower ride height, PASM which is Porsche speak for adaptive dampers, the Sport Chrono package, blacked out trim, and Race-tex microfibre material covering the seats, lower dashboard, and steering wheel.

<img class="aligncenter size-full wp-image-176134" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04457.jpg" alt="2023 Porsche 911 Carrera 4 GTS" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-176131" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04462.jpg" alt="2023 Porsche 911 Carrera 4 GTS" width="2048" height="1365" />

Optional extras are numerous and can inflate the price quickly and my tester included quite a few of them. The lightweight package was the most expensive at $9910 and saves up to 25kgs (55lbs) of weight with carbon bucket front seats, a rear seat delete, lightweight glass, and less sound insulation. The package also includes rear-axle steering, which enhances agility even further, and front-end lift is reduced through the use of aerodynamic optimization in the front section of the underbody. You can opt to keep the more comfortable sport seats if you find the carbon buckets uncomfortable.

The Carrera GTS is a sweet spot in the 911 lineup. The optional Bose Surround sound system, a part of the premium package, was excellent and one of the best I’ve heard in a 911. Mixed with luxurious feeling Race-tex fabric surfaces and the Carmine red stitching that matched the Carmine red tachometer and dash clock and, of course, the Carmine red paint job, the 911 GTS I got to drive for a week was stunning inside and out.

<img class="aligncenter size-full wp-image-176136" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04454.jpg" alt="2023 Porsche 911 Carrera 4 GTS" width="2048" height="1365" />

Even without the badging on the back, the lower stance and black wheels give the 911 GTS presence for days. The car has grown larger over the decades but its elegant shape and simple design are equal parts beautiful and purposeful. It’s a car that gets attention but this is still a bit of an undercover supercar (whether or not it’s actually a supercar is up for debate).

Getting in and finding the perfect seating position is easy. The hood drops down and away from sight giving you an expansive view of the road in the front of you. Like every new 911, you twist a plastic stub resembling a keyfob to the left of the steering wheel and the 3-litre turbocharged flat-6 grumbles to life and settles into that characteristic gravelly idle that could only come from the back of a 911.

<img class="aligncenter size-full wp-image-176127" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04466.jpg" alt="2023 Porsche 911 Carrera 4 GTS" width="2048" height="1365" />

The grippy Race-tex surfaces on the steering wheel and seats have become a GTS hallmark. They make the car feel a bit more special as do the Carmine red accents in this tester. It’s a good place to be with minimal distractions or gimmicks to get in your way of driving.

I’ve driven many different variations of the 911 from mild to racy, and the GTS truly feels the most balanced. It might seem like a bit of a spreadsheet car with only incremental improvements over a Carrera S but in the real world it feels like a lot more.

The Carrera 4 GTS is noticeably quicker than a 4S. So much quicker I had to check if Porsche hadn’t mistakenly given me the keys to a <a href="https://www.wheels.ca/vehicle-reviews/review-2021-porsche-911-turbo-s">911 turbo</a>. It accelerates more brutally than the much more expensive GT3, and while it might not sound as raw, the flat-6 behind your back still generates a mechanical symphony of the highest order and it's even more audible here thanks to less sound insulation.

The 8-speed PDK is still the best automatic gearbox on the planet. In any condition, or situation it does exactly what you want it to do. It shifts faster than you can think and is always in the correct gear. If you blip the throttle sharply or pull the left paddle, the resulting downshift is instantaneous and perfectly rev-matched. This and the Carrera 4’s all-wheel-drive system work together to deliver breathtaking levels of thrust especially when blasting out of a corner.

<img class="aligncenter size-full wp-image-176123" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04475.jpg" alt="2023 Porsche 911 Carrera 4 GTS" width="2048" height="1365" />

Crisp and clear electric power steering feels alive in your hands. It’s precise and reactive and together with the perfect driving position, epic brakes, and sublime gearbox, it’s one of the best driving experiences to be had. There’s so much confidence gained through just the feel of the controls that it’s one of the easiest and most approachable sports cars to drive but in the hands of a pro it becomes a tool through its consistency and predictability. The sports suspension makes it noticeably stiffer and the ride gets rough over crappy roads but that comes with the territory.

