acura integra type s proto main

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)

<strong>TOCHIGI, JAPAN</strong> - The launch of the new Acura Integra garnered mixed reactions. On one hand, many were glad to see the revival of one of the marque’s most popular models from the ‘90s. Others weren’t so kind. With criticism hurled towards the styling, lack of power, and the 5-door-only body style, the faithful were not happy with the drastic changes to the new model.

Even when journalists (myself included) drew mostly positive impressions <a href="https://www.wheels.ca/reviews/review-2023-acura-integra-a-spec-mt">after driving it</a>, some were not convinced. Once again, citing styling, and the lack of power as being the biggest disappointments. The price and the fact that a manual transmission is only available on the most expensive trim didn’t help.

So if you were one of those that believed the new Acura Integra was underpowered we don’t exactly blame you. With just 200 hp from a turbocharged 4-cylinder, it’s down significantly when compared to the likes of the VW Golf GTI or the <a href="https://www.wheels.ca/reviews/2022-subaru-wrx-review">Subaru WRX</a>.

But Acura has more in store for the Integra with an upcoming Type S version in the works. So for those that wanted more power, not to worry, it’s coming.

<img class="aligncenter wp-image-173448 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Integra_Type-S_Proto_KD03-scaled.jpg" alt="acura integra type s prototype" width="2560" height="1704" />

I don’t have a whole lot of details to share mainly because we weren’t provided with any, but I did drive a camouflaged prototype of the Acura Integra Type S on Honda’s high-speed oval behind their sprawling R&amp;D facility in Tochigi.

We already know what the Integra looks like but the camo wrap was hiding what looked like a new set of rocker panels, revised bumpers with much larger openings in the front, and possibly a different grille. The easiest thing to spot was the Civic Type R-like triple exhaust. And from the pictures it might even be wearing wider fenders.

Even before we could see the Type S, we could hear it approach. Honda says that they tuned the car to be even louder than the new <a href="https://www.wheels.ca/reviews/2023-honda-civic-type-r-first-drive-review">Civic Type R</a>. I believe them. The Civic is certainly louder than it was before but it still lacks the theatrics we’ve come to expect from some performance cars today.

<img class="aligncenter size-full wp-image-173452" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Integra-Type-S_Tochigi-Testing_001-scaled.jpg" alt="acura integra type s prototype" width="2560" height="1710" />

In comparison, the Acura Integra Type S exhaust is all drama. It’s throaty, loud, and boisterous, with plenty of pops if that’s what you’re into. It had to be the loudest factory exhaust I’ve ever heard on a Honda or Acura product, and this was fully intentional.

By now, it’s no surprise that the Type S uses the powertrain from the Civic Type R but it will make slightly less power. In this case, the 2-litre turbocharged 4-cylinder is tuned to make about 300 ps, which converts to 296 hp. Although final figures might change, nearly 100 hp more than what you get from a base Integra is like adding a <a href="https://www.wheels.ca/reviews/base-camp-2023-mitsubishi-mirage-es">Mitsubishi Mirage</a> under the hood plus 20 more horses. The gearbox also feels very much like the unit in the <a href="https://www.wheels.ca/reviews/2023-honda-civic-type-r-first-drive-review">Civic Type R</a> I drove last month, with short beautifully weighted throws.

<img class="aligncenter size-full wp-image-173449" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Integra-Type-S_Prototype_Profile-scaled.jpg" alt="acura integra type s prototype" width="2560" height="1703" />

Our drive time amounted to only a couple of laps, but we were fortunate for the opportunity to experience it on Honda’s own testing grounds. Speed picks up quickly, and the power comes on strong through third and fourth gear. The car was electronically limited (for our test) to 200 km/h but it was enough to feel its rock-solid stability at that speed. The oval was banked in the outer lanes and it was a strange gravity-defying sensation, but the Type S remained velcroed to the tarmac. In “Sport plus” mode the steering was firm and precise, similar again to the Civic. Mechanical grip was high, a combination of the stiffer suspension and sticky Michelin Pilot Sport tires. Once at 200 km/h, I kept my foot buried. There was no reason to slow for the corners.

It’s louder than the Civic Type R but at 200 km/h synthesized exhaust from the speakers (or what sounded like it) was all I could hear. Wind noise at speeds double our highway limit was surprisingly low.

Nothing jumped out at me about the interior, it was standard Integra fare from what I could see, and that’s no bad thing. The seats felt more supportive but the glass smooth track meant I couldn’t tell you if it rode any softer than the Civic Type R, which I assume it will.

<img class="aligncenter wp-image-173447 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Integra_Type-S_Proto_KD05-scaled.jpg" alt="acura integra type s prototype" width="2560" height="1704" />

Internally Honda positions the Civic Type R as the more serious, nerdy car. The one that should be taken to a track on a regular basis. The Integra Type S is the emotional one, you can tell that just from the exhaust. While it is track worthy, its focus is performance on the street.

With little else to go on at the moment, we are eagerly awaiting an official reveal and some real specs. And hopefully, a price that’s within reason.

But from our quick stint behind the wheel, we have something good to look forward to.

2024 Acura Integra Type S Prototype First Drive Review

wrx vs wrx main image

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.

It has bulky plastic fender flares, a CVT, the engine from a three-row crossover, and just six horses more than the car made a decade ago. Can the 2022 Subaru WRX really stand up to the legends that wear its name? We've brought a widebody WRX hatch from 2012 along to find out.

Let's start with the latest WRX. Built on Subaru's latest and greatest platform, it's an impressively rigid place to start. To those bones, Subaru adds what it calls a "track-tuned" suspension, which is a bit of an odd choice for what has always been a rally car. It still has Subaru's typical long travel for those dampers, of course, but it's a big change.

Under the hood is a version of the company's 2.4L boxer four. The turbocharged engine makes 271 hp and it makes 258 lb-ft of torque. Importantly, it makes all of that torque from 2,000 all the way to 5,200 rpm. Thankfully, Subaru has made sure that the car has a manual transmission standard. The alternative is a CVT, optimistically called "Subaru Performance Transmission."

