2019 Porsche Macan SCosta Mouzouris / Driving DEER LAKE, Nfld. – It really didn’t take long for the Macan to become Porsche’s best-selling vehicle in Canada. In 2017, just three years after its introduction, the Macan outsold the next most popular Porsche, the Cayenne, by more than 80 per cent. In 2018, the Macan was once again Porsche’s best-selling model, finding homes in the driveways of 3,960 Canadians — and outselling the Cayenne once again. In fact, the Macan represents almost half of all new Porsche models sold in Canada. Now this is Porsche, so we’re not talking Honda or Toyota numbers, but any manufacturer that almost doubles its sales figures following the introduction of a single vehicle has certainly done something right. That’s a pretty good reason why for 2019, Porsche made only minor changes to the Macan and its sportier sibling, the Macan S. We’re in Deer Lake, Newfoundland to sample the latter. The Macan S has design elements that give it a family resemblance to Porsche’s mid- and rear-engine sports cars, like its elongated headlights and its bulbous hood. But it is nonetheless an SUV. Slip into the driver’s seat and take it for a drive, though, and there’s no mistaking it for anything but a Porsche. While the base Macan retains the 248-horsepower, 2.0-litre turbocharged four, there’s a new engine powering the Macan S. It’s the same 3.0L V6 that powers the latest Panamera and Cayenne, and it features a “hot V” layout with a single, twin-scroll turbocharger set within the V’ of the engine. This new layout shortens exhaust manifold length, which helps reduce turbo lag to almost nil. Claimed output is 348 horsepower — up 13 compared to the previous twin-turbo V6 — and 354 lb.-ft. of torque, and the Macan S can sprint from zero to 100 km/h in 5.1 seconds. The new engine mates to the same seven-speed dual-clutch gearbox as before, and it drives all four wheels. The Macan S now features full LED exterior lighting as standard, including the headlights, while brighter LED cornering headlights with automatic high-beams are optional. Fog lights are now part of the LED headlights, a change that combines with a new grille to give the appearance of a wider front end. In the rear, an LED light panel stretches across the hatch, bridging the taillights together. Subtle changes continue inside, where a larger 10.9-inch touchscreen replaces the outgoing Macan’s 7.2-inch screen. Heating vents are now splayed horizontally to make room for the new, wider screen. Controlling the Porsche Communication Management (PCM) user interface is done through the touchscreen, or by vocal commands via Porsche’s Voice Pilot. You can also access certain functions via your smart phone using the Porsche Connect and Porsche Car Connect apps. Apple CarPlay is still the only connectivity option in the Macan, so Android users will have to wait for that to change. Online navigation is standard, and an embedded navigation system is optional. The GT steering wheel that greets drivers of the 911 is now optional, and it comes with the Sport Response button when the optional Sport Chrono package is selected — this gives you 20 seconds of enhanced engine response when pushed. The interior, which seats four comfortably, is roomy and surprisingly so for rear passengers. There’s ample headroom in the rear despite the sloping roof, and even with the front seats adjusted for six-footers, there’s enough legroom for even more six footers back there. Changes in the undercarriage include a switch to aluminum front suspension arms, which reduces unsprung weight and improves suspension response, while revised anti-roll bars are said to provide more neutral handling. Brake feel has been improved through the use of a lighter composite brake pedal with revised geometry. Like before, air suspension and torque vectoring are available as options. On the road, the Macan S immediately asserts itself as a sporty SUV. Acceleration is brisk, and the engine pulls with authority throughout its rev range. The following probably comes as no surprise to most Porsche drivers, but the PDK gearbox is a marvel. It exhibits subdued smoothness when shifting in Normal mode, and wakes up with more forceful gear changes in Sport mode. The optional air suspension of my test vehicle is firm in Sport mode and returns excellent road feel, while exhibiting very little body roll through turns. It softens to a comfortable level in Normal mode, while remaining firm enough to allow a quick pace without getting sloppy. The steering wheel is well-weighed and precise, and the Macan S steers sharply enough that you’d think you were driving a sporty coupe. Just 20 years ago, using the words SUV’ and Porsche’ in the same sentence was unthinkable. Now, an SUV is Porsche’s biggest seller. The base Macan is the most affordable new Porsche you can buy, starting at $55,500. But if you want to get closer to the renowned Porsche pedigree with sharp handling, a rich
Origin: First Drive: 2019 Porsche Macan S