Really, much of the above can be said of any 911, but the GTS is just a bit sharper without getting too extreme. It’s all the best bits of the 911 in one convenient package and that's why it’s one of the easiest to recommend regardless of how many other variants exist.
<h3>2023 Porsche 911 Carrera 4 GTS</h3>
BODY STYLE: 2-passenger compact sports car

CONFIGURATION: Rear-engine, all-wheel drive

ENGINE: 3.0-L twin-turbocharged boxer-6; Power: 473 hp @6500 rpm; 420 lb-ft @ 2300-5000 rpm

TRANSMISSION: 8-speed dual-clutch automatic

FUEL ECONOMY: (Premium Gasoline in L/100 km):13.8 city; 10.1 highway; 12.2 combined

CARGO CAPACITY: 132+64 (frunk) litres

PRICE: $166,600 (base); $202,340 (as-tested) not including fees, taxes

WEBSITE: <a href="https://www.porsche.com/canada/en/">Porsche Canada</a>

&nbsp;

2023 Porsche 911 Carrera 4 GTS Review

news 5-15 (1)

New Ranger

Ford has just launched the new Ranger pickup for North America. The brand's midsizer is wider and longer. It also offers a new 315 hp 2.7L V6 on top of the carryover 270 hp 2.3L four-cylinder. Despite the changes, and a new frame, max towing and payload are nearly the same at 7,500 and 1,805 pounds, respectively. Instead, Ford is leaning on more towing tech including 360-degree cameras and available Pro Trailer Backup Assist to make towing easier. Getting into the bed is also easier thanks to a new integrated step, while the bed can now handle a sheet of plywood between the wheel arches. In-cabin changes include wireless charging, larger centre console and door pockets, and improved folding rear seats to give owners more space for bits and bobs.

Ford also has a new Ranger Raptor, adding its top-shelf off-road trim to the lineup for the first time. Ranger Raptor includes long-travel Fox live valve shocks, a 405 hp 3.0L V6, locking differentials, and a giant Ford-lettered grille. Orders for the new Ranger open later this month. Expect more details and pricing in a few months.

718 Spyder RS will offer breathtaking performance

<img class="aligncenter size-full wp-image-176107" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/news-5-15-4.jpg" alt="Porsche 718 Spyder RS" width="2500" height="1668" />

Porsche's 2024 718 Spyder RS is the fastest open-top 718 model yet. The RS gets a 493 hp flat-six and is lighter and lower than the standard 718. Think of it as the open-roof version of the 718 Cayman GT4 RS and you've got the idea. It will only be offered with Porsche's seven-speed PDK automatic and should hit 100 km/h in just over three seconds. Active suspension management and a mechanical limited-slip differential are standard. It also has centre-lock wheels and ball joints in place of bushings for suspension mounting, though the suspension is slightly softer than the hard-top GT4 RS. Which makes sense for an open-air car. RS means fabric door straps and a manual top. Carbon fibre parts will be offered to help trim weight even more. Expect the model on the road later this year.

New Lexus models

<img class="aligncenter size-full wp-image-176108" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/news-5-15-5.jpg" alt="New Lexus GX" width="2500" height="1406" />

Lexus is getting two new models ready, one of which will be a completely new segment for the brand. That new one is the 2024 Lexus TX. A Lexus version of the Toyota Grand Highlander, this is a full-size three-row crossover. Lexus hasn't played in this segment before, instead, it has the smaller three-row RX L and the body-on-frame LX. This one should be a competitor to the likes of the Cadillac XT6 and Lincoln Aviator as well as BMW's X7. The second is the latest version of the Lexus GX. This off-roader has historically been related to the Toyota 4Runner and Tacoma, and with those models being replaced soon, the GX is also due. All we've seen so far is an aggressive peek at a headlight and a new hood.

Volvo EX30 teaser

<img class="aligncenter size-full wp-image-176105" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/news-5-15-2.jpg" alt="Volvo EX30" width="2500" height="1376" />

Volvo is also teasing a new electric crossover. The EX30 is set for a full reveal on June 7th, and we don't know much other than that it will be small. Does small mean below the XC40 and C40 Recharge models or will it be a replacement for those two? We'll wait and see. Both 40-model EVs are quite new, suggesting they would stick around, but fitting a smaller model under those could be tough in the Canadian marketplace.