<img class="aligncenter size-full wp-image-172691" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/wrxsquared-20-of-33.jpg" alt="Subaru WRX" width="2500" height="1667" />

<img class="aligncenter size-full wp-image-172686" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/wrxsquared-1-of-33.jpg" alt="Subaru WRX" width="2500" height="1667" />

The chassis and engine are a massive change versus the WRX of 10 years ago. The old one is based on the 2008 Impreza and by modern standards is the structural equivalent of microwave-reheated poutine. Everything is a bit of a mess, though you can still tell it would have been pretty tasty when it was fresh. Still, the flared fenders and hatchback body look wonderful, the only thing missing is gold wheels.

Under the gaping hood scoop of the old car is Subaru's EJ255 engine. Used in the WRX for years, it makes 265 hp and 244 lb-ft of torque, and has a lovely reputation for cracking the ring lands in cylinder four.

A little bit about this 2012 WRX, which is my own car. Bought just a few months ago, a summer of injuries and a notoriously stiff clutch mean that my first time getting to really drive it was for this test. So while the 140,000 km (never been vaped in) two-owner car is mine, I don't have a long-held attachment to it.

Some housekeeping as well, going forward I'm going to mostly use Subaru's chassis codes. 2012 is the GR WRX, 2022 is the VB WRX. Hopefully that makes it easier.
<h3><strong>Powertrain</strong></h3>
Turning a key feels archaic in 2022, but with that simple twist the GR WRX comes to life with a gentle burble from the exhaust. Or an irritating drone, depending on your feelings about Subaru's boxer engines.

The VB fires with the push of a button, and comes with a much louder exhaust note. It's a bit much, frankly, especially when you're loping around the subdivision at 2,000 rpm. The drone is less than pleasant, though it sounds much better at speed.

Finding reverse in the mess that is the GR's shift gate is always a challenge. Finding any gear can be tough, and while it's an aftermarket upgrade away from improvement, that's not what this is about. The 2022's gearshift is much more precise and a lot more enjoyable to use. Or at least I didn't end up in the wrong gear, stalling out instead of backing up.

<img class="aligncenter size-full wp-image-172690" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/wrxsquared-33-of-33.jpg" alt="Subaru WRX" width="2500" height="1667" />

<img class="aligncenter size-full wp-image-172704" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/wrxsquared-18-of-33.jpg" alt="Subaru WRX" width="2500" height="1667" />

The new engine is a wonder against the old. The GR's 2.5L turbo is miserable below 2,500 rpm no matter the gear. Bucking and bogging, I end up in third or even second gear at 50 km/h to avoid it. The new 2.4 is fine down to 2,000 rpm, and while it's not quite happy under that, it doesn't feel like it's about to revolt because you're not wringing its neck.

But that's part of the character of the old 2.5, and it's a big part of the drive. Like how the 2.5 will run happily all the way to a 6,500 rpm redline, scrambling and doing its best impersonation of a light aircraft all the way.

Combine that with the short ratios of the VB's six-speed and you have two very different powertrains. The GR's 2.5 might not like dropping below 2,500 rpm, but its five long gears let you really wind out each cog. Second gear especially (to keep things under the limit) lets you feel the turbo torque launch you forward, relieved by a satisfying squish from the wastegate when you finally shift gears. The 2022's 2.4, in comparison revs to just 6,000 rpm. You're constantly swapping cogs to keep the car moving, making the new car feel much more frantic. It's a mood in town, but it is a lot of fun on a twisty back road.
<h3><strong>Ride and Handling</strong></h3>
It's clear both cars had their suspensions tuned by teams using the same playbook. Long travel but stiff damping lets both eat up bumps in the usual Subaru way. The older car has much more body roll, and the extra chassis flex before the suspension can get to work is obvious. It rattles a lot more, too, but that's not a surprise. The newer car is much more punishing on bad pavement, though at least a little bit of that can be marked down to the thin sidewalls on the 18-inch wheel and tire package. The old car has a bit more cushion from its 17s.

Steering and brakes are both worlds apart. The GR WRX, the older one, has old-fashioned hydraulic power steering, but it's extremely overboosted. No feel on centre, though the front tires still respond instantly to your commands. It's vague (through the wheel) and darty (through the tires) at the same time. When you really start to hustle, it grows more reassuring, but there's always that uneasy feeling around the middle mark.

<img class="aligncenter size-full wp-image-172696" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/wrxsquared-26-of-33.jpg" alt="Subaru WRX" width="2500" height="1667" />

<img class="aligncenter size-full wp-image-172712" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/wrxsquared-11-of-33.jpg" alt="Subaru WRX" width="2500" height="1667" />

The new car might have a more artificial feel thanks to its electric power assist, but there is nothing vague about it. The movement and feel at the wheel matches what's happening at the rubber. Since you don't need to learn to trust it - faith is immediate - it's a better and easier drive.

Likewise the brakes, which feel firm and confident even with repeated stops. The GR WRX's brakes are soft and spongy, requiring loads of pedal travel to build pressure. Enough that while I had them checked out recently I might be headed back to the shop to be sure.
<h3><strong>Features (dog fur not included)</strong></h3>
I'm going to skip over most of the cabin. The 2012 WRX feels like an economy car from 2008 because that's what it is. It does have Bluetooth, though it doesn't work well, and an aux jack. The new car has a screen bigger than an iPad, which didn't exist yet when the old model arrived at dealers. It also has suede bucket seats that are a bit too heavily bolstered for me. The leather chairs of the old car are a bit more comfortable, though that could be from a decade of butts in seats.