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BMW and JLR partner to develop new EV drive tech
BMW and JLR partner to develop new EV drive tech Electric drive development will be shared by Jaguar Land Rover and BMW Group Jaguar Land Rover and BMW have announced that the two manufacturing groups will work together to develop next-generation electric vehicle technology. The partnership will see BMW and JLR work on new electric drive units, with both firms already well established as electric vehicle manufacturers. BMW’s i3/i3s leads its pure-electric portfolio, with Jaguar represented by its I-Pace. In terms of plug-in hybrids, there are a large number of models built by the two groups, including PHEV versions of BMW’s 3 Series, 5 Series, X5, and i8, while JLR has both the Range Rover and Range Rover Sport offered with a plug-in hybrid powertrain. Both companies have plans for further pure-electric and PHEV models in the near future. The power units will be built in-house by each group, but there will be a joint team based in Munich tasked with developing the next generation systems further, plus each group will benefit from improved efficiencies in terms of shared development, production costs, and economies of scale from joint purchasing. Nick Rogers, Jaguar Land Rover Engineering Director added: “We’ve proven we can build world beating electric cars but now we need to scale the technology to support the next generation of Jaguar and Land Rover products. “It was clear from discussions with BMW Group that both companies’ requirements for next generation EDUs to support this transition have significant overlap making for a mutually beneficial collaboration.” Klaus Fröhlich, Member of the Board of Management of BMW AG, Development, said: “The automotive industry is undergoing a steep transformation. We see collaboration as a key for success, also in the field of electrification. “With Jaguar Land Rover, we found a partner whose requirements for the future generation of electric drive units significantly match ours. Together, we have the opportunity to cater more effectively for customer needs by shortening development time and bringing vehicles and state-of-the-art technologies more rapidly to market.”
Origin: BMW and JLR partner to develop new EV drive tech
Uber lowers barrier to drive for those who can’t afford a car
In this photo taken Feb. 25, 2016, an Uber decal is displayed in the their window of the car owned by Steve Linnes, a music teacher in State College, Pa., who is also a part-time Uber driver.Nabil K. Mark Uber is going nationwide across the U.S. with a program that helps those without a car – or the financial means to get one – drive for the ride-hailing giant. Since January, Uber has partnered in California with flexible car-leasing startup Fair to supply vehicles to drivers for a US$185 refundable security deposit. Drivers can then earn that much in credits from Uber if they complete 70 trips a week, which can effectively offset payments owed to Fair. “Uber wants to really find a way to lower the barrier or the hurdle to getting into a car,” Scott Painter, Fair’s founder and chief executive officer, said in a phone interview about the program, which is expanding to 10 major markets across the U.S. “This is designed specifically to attract drivers who may not even have enough credit to get a traditional car loan of any kind.” Uber agreed to sell its subprime-lending unit to Fair in January 2018, which gave the startup access to a pool of drivers that now make up roughly half of the company’s more than 30,000 active users. Initially conceived as a way to help new drivers get started, Uber’s unit formerly known as Xchange Leasing racked up losses and drew criticism for saddling drivers with financial commitments they struggled to meet. Painter said Fair’s model will be less risky because the company is more flexible about allowing drivers to return a car when they want and isn’t requiring them to make a significant financial commitment over a years-long lease. Fair also maintains a digital link to a user’s bank account or credit card. While the company runs a credit check off an applicant’s driver’s license, there’s no traditional financing process needed because Fair maintains ownership of the
Origin: Uber lowers barrier to drive for those who can’t afford a car
First Drive: 2020 Kia Soul