Toyota to introduce 10 new EVs by 2026

Toyota might be behind in EVs at the moment, but its latest announcement shows that the car company plans on catching up in a hurry. The company talked about a three-row electric vehicle during its annual financial briefing this month, part of plans to sell 1.5 million EVs per year by 2026. The model is set to be built in the U.S., with battery packs made in North Carolina. It will be one of 10 new EVs the automaker plans to debut by 2026, with those new models offering much more electric range than its current EVs. Toyota said we can expect double the range of its current line. To go with it, a Lexus EV was teased, with an incredibly sleek shape and plenty of sharp angles.

News Roundup: Ford Ranger Raptor, New Porsche RS, More

news 4-24 (7)

New Elantra N

Hyundai revealed a new Elantra N at Auto Shanghai 2023 last week. The model marks the start of the N performance brand in China, but we're expecting the same looks to show up here. The Elantra N has a new nose with the brand's ultra-thin new front lighting look. The N trademark red stripe is still there. No word on the hardware specs, but don't expect much of a change from the current 276 hp. The 2024 Elantra N should be here before the end of the year.

Heavily refreshed Cayenne

<img class="aligncenter size-full wp-image-175810" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/news-4-24-6.jpg" alt="2024 Porsche Cayenne" width="1440" height="810" />

Porsche revealed the 2024 Cayenne last week and while it looks just like the one it replaces there is plenty new underneath. The cabin is almost completely overhauled, getting the large and flat digital screens from the Taycan EV. That includes an available new 10.9-inch one for the front passenger. The air suspension is enhanced and all models come with active dampers with more adjustment for more comfort and handling. There are powertrain enhancements too, including the 348 hp base, the revised 468 hp V8 S, the 650 hp Turbo GT, and a much larger new 25.9 kWh battery for the 468 hp E-Hybrid PHEV.

Lincoln Nautilus

<img class="aligncenter size-full wp-image-175809" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/news-4-24-5.jpg" alt="lincoln nautilus" width="1440" height="631" />

Lincoln revealed an all-new Nautilus. The brand's big two-row crossover will be made in China instead of Oakville, ON, but that might be the smallest of the changes. The Nautilus gets Continental-style hidden door handles and LED light strips nose and tail. Inside, there will be a massive upper screen that spans from door to door for a new digital experience. A conventional center screen lets you control the big screen as well as other usual functions. The 2024 Nautilus will offer a 2.0L turbo-four making 250 hp or the same engine with a hybrid drive system that gives it 310 hp with better fuel economy. To make driving easier, Nautilus will have adaptive suspension as well as the Lincoln BlueCruise hands-off highway assistant. Expect it early next year.

VW Ontario Battery Plant

<img class="aligncenter size-full wp-image-175806" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/news-4-24-2.jpg" alt="VW Ontario gigafactory" width="1440" height="1152" />

Volkswagen has announced more details about its planned battery plant for St Thomas, ON. The company's CEO has said it could be the company's largest plant in the world and the $7B investment from VW for building the plant is the single largest Canadian auto investment ever. Though it will come with serious government incentives. VW Group says the plant will employ up to 3,000, with the federal government estimating tens of thousands of spin-off jobs. Groundbreaking is set for next year with production to start in 2027.

Polestar 4 deletes the rear window

<img class="aligncenter size-full wp-image-175808" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/news-4-24-4.jpg" alt="Polestar 4" width="1440" height="810" />

Polestar revealed the Polestar 4, its latest EV. The model is a 544 hp electric that the company calls an SUV but is barely taller in height than the Polestar 2 sedan. The unique feature of the 4 is the complete lack of rear window. Instead of glass, you'll need to use a camera to see what's going on behind you. Polestar says this is better for safety, but it could be a tough sell. The model will offer dual-motor AWD or single-motor RWD. A heat pump will be standard. Both versions get a 102 kWh battery and the brand is targeting a range of more than 486 km.

BMW i7 gets more power

<img class="aligncenter size-full wp-image-175807" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/news-4-24-3.jpg" alt="BMW i7 M70" width="1440" height="960" />

BMW has revealed its most powerful EV yet. The i7 is getting an M70 variant that has 650 hp, 811 lb-ft, and an estimated range of up to 474 km. The model uses motors with double the number of windings versus the non-M version. That gives it more output and the ability to sustain that output at speed. There is also new chassis bracing and M suspension upgrades. To go with it, BMW is launching the 750e PHEV as well, which will have 483 hp and double the battery capacity.