<img class="aligncenter size-full wp-image-172682" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/2012-subaru-wrx-interior.jpg" alt="Subaru WRX" width="2500" height="1667" />

<img class="aligncenter size-full wp-image-172684" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/2022-subaru-wrx-interior.jpg" alt="Subaru WRX" width="2500" height="1667" />

The 2012 is also full of a mix of Husky (previous owner) and Dalmatian (mine) fur, which will likely never come out of the black carpet. The 2022 model is conspicuously lacking in dog hair. Plus the old car is a hatch, and that's worth about 100 points in any comparison.
<h3><strong>Verdict</strong></h3>
So after firing both of these rally missiles down one of my favourite long loops of back road, is the older car better than the new? I love revving out the engine and the squishy way the car responds to the steering, but the low-rev behaviour of the new car, its much better gearshift, and steering that does exactly what you ask are all extremely appealing.

Though forums might cry otherwise, the 2022 Subaru WRX, plastic cladding and all, is very much still a WRX. Enough that you shouldn't be surprised if you see a 2012 WRX in World Rally Blue with a for sale sign in the windshield and a space for a 2022 in my driveway.

<strong>2012 Subaru WRX</strong>

BODY STYLE: five door hatchback
DRIVE METHOD: front-engine, all-wheel-drive, five-speed manual
ENGINE: 2.5-litre turbocharged flat-four; 265 hp @ 6,000 rpm, 244 lb-ft @ 4,000 rpm
FUEL ECONOMY: (Premium 91+) 11.1 / 8.0 L/100 km city / highway
CARGO VOLUME: 538 litres behind rear seats 1,257 with seats folded
PRICE: (2012) $32,495 base, $36,395 as tested (Limited Package) plus destination, taxes and fees

<strong>2022 Subaru WRX</strong>

BODY STYLE: five door hatchback
DRIVE METHOD: front-engine, all-wheel-drive, six-speed manual
ENGINE: 2.4-litre turbocharged flat-four; 271 hp @ 5,600 rpm, 258 lb-ft @ 2,000 rpm
FUEL ECONOMY: (Premium 91+) 12.3 / 9.0 L/100 km city / highway
CARGO VOLUME: 354 litres
PRICE: $30,995 base, $39,295 as tested (Sport-Tech) plus destination, taxes and fees

Head to Head: 2022 Subaru WRX vs 2012 Subaru WRX

2022 Subaru WRX_front 3-4 profile

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.

I realize and accept that electrification is the future of the auto industry. We’re crossing the Rubicon and we’re not turning back. It’s not a matter of ‘if’ anymore, but when.

Having driven a bunch of EVs over the past year, I mostly welcome their growing numbers. Their benefits are obvious, and I’m convinced the teething problems (range, cost, charging infrastructure) associated with their mass adoption will be solved in time.

But, as I was reminded in Kingston last week, sometimes there’s no substitute for a rip-snortin’, turbocharged, AWD gravel-tosser that runs on dead dinosaur juice. If you just want to feel alive, these cars are the true magic elixir. This is what I felt while flinging the 2022 WRX over what some referred to as ‘soft roads’ (dirt, gravel and mud) in the hinterland north of Kingston. But I’ll get to that.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/IMG_E8412.jpg"><img class="alignnone size-full wp-image-169198" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/IMG_E8412.jpg" alt="2022 Subaru WRX" width="1920" height="1080" /></a>

First, here’s what you need to know about the 2022 WRX.

I’ll begin by confirming that the range topping STI is dead. When I reviewed the outgoing <a href="https://www.wheels.ca/vehicle-reviews/review-2021-subaru-wrx-sti">2021 STI last fall</a> I was convinced a next-gen model was coming, but it was not to be.

Why? Electrification. A Subaru Canada rep told me in Kingston that the STI nameplate isn’t necessarily dead, but a purely gas-powered version is. Does this mean an STI EV is in our future? Maybe.

As for the present, the 2022 WRX is the second stand-alone generation and fifth gen overall if the Impreza-based models are included. Unlike the previous model, the new VB gen is built on the Subaru Global Platform.

The new car benefits from platform enhancements that have produced the stiffest and strongest body structure to date. Torsional rigidity for the 2022 WRX is up 28 percent compared to the outgoing VA model, while front lateral flexural rigidity is up 14 percent. The ’22 also benefits from the use of more structural adhesive and cross-section foam for reduced cabin noise.

Suspension changes include revised geometry for better handling on rough roads. Elsewhere, the rear stabilizer is mounted directly to the body for better stability and ride comfort, with reduced body roll, noise, vibration, and harshness.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-Subaru-WRX_engine-compartment.jpg"><img class="alignnone size-full wp-image-169193" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-Subaru-WRX_engine-compartment.jpg" alt="2022 Subaru WRX" width="1920" height="1080" /></a>

As for the engine, the 2.0-litre turbocharged horizontally opposed four-cylinder has been replaced by a bigger 2.4-litre turbocharged horizontally opposed four-cylinder, but overall output hasn’t changed much. The 2.4 provides a small bump to 271 horsepower (up from 268), while torque remains the same at 258 lb-ft. Subaru claims a flatter torque curve for the 2.4 but based on their own data, peak torque arrives at the same point (2,000 rpm) in the rev range for both engines and has the same top-end figure (5,200 rpm).

In terms of transmissions, there are two: a six-speed manual with improved gear machining and optimized ratios, and a new CVT known as the Subaru Performance Transmission (SPT). The SPT offers variable torque distribution through the centre differential, shifting the front / rear torque split from 45 / 55 in normal conditions to 50 / 50 in bad weather or when road conditions deteriorate. Subaru also claims the SPT has 30 percent faster upshifts and 50 percent faster downshifts than the old CVT.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-Subaru-WRX_side-profile-1.jpg"><img class="alignnone size-full wp-image-169208" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-Subaru-WRX_side-profile-1.jpg" alt="2022 Subaru WRX" width="1920" height="1080" /></a>

From a design standpoint, the WRX bears a strong resemblance to the VIZIV Performance Concept Subaru unveiled in 2017. The production car’s shape isn’t quite as sleek and dramatic as the concept, but some elements, such as the front grille / headlight / air intake design, are like those of the concept.

On the inside, the new WRX sports a revised interior with more shoulder room between occupants in both front and rear seats, along with a redesigned centre console and a new infotainment system.