Remember the days when SUVs and crossovers didn’t dominate our roads? It wasn’t that long ago when automakers still sold more regular cars than utility vehicles — and what a time it was, when not every other vehicle on the road was a jacked-up blob-on-wheels wearing body cladding. Instead, we had boxes on wheels. Forget the G-Wagen for a second — just a decade ago, boxes on wheels were in fashion. Nissan had the Cube, Toyota the Scion xB, and the Honda Element still had about two years before peacing-out. The timing couldn’t have been any better for Kia, having just released the Soul, a funky little thing that was a little difficult to define. Is it a hatchback? A crossover? Both? Who knows! Fast forward to 2019, and most boxes-on-wheels are a fading memory — but certainly not the Kia Soul. This year, it enters its third-generation as a 2020 model, an impressive enough feat considering the Honda Element, Nissan Cube and Scion xB are distant memories. It’s easy to see the Soul’s charm: Incredible interior space, respectable driving dynamics, funky styling inside and out, and a bold colour palette — yes, the Soul comes in actual colours. Kia has carved itself a nice little niche with one of the last boxes-on-wheels. In Canada, the Soul comes in one flavour, and one flavour only — a 2.0-litre normally aspirated four-cylinder sends 147 horsepower and 132 lb.-ft. of torque to the front wheels via a continuously — ahem, Intelligent Variable Transmission, as Kia calls it. Spoiler alert: It’s actually a CVT, and one of the better ones, at that. It operates smoothly and invisibly, delivering virtually none of that drone associated with some CVTs. The engine, on the other hand, is a bit of a mixed bag. It’s largely a carryover from the previous-generation, but now running on the Atkinson cycle, it delivers better fuel economy — 8.6 L/100 kilometres in the city and 7.1 on the highway, to be exact. It’s a perfectly fine commuter car, but those seeking more kick are out of luck — stepping up to the 1.6L turbo-four is no longer an option for Canadians, although it lives on in the U.S. It’s your fault: Kia cites a five-per-cent take rate as its main reason in axing the turbo in Canada, but make enough noise and Kia might consider bringing it back. The rest of the Soul’s package is impressive, though. The platform is also carried over from last year, but it’s improved with a bit of extra high-strength steel here and there. Driving manners are absolutely on point — the Soul soaks up bumps and rough pavement incredibly well for such a short wheelbase, and road and wind noise are virtually non-existent on the highway. Hell, it can even take a tight highway on-ramp reasonably well. In the city, getting around in the Soul is a piece of cake — you sit reasonably high, and with the boxy shape translating to more glass, visibility is excellent. Coupled with the light but communicative steering, the Soul is easy to live with all-around. Unfortunately, all-wheel-drive still isn’t an option, despite the Soul’s crossover-ish personality and appearance. Where the 2020 Soul truly excels, though, is inside. It’s a bit longer than the outgoing model, but that doesn’t necessarily translate to more passenger space — there’s a bit more headroom up front, and rear-seat legroom is actually down a touch. But the cargo area sees the most significant growth, as well as a nifty party trick: You can lower the floor. Keep the seats up and set the floor to its top position, and you have 530 litres of cargo space. Lower the floor, and that grows to 663 litres. Fold down the rear seats, and you’re working with a whopping 1,758 litres. It can’t quite touch the Honda HR-V, but that nonetheless blows most subcompact crossovers — say, the Ford EcoSport, Hyundai Kona, and Mazda CX-3, and even in-betweeners like the Subaru Crosstrek — out of the water, let alone hatchbacks like the Honda Civic and Mazda3. See? It’s hip to be square. Of course, the space and flexibility aren’t the only impressive aspects of the Soul’s cabin. In typical Kia fashion, the layout is foolproof — all the controls are exactly where they should be, and mercifully, they’re tactile buttons and knobs. The infotainment system, operated by either a seven- or 10.25-inch touchscreen depending on the trim, is marvellously intuitive and includes Apple CarPlay and Android Auto. The gauges are well-marked, and although the interior itself is certainly less shouty than the exterior, you don’t have to look hard to find some of the Soul’s trademark quirkiness — optional, configurable mood lighting is a big plus; it can be set to illuminate steadily or pulsate in sync with the music. Nifty! Fit and finish is mostly on point. There’s a fair bit of soft-touch surfaces and the seats are comfortable, but there are a few cheap-ish areas and the all-black colour scheme is dreary. Some colour-matched trim bits, much like the Hyundai Kona, would go a long way. The Soul also gains a new
Origin: First Drive: 2020 Kia Soul
First Drive: 2020 Porsche Cayenne Coupe