News Roundup: VW Battery Plant, New Lincoln, New Polestar, Faster BMW EVs, More

Interior_2_1 (1)

Porsche is getting a new driver experience ready to go along with the upcoming new Cayenne SUV. The new layout takes inspiration from classic Porsches, but it also has integrated some lessons learned from the Taycan EV. The two have been combined to make something uniquely Porsche that Porsche says should be better for both driver and passenger.

First up, though, the basic layout. Because this gives us a preview of the rest of the new Cayenne, or at least how deep the changes will go. Everything under the beltline is largely carried over from the current Cayenne. The underside of the dash, centre console shape, and most of the door panel won't be exactly the same, but it will be mostly the same.

This tells us that the next Cayenne will be a refresh, not all-new. Though it doesn't say how extensive styling and powertrain changes might be.

<img class="aligncenter size-full wp-image-175755" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/Interior_1_1-1.jpg" alt="Cayenne Interior" width="2500" height="1667" />

Above that dash line, things are very new. Starting with the 12.6-inch digital dash and extending into the more horizontal emphasis that is meant to make the Cayenne feel wider and more spacious inside.

Like in the Taycan EV, this is a free-standing design with loads of display configuration options. The gear selector moves from the centre console to the dashboard, mounted to the right of the gauge panel.

The dash has seven different available views. Customization includes rev counter, navigation, 3D driving assistant, or even night vision. More simple views are offered, including one that looks more like the classic Porsche five-gauge display.

Thanks to the new dash and moved shifter, Porsche has completely redesigned the centre console as far as controls go. Instead of the great big gear change and a load of switches, most of the console is now smooth.

<img class="aligncenter size-full wp-image-175756" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/Interior_3_1-1.jpg" alt="Cayenne Interior" width="2500" height="1668" />

However, and this is one of the big lessons from the Taycan, the HVAC controls are toggle switches. With a few haptic buttons thrown in, this is a more traditional HVAC experience. Porsche said about the Taycan that "maybe it was so digital that for this generation we learned that we wanted to add a little bit more of analog flavour again."

Porsche's infotainment system runs on a 12.3-inch screen mounted in the centre. This will use Porsche's latest software and includes Android Auto and Apple CarPlay. There are two USB-C ports to connect your phone in the front storage compartment. You can also pair your phone by simply scanning a QR code displayed on the screen.

<img class="aligncenter size-full wp-image-175758" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/Interior_4-1.jpg" alt="Cayenne Interior" width="2500" height="1668" />

For the first time in the Cayenne, Porsche is adding a passenger screen. The 10.9-inch screen can let the passenger handle navigation responsibilities. It can also be used to stream video to keep the passenger occupied. Special filters make sure the driver can't watch the video while the passenger can.

Then there's the steering wheel. This is the design from the latest 911, completely new from the last Cayenne. The more modern design has drive mode switches mounted to the wheel as standard. There is also a toggle button to change dash display modes and head-up display controls.

Lastly, the new bits include louver-less air vents and goodies like a cooled 15-watt wireless charge tray.

Porsche Cayenne's New Interior Shows Lessons Learned from Taycan EV

IMG_7797

The Porsche Cayman is a survivor, isn’t it? After all, the 911 is just a rung or two up in the line-up but with the amount of prestige the 911 has garnered over the decades, those rungs represent a darn steep climb. Indeed, one might say that Porsche choked the Cayman a little bit because it didn’t want to hurt the 911’s feelings. The Cayman’s mid-engine layout is inherently better for balance than the 911’s rear-engine layout and Porsche needed to ensure the two stayed in separate orbits.

It worked for a while, but then someone at Porsche must’ve said “OK, that’s enough. This car has earned its stripes. Now, let’s see how far we can take it” and from that came this: the Cayman GTS 4.0, one of just a few naturally aspirated gas-powered Porsche models.

The Cayman GTS’s 4.0-litre flat-6 is good for 395 horsepower and 310 pound-feet of torque and while that puts it at the bottom of the power spectrum when it comes to the GTS range, you’d never know it. That’s because this is such a free-revving screamer of an engine with a 7,800 rpm redline (and one that makes peak power through to 7,000 rpm) that the speed is almost a by-product to the livewire feeling you get when you open the taps. It’s a fantastic look at what made Porsches oh-so sought after before the turbo wave broke: the smooth, progressive and altogether unique power delivery of a flat NA motor.

<img class="aligncenter size-full wp-image-175329" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_7806.jpg" alt="Porsche Cayman GTS 4.0" width="2000" height="1333" />

0-100 km/h takes just 4.0 seconds on cars equipped with the seven-speed dual-clutch (as seen here), on to a top speed of 288 km/h.

