The Taycan Turbo S might be by definition a sedan, but by all other accounts is a unabashed and unapologetic sports car.Andrew McCredie GOTHENBURG, Sweden Having just driven 400 kilometres in a 750-horsepower sports car, I felt surprisingly refreshed. No ringing ears. No sore kidneys. No rattled teeth.Welcome to the new era of the supercar road trip.To celebrate/show off its first-ever all-electric vehicle, the 2020 Taycan, Porsche invited the worlds motoring press to Scandinavia last week to begin an 18-day, 6,440-km odyssey that would cover nine countries between Oslo, Norway and Stuttgart, Germany. I had the privilege of being among the first group of journalists on the first leg between Oslo and Gothenburg, which included a lunch stop at an Ionity charging station in Strmstad, Sweden, 20-kilometres south of the border between the two countries. The first two models in the all-wheel-drive Taycan fleet are the Turbo and Turbo S, with less powerful variants expected sometime next year and a Cross Turismo by the end of next year. My tester was the Turbo S.The drive route was a good mix of urban roads, twisty country lanes and major highways, each of which demonstrated different attributes of the Taycan (pronounced Tie-Con). Settling inSitting in the drivers seat, it was immediately apparent that as much design work and engineering had gone into the cabin ergonomics and aesthetics as had into the much-hyped electric powertrain system. The well-bolstered seating position and the way the meaty sport steering wheel met my eager hands felt almost identical to a contemporary 911 cockpit. This, along with the equally 911-ish silhouette of the Taycan, softened my internal criticism of Taycan press material Id read before the drive that kept referring to the sedan as a sports car. Strapped into the drivers seat, youd be hard pressed to think youre in a four-door. And unlike a 911s rear seats that dont accommodate anyone over five-feet tall (and even then if they are a contortionist), the Taycans rear seats fit a six-footer in comfort and sporty style. Likewise, the sedans trunk is a very good size (366 litres), and theres even room for a couple of backpacks under the hood up front (81 litres). Although the power button located on the dash to the left of the steering column is the same as the key ignition on Porsches since, well, forever, all Taycan comparisons to Porsche sports cars cockpits begin and end with the seating position, as the entire dash/gauge/switchgear layout of the sedan is all new, and according to Porsche, intended to bring its products into the digital age.With a central 10.9-inch infotainment display, an optional passenger 10.9-inch infotainment display and a floating centre console screen controlling things like climate functions, the Taycans dash feels very digital age indeed, the dashboard-mounted clock the only analog throwback in sight. However, its not overwhelming, which is often the case with multi-screened displays. Likewise, steering-wheel controls are kept to a minimum, limited to just audio/phone controls, a drive mode dial and a regeneration button. Ready for LaunchWith a push of that aforementioned start button, the Taycan Turbo S comes to life (not with a roar but a whisper). To put the car in gear you flip a unique toggle switch located on the dash to the right of the steering column; down for drive, up for reverse.The initial driving impressions in Oslo werent that much different from your garden-variety EV navigating city streets in morning rush hour. The acceleration was crisp, the cabin quiet and the ride silky smooth. However, when city streets gave way to country roads and with it opportunities to push the sport sedan into and through tight corners and up and over rolling tarmac, the Taycan revealed its unmistakably Porsche personality. Again, I was reminded of the press kit description, and again I understood and accepted the Taycan Turbo S as a sports car.The driving dynamics technological features of the Taycan Turbo S are extensive, innovative and include some industry firsts, and all have a profound impact on the performance and handling of this vehicle (for a deep dive on the technical specs, see David Booth’s thorough and definitive First Look of the Taycan).After an hour or so of running hills and dales through pristine Norway countryside and along waterways we met up with a highway that would take us to the Norway-Sweden border then onto the lunch stop. My co-driver was now at the wheel as we silently spirited along the motorway at 137 km/h, wind noise at a minimum and the experience not unlike that of sitting on a very comfortable high-speed train. <img src="/uploads/img/electric-cars/38-first-drive-2020-porsche-taycan-turbo-s.jpg"