2020 Porsche Cayenne CoupeDavid Booth GRAZ, Austria — Enough with the Bah, humbug’, already. Purists started this anti-Cayenne caterwaul back in 2002 when Porsche first made clear its intention to leap into the SUV market; Porsche is 911, was the refrain, and anything that deviates from such Swabian purity was deemed travesty. The naysaying only got more strident when, eight years later, the Panamera made its debut. Awkward was the politest thing most Porschephiles had to say about the company’s first four-door sedan, the purists even more worried that Stuttgart was drifting further away from their 911 rear-engined ideal. And yet, thanks to coffers filled by dilettantes buying badges, the 911 is, if anything, stronger than ever, available in ever more variants with ever more power and even, incredible that such a thing is even possible, even more mind-altering handling. Rather than diminished, the 911 has prospered in this age of less than pure Porsches. And yet the wailing and moaning has begun anew, the Cayenne again this source of ire, only this time it’s the new sporty “Coupe” version for which the aficicandoes are predicting all manner of catastrophe. “Totally pointless” says one commenter; Ugly ruminates another (dozen). It all seems rather futile. For one thing, if Porsche wasn’t willing to backtrack 17 years ago before the Cayenne became a smash success, it sure as shootin’ isn’t going to now that it is. Secondly, the Coupe, although listed as a completely new model, is amazingly close in design to the standard Cayenne, enough so that CNET admonished us to think of it not as a new model but more like a “styling package” in Cayenne’s extensive option range. And thirdly, the thing is quite attractive (certainly more so than BMW’s awkward X6), the rear looking like a melding of original Mercedes CLS roofline with an SUV torso. From a certain profile — rear three-quarters is my favourite — the Cayenne Coupe may be the best-looking Porsche this side of 911. To paraphrase one of the greatest slogans of modern day activism — We’re here. We’re queer (looking). Get used to it! Traditionalists really need to get over themselves. On the technical side, there’s now a choice of three stonking engines for the Coupe; the base 3.0-litre V6, that great honking turbocharged 4.0-litre V8 and a new 2.9L twin-turbocharged V6. The sweetheart of the trio is the 2.9-litre twice-turbocharged V6 in the Cayenne S . Basically the Audi RS5 engine plunked into Porsche’s SUV, its 434 horsepower is good enough to scoot the 2,050-kilogram S to 100 kilometres an hour in five seconds flat. Like the RS’ed Audi, it also sounds the part, its sharp-edged exhaust note pure European sports, uhm, car. There’s more than enough power especially mated to the eight-speed Tiptronic automatic and, more importantly, it’s eager to rev. This is one of the finest drivetrains in the Volkswagen/Audi/Porsche empire and fits perfectly with what I think is the Cayenne Coupe’s sporty intent. Of course, if you want maximum urge, there’s always the Cayenne Turbo Coupe, its 4.0-litre V8 pumping out 542 horses. That’s good enough for a truly impressive 3.9 seconds to 100 klicks and, if you have access to German autobahns or Italian autostradas, 286 km/h. It’s truly a healthy beast. But, to my mind, it sounds too American — at least to my ears — and weighs a seriously hefty 2,200 kilos. As entertaining as all that urge can be, if you can do without the badge, the S is really the way to go. The base 3.0-litre V6, meanwhile, is really mom-mobile motivation. It sports 335 horses and 332 pound-feet of torque, which is more than enough to move the (in this trim, 2040-kilo) Cayenne to the local flea market, but not nearly enough to imbue such a large SUV — especially in supposedly sportier Coupe format — in true Porsche fashion. For all you traditionalists still bristling that Porsche has slid sideways into minivandom, the base version, though sportier than any Caravan, is your one serious argument. As for Porsche’s legendary handling, the new S Coupe holds up its end, especially if equipped with the available Sports package that includes a carbon-fibre roof (reducing weight by a whopping 21 kilograms) and positively gargantuan 22-inch wheels (mounting 315/30ZR22 Pirelli PZeros in the rear and almost as massive 285/35ZR22s in front. The steering is almost sports car-like with a fine balance between steering weight and feel, minimal roll and exemplary turn-in. No, the S Coupe is not a 911, but it feels measurably lighter than its 2,050 kg and tons more agile than BMW’s X6. The top-of-the-line Turbo, meanwhile, feels noticeably heavier, and most of that heft, thanks to the bigger motor, felt in the front. Indeed, on some slippery, rain-soaked Austrian switchbacks, we had a couple of “moments” in the Turbo that were not apparent in the better-balanced S model. Not that the Turbo is bad, but if you’re buying a Cayenne Coupe for traditional Porsche
Origin: First Drive: 2020 Porsche Cayenne Coupe
Police searching for man who stole 1985 Ferrari 288 GTO during test drive
German police have recovered a valuable 1980s Ferrari stolen during a test drive, and are searching for the man believed to have sped off with the car while posing as a would-be buyer. The red Ferrari 288 GTO, first registered in 1985, is arguably one of the world’s first supercars, and is believed to be worth more than 2 million euros (US$2.2 million). A man answering an advertisement turned up for a sales appointment in Duesseldorf on Monday, then sped off with the vehicle when the seller got out of the car to swap places during a test drive. The Ferrari was recovered Tuesday in the nearby Grevenbroich area, where it was hidden in a garage. Police are still seeking the thief and released a picture Wednesday of a middle-aged man, and have appealed for witnesses to come