All this before we even get to the real nut of this thing, the real “Gran Turismo Sport” (not the game; this is what Porsche says their “GTS” stands for) aspects of what this car is all about, its mannerisms through the corners.

In addition to the power boost you have over the four-cylinder 718 Cayman S (about 45 hp and a colossal one lb-ft), GTS spec provides a host of standard chassis features. The Sport Chrono package with its clock atop the dash, for example, is standard here. It adds a Sport Plus mode for even faster gearshifts, active engine mounts, torque vectoring and a mechanical limited-slip differential. In addition to the Sport Chrono, you also get Porsche Active Suspension Management (PASM) and the ride height drops by 20 mm.

<img class="aligncenter size-full wp-image-175330" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_7808.jpg" alt="Porsche Cayman GTS 4.0" width="2000" height="1333" />

Of all that, though, those active drivetrain mounts are what really do it for me. They help reduce vibrations caused by everything from the surface below to the running engine and they really do make it so that with the Cayman GTS, you feel like you’re piloting one solid as-one piece of machinery that makes no excuses. It rewards confident steering and throttle inputs with whip-snap response and a game attitude to spear you down your favourite road – or track – with gumption, with panache, with confidence. How this car can make it seem like it’s tapped directly into your cerebral cortex is a feeling few others out there can replicate.

Traditionally for a car like this, the manual would be the obvious choice. It’s better for driver involvement, you get a higher top speed and the 718’s shift linkage is one of the best in the biz. Plus, you save yourself the $4,250 required to get the PDK auto. However; the PDK provides a faster 0-100 km/h time and is incredibly responsive so the choice isn’t quite as black-and-white as you might think.

Speaking of “panache”; there’s plenty of it on the styling front here, too. You get fantastically dark 20-inch wheels as standard (unfortunately switched for more basic rims wrapped in winter rubber on my tester), which are made to look even more eye-catching if you select the ceramic brakes and their yellow calipers. Which, along with the PDK transmission, comprise two-thirds of the performance options you can select for the GTS.

Those wheels manage to ground the GTS even more – as if it needed it, what with its lower ride height and just its overall shape, which is muscular but European in all the right ways. The best way to describe it is how proportional it is; from the angle of the windshield to the ducktail-like rear spoiler, to the rear diffuser and its two fat tailpipes, to the side intakes and low-profile front splitter, the GTS is an example of what a modern sports car should look like. And Yes, I will have my tester’s Python Green paint, thank you very much. Fits the theme of the car oh-so-perfectly.

<img class="aligncenter size-full wp-image-175332" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_7812.jpg" alt="Porsche Cayman GTS 4.0" width="2000" height="1333" />

<img class="aligncenter size-full wp-image-175338" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_7830.jpg" alt="Porsche Cayman GTS 4.0" width="2000" height="1333" />

Inside, highlights include the red central tach and red seatbelts both part of the GTS Interior Package that I’d most definitely opt for. Also: I will caution that while cool-looking and supportive, the carbon bucket seats on my tester are very snug. I think I’d opt for the standard 2-way adjustable Sport Seats or the 18-way Adaptive Sports Seats Plus, which cost less than full buckets.

We still have Porsche’s last-generation infotainment system on board, and it’s nowhere near as slick as Porsche’s new system. The buttons around it are small and somewhat finicky, while the auto shift lever is big and somewhat ugly. The paddle shifters are crafted from cheap plastic not entirely befitting of the marque (something a little more substantial crafted from, say, carbon fibre would be welcome) and we also have the weird, flimsy dash-mounted cupholders that look like afterthoughts. At least they retract entirely from view. Indeed, while Porsche’s sports cars have grown over the years, their cockpits are still snug places to sit and there’s only a select amount of real estate for extraneous pieces like cupholders.

A cupholder extraneous? Heck yes. These are driver’s sports cars, they are not grand tourers and the 718 GTS is probably the purest example of that in a pond full of purity over at Porsche.