As for spaciousness and comfort, the longer wheelbase (+25 mm), has created more space for rear seat passengers while redesigned seats deliver better comfort for both normal and performance driving situations. The multimedia system has also been overhauled, with an 11.6-inch vertical display found in other Subarus now available as an option for the WRX. The standard set-up is a dual seven-inch display with wired Apple CarPlay and Android Auto standard on both systems.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-Subaru-WRX_dashboard_centre-console.jpg"><img class="alignnone size-full wp-image-169195" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-Subaru-WRX_dashboard_centre-console.jpg" alt="2022 Subaru WRX" width="1920" height="1080" /></a>

With that out of the way, it’s time to answer the most important question— what is the WRX like to drive?

It’s an absolute blast.

The drive route Subaru took our assembled group of auto journos on featured a lot of rough, two-lane country roads (several of which are in desperate need of repair) and undulating dirt and gravel roads.

I’ll cut to the chase – this car is made for the loose stuff. But it’s fine on tarmac, too – rotates nicely through corners, with responsive steering, positive weight balance and good mid-range acceleration thanks to lots of useable torque—what you’d expect from a WRX, in other words.

But it’s a whole other game once you turn off bumpy county asphalt and onto a combination of loose gravel and hard-packed dirt and mud. These “soft-roads” is where, if you’re not careful, you’ll start thinking you’re in a rally stage in a WRC event!

I resisted the urge to go full Colin McRae but did manage to swing the rear out a few times while taking a few sweeping turns and matting the throttle after a brief stop or two before gathering it back up. In this environment, which included blasting through a few large puddles because it rained heavily during the drive, the WRX delivers the most joy.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/IMG_E8408.jpg"><img class="alignnone size-full wp-image-169199" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/IMG_E8408.jpg" alt="2022 Subaru WRX" width="1920" height="1080" /></a>

The exhaust penetrates the cabin just enough, the supportive seats hold the driver just right, and the clutch and shifter make precision up or downshifting a breeze. Honestly, most of the dirt roads were set it and forget it in third gear, so I didn’t need to shift all that much, but it worked well when I did. As for traction on loose surfaces in wet conditions, my tester’s grip level felt consistently good throughout. Certainly, trouble awaits if pushed too hard, but if one drives to the conditions, the WRX’s handling is secure.

So that’s the manual. I also drove a SPT-equipped model in a short 30-minute loop around Kingston. The car felt quick, and the transmission is more responsive than other Subaru CVTs I’ve experienced.

The 2022 WRX is an impressive machine. It’s not much more powerful than its predecessor, nor does its looks set one’s heart ablaze, and there’s no STI. But taken together, the many improvements Subaru have made make for a more compelling package overall, and with a pricing structure that’s still a performance car bargain.

Bottom line, this is likely the last pure gas-powered WRX. We should enjoy it while it lasts.
<p class="p1"><strong><em><span class="s1">The writer attended this media drive as a guest of the automaker. Content and vehicle evaluations were not subject to approval.</span></em></strong></p>
<strong>2022 Subaru WRX</strong>

<strong>BODY STYLE:</strong> compact performance sedan
<strong>DRIVE METHOD:</strong> Front-engine, all-wheel-drive, 6-speed manual / Subaru Performance Transmission (CVT)
<strong>ENGINE:</strong><strong> </strong>2.4-litre turbocharged horizontally opposed four-cylinder (271 hp / 258 lb-ft.)
<strong>FUEL ECONOMY:</strong><strong> </strong>(Premium 91+) 12.3 / 9.0 / 10.8 L / 100 km city / highway / combined (6-speed manual)
<strong>CARGO VOLUME:</strong><strong> </strong>354 litres (12.5 cu ft.) <strong>
PRICE:</strong><strong> </strong>$30,995 base, excluding freight and taxes
<strong>WEBSITE: </strong><a href="http://www.subaru.ca">www.subaru.ca</a>

2022 Subaru WRX First Drive

2022-Nissan-Sentra-Cup-1

Stephanie Wallcraft is a multiple award-winning automotive and motorsport journalist, and she is also a parent who daily navigates living and driving in Canada's largest city. Stephanie is a member of the Automobile Journalists Association of Canada.

As I press down on the throttle, my leg is shaking.

I’m nervous. It’s been some time since I last felt this sensation, for a few reasons.

One is that I haven’t done any driving on a racetrack since before the pandemic, and I feel woefully out of practice.

Another is that the car that’s underneath me is exciting — more so, I think, than I truly expected.

This is the car that competes in the Nissan Sentra Cup, the successor series to the Nissan Micra Cup, which was discontinued at the end of the 2020 season along with the cheap and cheerful little subcompact car from which it took its name. The Nissan Sentra Cup was launched last year and ran for a full season in 2021, although it did so with far less fanfare than usual thanks to pandemic restrictions and a lack of fans in the stands.

With those restrictions lifting, the 2022 season is full speed ahead. This means Nissan is ramping up a full-scale campaign, from these media drives to the free race tickets and participation in parade laps that will be offered to Sentra owners.

This is how I find myself sitting beside Valérie Limoges, Sentra Cup race winner at the 2021 Grand Prix de Troix-Rivières, turning laps under her guidance on the driver development track at Canadian Tire Motorsport Park.

A few years ago, I lapped this same track in the Micra Cup car, in very similar conditions. At the time, I remember thinking I wasn’t cut out for racing. With 109 hp and 107 lb-ft of torque from its 1.6-litre four-cylinder engine, I felt it should have been a breeze to drive. But as enjoyable as it was — track days are almost always fun, provided they don’t end with repair bills — the car felt imbalanced, and I was inclined to constantly second-guess myself. I’m very passionate about motorsport, but I’m the furthest thing from a professional racer, so I assumed this was entirely on me.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Nissan-Sentra-Cup-2-scaled.jpg"><img class="alignnone size-full wp-image-168459" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Nissan-Sentra-Cup-2-scaled.jpg" alt="Nissan Sentra Cup Car experience" width="2560" height="1920" /></a>

Fast forward, and I find myself driving the Sentra Cup car and second-guessing this assessment. Granted, it’s possible I’m a better driver with several more years of experience under my belt. But I’m convinced the car also has a lot to do with it. Based on the Sentra S, its 2.0-litre four-cylinder engine producing 149 hp and 146 lb-ft of torque at 4,000 rpm is the same as the one found in every Sentra at your local dealership, and the six-speed manual transmission is the same one that’s standard in the S trim.