Origin: Police searching for man who stole 1985 Ferrari 288 GTO during test drive
Bentley boss: government must take decisive action to drive EV take-up
Bentley boss Adrian Hallmark has called on the UK government and regulators to make clearer, more decisive pronouncements if they want car buyers to switch to electrified vehicles. Speaking at the FT Future of the Car summit, Hallmark highlighted that the most significant growth for diesel in the past was directly related to the government introducing tax incentives to encourage people to take up the lower-CO2 fuel option. “Diesel was presented as a solution 15-20 years ago and the incentives gave a clear, simple economic advantage,” said Hallmark. “Most importantly, that was a decisive action – and there has to be one if we want people in battery-electric vehicles. We’ve got to mandate and put electric cars at the heart of the system.” The UK Government offers a £3500 grant for vehicles that emit less than 50g/km of CO2 and have a zero emission range of at least 70 miles. There is an £8000 grant for similar commercial vans, with a £500 grant available against the cost of installing an authorised home charging unit. But Hallmark believes the incentives need to be far more wide ranging to drive EV take-up in the UK. “In other countries charge points are standardised, there are smart charging solutions, every new-build house has a charge point on it – they are looking to incentivise and integrate,” said Hallmark. “Here, unless you are a Tesla customer, and have a wallbox at home, you face potential complications to your life to get the car charged. “To be seamless requires a more concerted effort.” Bentley launched a plug-in hybrid version of its Bentley Bentayga last year, and the firm’s head of engineering, Werner Tietz, recently told Autocar that the firm was investigating hydrogen fuel cell technology as a potential alternative to battery-electric models in the
Origin: Bentley boss: government must take decisive action to drive EV take-up
First Drive: 2020 Mercedes-Benz EQC
The 2020 Mercedes-Benz EQC comes to Canada next spring, and while we dont know pricing, true range of option packaging yet, we do know that it drives like a Mercedes-Benz should.Andrew McCredie OSLO, Norway — It’s not the beautiful scenery, twisty smooth blacktop or sparse traffic that compelled Mercedes-Benz to choose this Scandinavian country as the place to invite the world’s motoring press for the first drive of what is arguably the most important vehicle in company history this century. It’s the fact Norway has the most electric vehicles per capita than any country in the world. One out of every five private cars is an EV, and in the first quarter of 2019, a stunning 71 per cent of all new vehicle purchases were electrics. Teslas, BMW i3s, and even the odd Audi e-Tron are abundant in Oslo and the outlying countryside, and entire, multi-level parking lots at train stations have chargers at every stall. True, a very generous incentive program has spurred the EV adoption among the country’s five million-plus souls, but so too has a strong sense of sustainability (somewhat ironic given the country’s treasure chest of some $1 trillion bulges from oil reserve revenue that lie in and around Norway). The 2020 Mercedes-Benz EQC is the automaker’s first foray into a full-electric production vehicle, and begins an ambitious roll out of no less than 10 all-new EVs by 2020. Up next are the EQA, the EQB and, most likely, the EQS. The EQC was a smart place to start, as it is essentially an electrified version of the company’s top-selling vehicle, the GLC crossover. And while they share the same wheelbase and roughly the same interior dimensions, that’s where the similarities end. The EQC is a fresh sheet, purpose-built design featuring a lithium-ion battery pack designed and built in-house by Mercedes. It didn’t take long behind the wheel to realize what the appeal of this vehicle is, outside of the fact that it runs zero emission-free. First and foremost, it’s a Mercedes-Benz. Meaning, the interior has all the familiar hallmarks of the luxury brand, from the door-mounted seat controls to the razor sharp fit and finish, and from that iconic windshield wiper stalk to the comfortable, and well-bolstered, seats. But it also carries the new EQ design language, including a massive 25-inch split screen dedicated to driving gauges on the left screen and Nav/Media on the right. Likewise, the exterior is immediately recognizable as a Benz, from the big three-point star on the nose through to the elegant lines of the contoured body. On that nose, North American EQCs will get a light display star rather than the traditional badge that were on the EQCs at the press drive. And, most importantly to the purists of the brand, the EQC drives