Origin: First Drive: 2020 Porsche Taycan Turbo S
turbo
News Roundup: Land Rover Defender arrives, Ford Ranger V6 turbo rumours swirl and more
The 2020 Land Rover DefenderLand Rover Welcome to our weekly round-up of the biggest breaking stories on Driving.ca from this past week. Get caught up and ready to get on with the weekend, because it’s hard keeping pace in a digital traffic jam.Here’s what you missed while you were away.The first look at the 2020 Defender suggests the hype was justified There’s been much ado about the 2020 Land Rover Defender, but it’s not been about nothing. According to the first look granted to our own David Booth, the iconic 4X4 should live up to the hype. Its square figure and terrain chewing capabilities keep it rooted to its off-roading history, but there’s plenty to justify the “all new” tag it’s been given, including the 3.0-litre six-cylinder Ingenium engine from Jaguar Land Rover. Read our full first impressions to learn more, including how much the 2020 Defender will cost in Canada. Ford Ranger could get V6 twin-turbo engine Australian outlet Which Car claims to have learned of the Blue Oval’s plans to gift certain Rangers with a V6 twin-turbo powerplant. According to the report, the Ranger is being tested with versions of the F-150’s 2.7-litre EcoBoost and 3.0-litre diesel V6s in Australia even as you read this. Excited? Temper it, because Ford doesn’t always send their Australian products up our way. 2020 Audi RS 7 gets new engine and new look The 2020 Audi RS 7 Audi Audi brought the second-gen RS 7 to Frankfurt this week, revealing a grand tourer with more power and more personality. Larger front fenders, a fresh grille and air intakes give the 2020 Audi RS 7 a spicy look to go with the lively, 600-horsepower 4.0-litre twin-turbo V8. Inside, it borrows much from the A7, including the MMI infotainment system. Expect it in Canada middle of next year. Another viral video of a Tesla napper begs the question, where is this headed? The novelty of a video capturing a driver asleep behind the wheel of a moving vehicle hasn’t worn off, nor has the danger. Another Tesla autopilot sleeper video, this one showing a pair of young men snoozing in the front seat of a Tesla has surfaced and gone viral. Who’s worse, the snoozer behind the wheel, or the video shooter who also appears to be driving a vehicle? BMW to release Canada-specific BMW M8 editions Canadian BMW fans will have a chance to get a piece of M8 history with the release of BMW’s Canadian-exclusive M8 Individual Manufaktur Edition. It won’t be a good chance, as the brand is only making 20 of the exclusive models – ten in red and ten in black, each with a twin-turbo V8 good for 617 horsepower and 553 lb.-ft. of torque – but it’s there. Try your luck for $198,000.
Origin: News Roundup: Land Rover Defender arrives, Ford Ranger V6 turbo rumours swirl and more
New 2019 Porsche Macan Turbo touches down in Frankfurt
The flagship Turbo model of Porsche’s revised Macan range has made its public debut at the Frankfurt motor show. Sitting above the mid-range Macan S, the Turbo commands a price premium of nearly £20,000 at £68,530, and is available to order now. For that you get significantly more power: 434bhp, to be precise, which is nearly ten percent more than the pre-facelift Macan Turbo. The power boost comes courtesy of a new 2.9-litre twin-turbo V6, replacing the old 3.6-litre unit. It’s the same engine found in the latest Cayenne and Panamera, with developments such as turbochargers mounted inside the ‘V’ of the cylinders and an integrated exhaust manifold. Both permit sharper turbo and throttle response, according to Porsche, along with improved efficiency. Torque is rated at 405lb ft, put through a seven-speed PDK dual-clutch ‘box and all-wheel drive. Porsche quotes a 0-62mph time of 4.3sec – three tenths faster than the old Turbo – and a top speed of 167mph. Fuel economy is quoted at between 23.5 and 24.8mpg under the WLTP testing regime. The 2019 Macan Turbo isn’t just about more straight-line pace, however. The standard kit tally includes special ‘Porsche Surface Coated Brakes’, which use a tungsten carbide disc coating to reduce wear and brake dust, and improve response. These are also now optional on lesser Macans. Optional kit on the Turbo includes height adjustable air suspension with revised pistons and shock absorber hydraulics, Porsche’s Torque Vectoring Plus system and ceramic brakes. 20in wheels and LED headlights are standard, alongside normally optional Sport Design bodywork details and a fixed double-wing rear spoiler. A sports exhaust system is also thrown in, while additional interior kit over standard Macans includes a surround sound system, 18-way electric memory sports seat and Alcantara roof