For racing, the Sentra Cup car gets a fully custom coil-over suspension designed by Nissan partner Motorsports in Action, based in Saint-Eustache, Quebec. It also gets upgraded front brake rotors and calipers from the Z parts bin, and the rear brakes are upgraded from the drums that are standard in the S and replaced with the rear disc brakes included in higher trims. This is on top of numerous other upgrades such as Pirelli P-Zero slick racing tires, a stripped interior for weight savings, a roll cage for crash protection, a racing seat and five-point belt system, fire suppression, and other changes.

&nbsp;

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Nissan-Sentra-Cup-3-scaled.jpg"><img class="alignnone size-full wp-image-168460" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Nissan-Sentra-Cup-3-scaled.jpg" alt="Nissan Sentra Cup Car experience" width="2560" height="1920" /></a>

Within a handful of turns in the Sentra Cup car, I’m already feeling more confident than I ever did in the race Micra. Every aspect of every corner, from later braking to sharper turn-in, significantly reduced body roll at the apex, and stable grip through to corner exit, feels more predictable and planted. When I turn the wheel and keep my eyes scanning the track ahead, I know exactly where I’m going to end up. And it’s that confidence that lets me feel free to explore the limits both of the car and of myself as a driver. It’s approachable, if that’s a word that makes any sense to refer to a car you’re supposed to run on its very edge. In a race car, these attributes are ideal — exciting enough, in fact, to make my legs shake.

This experience affirms for me a point that several Nissan Sentra Cup drivers made during the 2021 season: this is a serious race car that’s not playing games. The Micra was fun, to be sure: seeing a couple dozen cars buzz up to the start-finish line of every race like bumblebees was great entertainment. But the Sentra Cup car deserves to be taken seriously, and the series is the entry point into motorsport Canada needs. It’s confidence-inspiring, the standard of competition in the series is excellent, and at $41,000 for a turnkey race car, it’s a relatively affordable training ground for racers who are taking a serious look at exploring the sport.

The season starts this weekend at Victoria Day SpeedFest at Canadian Tire Motorsport Park near Bowmanville, Ont., and stops at the F1 Canadian Grand Prix in Montreal, Circuit Mont-Tremblant, the Grand Prix de Trois-Rivières, and again at CTMP on Labour Day before wrapping up at Tremblant in late September. Now that spectators can return, be sure to make plans to attend, especially if you’re a Sentra owner and can receive the VIP treatment. It’s sure to be a great season of racing.

We drive the Nissan Sentra Cup Car and find a race car ready to be taken seriously

wh-WhyLove-Golf-Main-May14

Renée S. Suen is a Toronto-based lifestyle writer and photographer. Specializing in restaurants and travel, her works have appeared in a variety of local, national, and international print and digital outlets. Between searching the world for memorable tastes and the stories behind the plate, she’s on the constant lookout for great people who have fascinating stories about why they love their vehicles.

Rob Simpson is a car enthusiast who has a long history with Volkswagen. In the last six decades, he has owned 16 vehicles, with the majority being by the German automaker.

It started in 1969, when he purchases an era-friendly yellow Beetle with a hand-cranked sunroof for $2,100. While he bought a Porsche 914 in 1973 – it was through a Volkswagen dealership – he was soon back with the automaker when he purchased a Super Beetle, followed by a 1977 Golf and a 1981 Scirocco.

While marriage and two children placed his friendship with VW on hold – he wanted a family-friendly vehicle – he rekindled their relationship in 2017. Attracted by the positive reviews, he bought a Golf R.

Last May, Simpson ordered a new 2022 Volkswagen Golf R through Georgetown Volkswagen. With supply chain issues, when he went to pick it up from the dealership in early December, his Golf was the only car on the lot. Simpson tells us why he loves his vehicle.

“From the moment I got my license I’ve been entranced with cars and how they handle,” said Simpson, who lives in Guelph. “My first car was one that I could afford. It was a Beetle. As soon as I was making money, I bought a Porsche 914. It was a mid-engine car, and its handling was amazing. But it cost $7,500 in 1973, which was $300 more than my annual salary. But it fulfilled my passion for a vehicle that was all about balanced handling.

“I ended up selling the 914 when I decided to go back to school. I couldn't afford to keep it. But it stayed with me as a sort of dream car and the epitome of handling.

“I always liked Volkswagens. In 2017, my wife and I were trying to decide between a GTI and the R at the dealership. We took the GTI out first and thought it was nice, but then we tried the R. It was head and shoulders above in terms of the feel, and the responsivity was just amazing. It was love at first sight. I came to think of it as the ideal combination of everything that I valued: Its handling, its performance, and it had a nice restrained and understated exterior.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/wh-WhyLove-Golf-Interior-May14-scaled.jpg"><img class="alignnone size-full wp-image-168279" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/wh-WhyLove-Golf-Interior-May14-scaled.jpg" alt="2022 Volkswagen Golf R" width="2560" height="1707" /></a>

“It had seating for five and a hatch, which was tremendously functional for everyday living. It had four-wheel drive. From my perspective, it ticked off every box of what in I would want in a car. None of the others had the perfect combination. The R is by far the best all-around car I’ve owned, with zero meaningful weaknesses or deficiencies – other than the lack of a heated steering wheel,” Simpson said.

“The 2022 model promised another 25 horsepower and even greater levels of refinement, including an all-digital dash, more finely tuned suspension, air-conditioned front seats and the previously overlooked heated steering wheel. This car feels even tighter and more dialed-in than its predecessor and offers the most gratifying drive imaginable.”