like a Mercedes. Steering is laser precise, there is no wishy-washy handling through those aforementioned twisty bits, and the performance is almost AMG-worthy right out of the box. The one concession to handling comes from the electrified propulsion system’s bit of low gravity girth in the form of a 652 kilogram, 80 kWh battery pack located in the floor of the sport utility. While that low-slung weight gives the vehicle a real sense of road stickiness, it also conveys a sense of weightiness not found in gas-powered Mercedes’ utilities. That said, the asynchronous electric motors driving the front and rear axles do spirit the 2495 kg EQC from a standstill to 100 km/h in an impressive 5.1 seconds. Power output isn’t too shabby either, rated at 408 horsepower and 564 lbs.-ft of torque, accommodating a towing capacity of 1800 kg. There are five drive mode settings to play with, including the self-explanatory Comfort, Eco and Sport. The Max Range mode will control things like regenerative braking, power output and distribution to all four wheels to maximize the range given the current state of charge of the vehicle. And Individual mode allows you to tailor the various EV-related parameters to your preference. As to regenerative braking, there are five settings that are controlled by steering wheel mounted paddle shifters, a very welcome ‘driver operated’ feature that provides an added driving dynamic, particularly over undulating and winding terrain (which as it turns out is abundant in Norway). There are three regen settings, from the mild D through to a medium D- and very strong D, the latter ideal for ‘one-pedal driving’ in more congested traffic situations. When you’ve got nothing but open road ahead, the D+ setting allows for unimpeded coasting, while the final setting, D Auto, lets the EQC’s computer brain figure what level of regent is best in real time. In this setting it was a bit of a revelation when the EQC applied the brakes on its own when we rolled up on a slower moving vehicle, and did so not with an abrupt stab but a nice, even threshold braking of sorts. It makes you realize how all aspects of the laundry list of onboard safety systems are constantly, and
Origin: First Drive: 2020 Mercedes-Benz EQC
First Drive: 2019 Porsche 911 Speedster
2019 Porsche 911 SpeedsterBrian Harper / Driving Sardinia, ITALY — It might be the Cayenne and Macan crossovers that fatten Porsche’s coffers and keep it in the black, but the company’s heart and soul — its very essence — lies in its sports cars: the 356 and its iconic, evergreen successor, the 911, plus the 914, 924, 944, 968, Boxste and Cayman, among others. So, when Porsche celebrated its 70th anniversary last year, it was not a crossover that was the face of the milestone, but a 911 Speedster Concept, the sports car showcasing the link between the very first Porsche 356 “No. 1” roadster, which made its debut in June 1948, and the cars the company manufactures today. “A pure driving experience,” was how Porsche described the idea behind the Speedster Concept. Developed by the Porsche Motorsport department, the “birthplace” of the 911 GT2 RS and GT3 RS, the study was a fully road-worthy glimpse of a potential series-production car — although at the time of the celebrations, a final decision had not been made. At the New York Auto Show this past April, Porsche had clearly made up its mind, taking the wraps off the production version, the sports car losing nothing in the transition from concept to reality. And less than a month later Porsche has shipped its first batch of track-worthy, pre-production 911 Speedsters to the Mediterranean island of Sardinia. Here’s a fun fact: The forefather of Speedster models, the 1952 356 1500 America roadste — of which only 16 were built strictly for the U.S. market — had an aluminum body manufactured entirely by hand. It weighed about 160 kilograms less than a 356 Coupe and its top speed was 180 km/h, achieved with a 70-horsepower flat four under its hood. The 911 Speedster, even with copious amounts of carbon-fibre throughout — hood, front fenders, rear deck — weighs about double (1,465 kilograms with fluids). Yet, courtesy of its GT3-derived, naturally aspirated 4.0L six-cylinder, pumps out more than seven times the power, a prodigious 502 hengste. Top speed is about 310 km/h. Let me state categorically, without fear of contradiction, that the 911 Speedster lives up to the ”pure driving experience” that was the Concept’s mandate. And well it should, considering that each one that makes it to Canada will set you back a substantial $312,500 (just 1,948, representing the year 1948 when Porsche as a car manufacturer came into existence, are being produced for world-wide consumption). Let me further state that Sardinia was an inspired venue for exercising the two-seat beast, the route cutting through the northern part of the island from east to west with stunning views and kilometre-after-kilometre twisting, undulating tarmac challenging enough to make motorheads