Perfection in car form? It’s up there. With a bullet.
<h3>2023 Porsche Cayman GTS 4.0</h3>
BODY STYLE: two-door sports coupe

DRIVE METHOD: mid-engine, rear-wheel drive
ENGINE: 4.0-litre flat-6, 395 hp, 310 lb-ft of torque

FUEL ECONOMY CITY/HIGHWAY/COMBINED: 12.3/9.8/11.1 L/100 KM
TRANSMISSION: seven-speed dual-clutch automatic

CARGO CAPACITY: 150 L front, 275 L rear

TOWING CAPACITY: N/A

Base MSRP: $103,400

WEBSITE:  <a href="https://www.porsche.com/canada/en/modelstart/all/">Porsche Cayman</a>

2023 Porsche Cayman GTS 4.0 Review

2023-01-06_Porsche-Canada-Portraits_John-Cappella_0654_Final

Porsche Canada is gearing up for some important milestones to commemorate the 75th anniversary of the German manufacturer and the 60th anniversary of its iconic 911.

While the 75th anniversary is June 8, Porsche has a series of events to celebrate both dates.

Porsche launched the anniversaries in January in Berlin with the launch of the Vision 357 Concept car. It’s a tribute to Porsche’s original sports car, the 356.

“It pays homage to Ferry Porsche’s dream of a sports car,” Porsche Cars Canada Ltd. President John Cappella said. “It’s a really cool-looking car based upon a GT4 RS. You’re going to see throughout the coming weeks and months a lot of different initiatives both globally and in Canada. We have quite a bit of time between now and June to do all sorts of celebrations.

“This is not a celebration of one day. This is much more of a big milestone where we want to do many things to celebrate. It will make up a big portion of the various activities we are doing throughout the year. Even some of the usual things we do, we’re trying to put a 75-year spin on it. The product lineup has grown tremendously from that 356.”

<img class="aligncenter size-full wp-image-174734" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/autoexotica-13-of-14-scaled.jpg" alt="porsche 959" width="2560" height="1707" />

The 2023 Canadian International AutoShow (CIAS) will feature a special Porsche display assembled by Cobble Beach Classics. Cobble Beach normally has a display of various vintage brands at the show, but this year it’s done something new to celebrate Porsche’s 75th anniversary. Sixteen classic models will be on display, including a 1969 917 Long Tail that is a restoration of the 005 car that debuted at the 1,000-kilometre race at the Spa on May 11, 1969, and captured the pole. The car has been restored with most of its natural parts. The vehicle’s owner, race driver, and entrepreneur, David Seabrooke, is originally from Peterborough and now lives in California.

The other cars on display: 1952 356 Pre A; 1959 Roadster; 1962 356 Roadster Janis Joplin tribute car; 1964 904; 1970 911 ST lightweight; 1981 924 GTR; 1984 928S; 1987 959; 1988 911 Turbo Slantnose (930); 1996 993 Twin Turbo; 2004 996 GT3 RS; 2006 Carrera GT; 2015 918 Spyder; 2021 911 Targa Heritage design.

“With its smooth, flowing lines and distinctive ‘frog eye’ headlights, the Porsche brand is instantly recognizable,” said Rob McLeese, Founder and Show Chair of Cobble Beach Concours d’Elegance. “From the first Porsche that rolled off the assembly line in 1948, it is a car that has made a difference. We are excited to showcase a selection of some of the most important and rare Porsche’s ever produced.”

Cappella said the display was done in conjunction with Cobble Beach Classics to celebrate 75 years of Porsche rather than using a space to showcase its new vehicles.

“They’ve been great to work with and have done a great job,” Cappella said. “It’s probably one of the most extensive collections of classic Porsche’s that I’ve seen in one room. For us at Porsche Canada, the display at the Canadian International AutoShow is sort of our kickoff. We’re going to start releasing more and more information on the various activities we’re going to be partaking in Canada.”

Cappella said the collection will also feature the <a href="https://www.wheels.ca/reviews/2023-porsche-taycan-first-drive">Taycan GTS Sport Turismo</a>, the brand’s first fully-electric car, to show where Porsche began and where it has evolved.

It’s an exciting time for the 47-year-old, Toronto-born John Cappella, who was appointed as Porsche Cars Canada’s President in September. He has been with the company since May 2011, most recently in the U.S.

“I’ve been very fortunate with Porsche,” Cappella said. “I’ve had more than a 10-year career with Porsche and I’ve had a lot of great jobs. So being back in Canada when we’re about to kick of the 75-year anniversary and the 60-year anniversary for the 911, I’m a very lucky guy. There’s a lot of exciting things in the marketplace right now, in the industry, there’s a lot of developments and changes, so it’s absolutely exciting.”

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