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/wh-WhyLove-Golf-Exhaust-May14-scaled.jpg"><img class="alignnone size-full wp-image-168280" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/wh-WhyLove-Golf-Exhaust-May14-scaled.jpg" alt="2022 Volkswagen Golf R" width="2560" height="1707" /></a>

“It’s certainly a driver's car,” said Simpson. “My wife and I want to drive up to Red Lake in the summer or fall when the leaves change colour. There’s a route where you go up to Sudbury and then take the Trans Canada Highway along Lake Superior. It’s one of the most beautiful drives and parts of the road are very hilly and twisty, which the R will handle so smoothly. It’s a dream trip, and we’re going to do it.”

<strong>A CLOSER LOOK:</strong> 2022 Volkswagen Golf R

<strong>Confident handling</strong>

“I really like the handling. It’s got a tremendous, button-down feeling, like you're planted firmly on the road. There's a relatively low center of gravity; you constantly feel the responsivity of the steering and its ability to accelerate so quickly and so easily,” said Simpson. “You feel a lot more confident passing because you know that you can accelerate as quickly as you need to in the situation. But other than that, it’s about driving those hilly, windy country roads. You can imagine that you’re driving in a rally.”

<strong>Comfortable seating</strong>

“I’m very particular about seating comfort,” said Simpson. “Mostly it's lumbar support that I find troublesome. The seating in this car is just to die for. It’s got a glove-like fit that you can configure and includes enough length in the seat to support your thighs and an ability to raise the height so you can see comfortably over the dash. I mean, what do you do in a car other than sit? And some automakers pay so little attention to that basic function. Volkswagen has nailed it in this seat.”

<strong>New features</strong>

“There are innovations that I didn't think I'd like with the 2022. I thought the heads-up display would be really distracting, but now it’s my go-to for determining the speed or navigation,” he said. “I don’t have to take my eyes off the road. I really like that. On the other side, they've gone overboard with the digital displays. It’s like they’re offering you way more than anyone would realistically want. They’re just an unused resource, from my point of view.”

<strong>THE SPECS</strong>
<ul>
 	<li><strong> BODY STYLE:</strong> Compact hatchback</li>
 	<li><strong> DRIVE METHOD:</strong> AWD</li>
 	<li><strong> ENGINE:</strong> 2.0-L turbocharged inline-4, 315-hp; 280 lb.-ft. torque</li>
 	<li><strong> FUEL ECONOMY (CITY/HIGHWAY):</strong> 11.8/8.3 litres per 100 kms</li>
 	<li><strong> CARGO VOLUME:</strong> 564-977 litres</li>
 	<li><strong> PRICE:</strong> Starting at $45,995</li>
 	<li><strong> WEBSITE:</strong> <a href="http://www.vw.ca">vw.ca</a></li>
</ul>
<em>This article was edited for space and clarity. To be featured in Why I Love My Vehicle?, email us at wheels@thestar.ca. Renée S. Suen is a Toronto-based lifestyle writer and photographer. Follow her on Twitter: @rssuen. </em>

Why I Love My Vehicle: 2022 Volkswagen Golf R

Electrified power, legendary 4x4 capability and commanding perfo

For Jeepers, Easter means one thing. No, not an egg hunt, it means that it's time for the Easter Jeep Safari and this year's crop of super-cool concepts from Jeep's off-road-focused engineers. The 2022 crop of Easter Jeep Safari concepts may not have been as wild or as retro-amazing as in past years, but there is still plenty to check out and plenty that might actually make it to production.
<h3>Magneto Two</h3>
<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/Jeep-magneto-2.jpg"><img class="alignnone wp-image-167187 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/Jeep-magneto-2.jpg" alt="Jeep Magneto 2 concept" width="2500" height="1667" /></a>

The best of the concepts was Magneto 2.0. Jeep took last year's Magneto EV concept and turned the volume up to 11. 625 hp from a custom electric motor, 850 lb-ft of torque, and a six-speed taken from a Hellcat before getting beefed for even more strength. This time, Magneto gets one-pedal driving, even when you're crawling up and down boulders, making it much more drivable than any gas Wrangler.

Thanks to the electric motors - that need Dynatrac 60 and 80 Pro-Rock axles - you can start off without the clutch. And you can start off in any gear. Jeep stretched the wheelbase to fit more battery cells and powertrain components, but this one isn't about range it is a testbed for Jeep's engineers to learn how to off-road an EV. When it's not rock crawling, it can hit 100 km/h in under 3 seconds despite wearing massive 40-inch off-road tires.
<h3>Jeep Gladiator Bob Concept</h3>
<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/jeep-gladiator-Bob.jpg"><img class="alignnone wp-image-167186 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/jeep-gladiator-Bob.jpg" alt="jeep gladiator bob" width="2500" height="1667" /></a>

Bob takes a Gladiator Rubicon and then bobs its tail. Cutting a foot off from behind the axles makes the pickup slightly more maneuverable on tight trails but also maintains much of the truck's cargo space. New bumpers give it even better approach and departure angles, as does a 3-inch lift.