weep with joy. To get the rear-wheel-drive 911 Speedster down to fighting weight, everything was scrutinized, from the use of a manual fabric top down to the Porsche shield on the front trunk. A few things had to go as well, the more notable ones being air conditioning (an available no-cost option), navigation (available), and the biggie: no PDK or anything approximating an automatic transmission. Yes, sports car purists, it’s a six-speed manual box or nothing. And what a lovely mechanical piece it is, probably the best stick shift since the lamented Honda S2000, with bolt-action, snickety-snick precision. While the car happily putters through town at low revs, it’s much more fun to hear the engine shriek at the top end, sounding positively operatic as it approaches its 9,000-rpm redline. The armchair quarterbacks who think a zero-to-100-km/h time of four seconds is merely adequate for an exotically priced sports machine — yes, the Ferrari 488 Spider and Lamborghini Huracan EVO Spyder are both quicker, but they’re also even more expensive — need to get behind the wheel before they start yapping. The Porsche is quick enough in pure acceleration; the way it carries its speed into tight, decreasing-radius turns and comes out at the end faster than going in is magical. The fact the Speedster has no problems holding its intended line when working the corners is in large part due to its chassis, derived from the 911 GT3 models with a specifically calibrated rear axle steering system, plus a set of wide 20-inch Michelin Pilot Cup Sport 2 tires. Excessive speed demands controlled stopping power; the Speedster lands on the proverbial dime thanks to Porsche’s ceramic composite brakes — 410-millimetre vented and perforated discs up front, and 390s in the rear. Not only do they provide maximum deceleration, they are about 50 per cent lighter than cast iron rotors. As previously mentioned, in order to lighten the load and keep the driving experience as pure as possible, the cabin is lacking a few essentials. Furthering the shedding of kilos, lightweight door panels are used, with storage nets and door pulls instead of handles. Porsche is not without compassion for the fashion conscious; the standard black
Origin: First Drive: 2019 Porsche 911 Speedster
Could Alberta drive B.C. gas prices up even further?
A tanker tractor-trailer semi truck driving down a rainy road.Fotolia Drivers in Canada’s westernmost province have historically paid more at the pumps for gasoline than their Alberta neighbours. A combination of demand and taxation, amongst other reasons, conspire to hose British Columbia’s drivers with fuel prices generally much higher than the rest of the country. It doesn’t help the Lower Mainland used to have four refineries but shuttered three of them over twenty years ago, but that is a topic for another day. With a new premier in the Alberta driver’s seat, the energy-rich province has sparked a war of words with its west coast neighbour. By enacting Bill 12 into law, premier Kenney has thrown down the gasoline gauntlet. If you have been living under an especially virulent rock, know that Bill 12 gives Alberta the ability to restrict the export of crude oil, natural gas and refined fuels, if necessary. It was actually passed by the previous NDP government, who intended to hang onto it and only enact it into law if needed. A bit of background on how fuel makes its way into British Columbia might be helpful. With a dearth of refineries, the province relies on a series of import systems to quench its thirst for the almighty go-juice. It is estimated Alberta supplies well over two-thirds of the gasoline and diesel used in B.C., liquid gold that is sent west via trucks and a pipeline. With the latter full to capacity, B.C. needs to ship in more gas via trucks and barges, both of which are eye-wateringly expensive ways to move fuel. It’s clear, then, why some think the threat of tightening the taps in Alberta should scare the bejeebers out of folks in British Columbia. With gas prices rapidly approaching $2.00/litre, they may have a point. But there’s a problem. Lawmakers in B.C. have filed a constitutional challenge to Bill 12, arguing it contravenes the Constitution Act, 1867, which allows for the free flow of goods throughout the provinces. The new bill would give the provincial government authority to require companies to obtain a licence before exporting energy products from Alberta via pipeline, rail or truck. Those export licences would be required for every company if the energy minister determines it’s in the public interest to ensure adequate pipeline capacity is available to maximize the return on resources and supply is maintained for Alberta’s needs, now and into the future. It’s likely that latter stipulation that has rankled the crew in B.C. We won’t have long to wait: an initial hearing on the issue is set for May 7 in
Origin: Could Alberta drive B.C. gas prices up even further?
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