Jeep has removed the B-Pillars, so there's no place to even try attaching doors. Combined with the cool stretched top, it makes for a very unique Jeep that we can see plenty of owners trying to copy.
<h3>Jeep Birdcage</h3>
<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/jeep-birdcage.jpg"><img class="alignnone wp-image-167184 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/jeep-birdcage.jpg" alt="jeep birdcage" width="2500" height="1667" /></a>

The Birdcage concept is built to show off new flat fender flares that can hold the factory DRLs, making them the first fender flare to meet tire coverage and DRL rules in every state. We're not sure about Canada, but it seems like it should do the same here. The rear lights are also on spacers to meet the rules while offering better off-road protection. It also features a locking trunk that doubles cargo space (and makes it more secure) in the rear.
<h3>Rubicon 20th Anniversary Concept and Jeep '41 Concept</h3>
<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/41-1-scaled.jpg"><img class="alignnone wp-image-167191 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/41-1-scaled.jpg" alt="jeep 41 concept" width="2560" height="1359" /></a>

The Rubicon 20th Anniversary Concept and Jeep '41 Concept are mild rigs that we think could make production as real special editions. The 20AE celebrates 20 years since the first Rubicon model with gold badges, custom half doors, and a slight lift, while the '41 pays tribute to Jeep's roots with an army green matte wrap and canvas top and seats.
<h3>Jeep D-Coder Concept</h3>
<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/dcoder-header-scaled.jpg"><img class="alignnone wp-image-167192 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/dcoder-header-scaled.jpg" alt="jeep dcoder concept" width="2560" height="1498" /></a>

D-Coder is a rolling Mopar and JPP catalogue. All of the red-finished parts come from that book with the paint to highlight them. A scannable QR code on each one takes you to the Mopar catalogue page that shows you the specs and lets you buy the accessories. Get it? You can decode the codes.
<h3>Jeep Grand Cherokee Trailhawk PHEV Concept</h3>
<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/Trailhawk-4xe-2.jpg"><img class="alignnone wp-image-167190 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/Trailhawk-4xe-2.jpg" alt="Jeep trailhawk phev" width="2500" height="1667" /></a>

Jeep's first go at a new Grand Cherokee 4xe concept takes a Trailhawk-spec model and trims the wheel wells to fit larger fenders and 33-inch BFGoodrich tires. Custom paintwork completes the look and will grab attention when it goes out to exercise the air suspension and sway bar disconnects.

No, Jeep hasn't announced any plans for these concepts apart from driving them around EJS 2022. Still, we can dream, can't we?

Jeep's 2022 Easter Safari Concepts Include Bobtail Gladiator, 625 hp Wrangler EV

spyder_2

Norris McDonald is the Editor of Toronto Star Wheels. His columns, blogs and feature stories, particularly about motorsport, are industry-leading. He has received awards and citations for his newspaper work and frequently appears on radio and television. In 2014, he became the first journalist to be inducted into the Canadian Motorsport Hall of Fame.

<strong>EDINBURGH, SCOTLAND</strong>—I went to Scotland, the land of my forefathers, to try out two new 2020 Porsche sports cars — the 718 Spyder and the 718 Cayman GT4 — and the limo driver, an older guy who’d picked us up at the airport, had asked our names.

“McDonald,” I said.

“Keep an eye out for those Campbells, laddie,” he said. “You don’t want to be murdered in your bed, do ya?”

Apparently, something that happened in 1692 (known as the Massacre of Glencoe, where troops led by a commander named Campbell had dispatched a gang of thugs belonging to Clan Donald while they were asleep) remains a subject of mirth in that northern clime. Although my late father, a fan of genealogy who’d traced our family tree back to that century, had drilled that particular bit of history into my head by the time I was four, I really hadn’t paid all that much attention to it since.

“So, what’s <em>your </em>name?” I asked.

“Campbell,” he said, and he laughed so hard I thought he was going to drive off the road.

Now, if we <em>had </em>gone off the road, chances are we would have hit a sheep. They are everywhere in Scotland and in large numbers. Unlike those in North America that stick together for fear of predators, there are no coyotes or wolves to worry about in Scotland, so the animals will occasionally wander off by themselves while grazing. Not much seems to faze them, either; when we stopped our Spyder on the side of the road to take pictures, only a couple were curious enough to even look up while the rest just kept on munching.

Our Porsche test — through the countryside in the 718 Spyder convertible one day and at the Knockhill Racing Circuit the second, where we could really let the 718 Cayman GT4 stretch its legs — was great fun. A thrill at the race track was meeting and talking about Formula One racing with retired Red Bull and Porsche sports-car driver Mark Webber, who is one of the most open and honest racing drivers I’ve ever met. Asked why he retired from F1 when he did, his answer was short and to the point: “I couldn’t do it anymore.” Ask the same question of Mario Andretti these days, and he’ll want to know what time the first practice starts and whether he should bring his helmet. And he’d be serious.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/porsche_gt4_front.jpg"><img class="alignnone size-full wp-image-140920" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/porsche_gt4_front.jpg" alt="718 Spyder and the 718 Cayman GT4 " width="1280" height="819" /></a>

The reason racing is part of this report — other than we tested a car at a racing circuit and talked to Webber, a racer — is because these two new Porsches are for people who like to drive cars, and like to drive them fast. These are not family cars like the 2019 Porsche Macan S that I drove around Newfoundland earlier this year. These are road-hugging, fast-cornering, kick-in-the-pants powerful racing cars.

I have to say that these aren’t racing cars, but they are, if you catch my drift. For people really serious, you can buy a Clubsport package for the GT4 that has a fire extinguisher, a roll bar that can be expanded into a full roll cage and a six-point safety harness that’s compatible with the HANS safety device. So ...

You can drive them on the streets of the city and out in the countryside, enjoying nature as you drive by, but chances are if you buy either one of these machines, you will want to take it to a track one day and turn it loose. You can even buy a model eligible for national and international racing competitions. So, let’s call a spade a spade, shall we?

These two midengine cars are very much alike. The Cayman GT4 is slightly longer than the Spyder at 4,456 mm (the Spyder comes in at 4,430 mm), but the wheelbase on both is the same: 2,484 mm. The width, including then exterior mirrors is the same — 1,994 mm — while front and rear track widths are also the same: 1,538 mm and 1,534 mm.

They both boast a 4.0 L six-cylinder normally aspirated boxer engine, driven by a six-speed manual transmission. That motor, which generates 414 horsepower and 309 lb.-ft. of torque when revving between 5,000 and 6,800 rpm (both these cars sound wonderful, by the way) is a member of the same family as the turbo engines that are currently in the 911 Carreras. Both cars (each weighs 1,420 kilograms) can go from zero to 100 km/h in 4.4 seconds with the Spyder reaching a top speed of 301 km/h and the Cayman GT4 topping out at 304.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/high_718_cayman_gt4_2019_porsche_ag.jpg"><img class="alignnone size-full wp-image-140922" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/high_718_cayman_gt4_2019_porsche_ag.jpg" alt="718 Spyder and the 718 Cayman GT4 " width="1280" height="962" /></a>

But, conservation is also top of mind with Porsche — the automaker has an electric car coming out soon and already produces hybrids — and its adaptive cylinder control reduces fuel consumption. Adaptive cylinder control? That’s when the engine is in part-load operation and the injection process is temporarily interrupted in one of the two cylinder banks. In addition, Piezo injectors (which control fuel delivery better) are being used in these cars for the first time in a high-revving engine, thus supporting an emissions-friendly combustion process. And, like many other manufacturers, the stop-start function is also on these cars.

(I had a fascinating conversation about future propulsion with Dr. Frank-Steffen Walliser, who’s vice president of product lines for the 911/718 Porsches, and he says a big change is on the horizon. As his first language is not English, I have taken the liberty of smoothing out quotes that I recorded.

(“A big cultural change is coming and we have to be honest: sports cars will be electric sports cars. Yes, I believe that the 911 will be the last to go, but electrification is coming. It will be a fast car and it will handle well but it won’t be the same. Will these cars (the 718 Cayman GT4 and the 718 Spyder) disappear in the next five years? No. Will we have a dual world? Possibly. Whatever, it’ll be different. As long as we don’t try to hang on to the old ways — by using artificial sound, or something — then we’ll be fine.)

(“The sound of the engine is something that will not be there in an electric motor; the sounds will be different — not bad, but different. I just came from Goodwood and I saw the hill climb. There was an electric car and you don’t turn your head because you hear it coming; you see it on the video screen. But the head-turners were the 3.5 L V10s. One thousand rpms going up the hill and It was incredible. But you can’t say one is good and the other bad. They’re just different.”)

Now, cars that stick to the road have to have help other than 20-inch wheels and wide tires. The 718 Cayman GT4 has 50 per cent more downforce than its predecessors because of improved aerodynamics, plus a new single-chamber arch rear silencer that has created space for a functional diffuser. The fixed rear wing helps too, and between the two — the diffuser and the wing (and the fully panelled underbody) — that 50 per cent additional downforce is achieved.

Moving right along, the Spyder is a convertible and can be driven with the soft top on or off. It’s suitable for everyday use in the city, and maybe when it’s raining, but for drives in the country when the sun’s shining and you want the open air because its hot, it can be stowed under the rear deck lid. The Spyder is different than the GT4 in that when the car hits 120 km/h, a rear spoiler pops up automatically.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/718_spyder_2019_porsche_ag-1.jpg"><img class="alignnone size-full wp-image-140923" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/718_spyder_2019_porsche_ag-1.jpg" alt="718 Spyder and the 718 Cayman GT4 " width="1280" height="721" /></a> <a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/718_spyder_2019_porsche_ag.jpg"><img class="alignnone size-full wp-image-140924" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/718_spyder_2019_porsche_ag.jpg" alt="718 Spyder and the 718 Cayman GT4 " width="1280" height="721" /></a>

The Spyder benefits from the high-performance GT chassis of the Cayman GT4. Its lightweight spring-strut front and rear axles make use of racing technologies. When you start talking about this stuff, it’s highly technical, so I am just going to quote from Porsche directly:

“The Porsche Active Suspension damping system with 30 mm lower suspension lowers the centre of gravity and improves lateral dynamics potential. It is specifically designed to use on the race track and makes the handling characteristics of the Cayman GT4 sharper. The Spyder also benefits from this design. The Porsche Stability Management operates with even greater sensitivity and precision but can optionally also be deactivated in two steps. Porsche Torque Vectoring with mechanical rear differential lock further enhances the longitudinal and lateral dynamics and cornering performance.”

Got that? There will be a test.

The high-performance brakes have large aluminum fixed calipers, which are suitable for track driving. Ceramic brakes are available as an option. The Spyder runs on ultra-high performance tires specially adapted by Porsche. They are part of the overall package (shortened gear lever, 360 mm diameter steering wheel) that makes the Cayman GT4 literally fly around the Nurburgring. The lap time around the classic 20.5 km Nordschleife circuit is seven minutes, 28 seconds, which is more than 12 seconds faster than its predecessor.

That might have been the case at the Nurburgring. At the Knockhill circuit — a short, 2.4 kilometre track — I was not setting any speed records (which, incidentally, for a car is 51.521 seconds). The GT4 I was in had bucket seats (sport seating is standard), so after I was buckled in and got going, I was chasing an instructor named Matthius who, via walkie talkie, kept telling me what to do. I, of course, think that I am the reincarnation of Bernd Rosemeyer, so I totally ignored him. Which means I was messing up most of the time. The fact that the track was wet didn’t help matters but Lewis Hamilton I am not, so I was intimidated by the moisture.

As I neared the end of my session, I discovered that with the exception of the hairpin, I could set good lap times by essentially leaving it in third gear, but by the time I got into a rhythm, I was directed off the track and I never got to show what I could really do. But the car felt incredible under me and I hope I get another shot at driving the thing in anger one day.

Saying I was impressed with these cars would be an understatement. These are Porsches, for goodness sakes, and I would expect nothing but the best. The ride is as smooth as silk; there is very little play in the steering, so if you turn the wheel to the right, or left, that’s where you’re going. The trick, when you’re on a straight stretch, is to not move your hands at all. The seats are comfy, the leg room is ample and once you get rolling, you really do hate to stop. If you like lightning under your right foot and glorious thunder in your ears, one of these cars — ah, go ahead; take the two of them — is for you.

Interested? The Spyder and the Cayman GT4 are available to order now. Canadian pricing starts at $110,500 for the Spyder and $113,800 for the Cayman GT4. There are, of course, Porsches for half that amount, but if you're looking for a performance sports car, you can’t go wrong here.

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