Origin: New 2019 Porsche Macan Turbo touches down in Frankfurt
Porsche’s new Macan Turbo boasts smaller engine with more power
The 2020 Porsche Macan TurboPorsche If the current Porsche Macan Turbo isnt sufficiently turning your crank, dont give up on it just yet.The upcoming 2020 Macan Turbo will give you almost 10 per cent more power than the 2019 edition, and out of a smaller engine at that.The current Macan Turbo carries a 3.6-litre twin-turbo V6 that makes 400 horsepower.For 2020, Porsche drops in a new 2.9-litre twin-turbo V6, borrowed from the Cayenne and Panamera, that produces 434 horsepower. Torque remains the same at 406 lb.-ft., but while it kicks in a little later, it stays around longer, with maximum torque at 1,800 to 5,600 rpm. The 2020 Porsche Macan Turbo Porsche The top speed is now slightly higher at 270 km/h, and if you order the Sport Chrono Package, youll get from zero to 100 km/h in 4.3 seconds.Getting it back down will also be quick, as the reworked chassis includes standard tungsten carbide-coated brakes. The transmission is a seven-speed PDK dual-clutch unit, and all-wheel drive is standard. Turbo-specific styling cues include the front fascia and double-wing fixed roof spoiler; inside, the facelifted interior comes with adaptive 18-way sports seats and a surround-sound stereo system. The GT sports steering wheel from the 911 is available as an option.Of course, you never get something for nothing, and while the current Macan Turbo starts at $87,200, this quicker 2020 version will begin at $94,200. It goes on sale at the end of
Origin: Porsche’s new Macan Turbo boasts smaller engine with more power
First Drive: 2020 Porsche Cayenne Turbo S E-Hybrid
2020 Porsche Cayenne Turbo S E-HybridJil McIntosh EUGENE, Oregon Among alternative powertrains, plug-in hybrids (PHEVs) sit halfway between conventional hybrids and fully-electric vehicles. And now, Porsche has one that sits above everything else at the top of the pack.Porsche has already unveiled the Cayenne E-Hybrid, a six-cylinder plug-in version of the newest generation of its largest sport-ute. But it now juices up the Cayenne Turbos 4.0L V8 with battery power to create the new Cayenne Turbo S E-Hybrid. While the six-cylinder Cayenne E-Hybrid makes a maximum of 455 horsepower and 516 lb-ft of torque, the Turbo S E-Hybrid puts out 670 horsepower and 663 lb-ft of torque when gas and electric work together, taking it from zero to 100 km/h in just 3.8 seconds.Its similar to what the company did with its Panamera models, adding electric motors to its V6 and V8 engines, and making a hybrid the most powerful version in the lineup. This marks the second generation of a Cayenne hybrid, and the first with an available V8 engine.Those power numbers are key here. Among mainstream models, most buyers who go for a PHEV do so for the fuel savings. But according to Porsche, while its customers appreciate it when they dont have to stop at the pumps as often, thats mostly a side benefit to the extra performance. Its not like these buyers need be overly concerned with fuel costs, either. The V6-powered Cayenne E-Hybrid starts at $93,000, while the V8-powered Cayenne Turbo S E-Hybrid, which goes on sale early next year, begins at $182,200 for the regular SUV body style, and at $187,100 for the Cayenne Coupe (which, despite the name and the abbreviated-roof styling, has four doors).A PHEV is basically a conventional hybrid, but with extra battery capacity. After its been plugged in and charged, it can run solely on electricity. When the stored charge runs out, it reverts to gasoline-electric hybrid operation, self-charging its battery as it does. The electric-only portion is relatively short this Cayennes official numbers havent been released yet, but expect it to be around 40 km but unlike a fully electric vehicle, once it runs out of stored electricity, a PHEV will continue to run as long as it has fuel in the tank.I was able to drive the V8 in comparison with the V6 version. The Turbo S E-Hybrids standard features include dynamic chassis control, electro-mechanical active anti-roll bars, carbon ceramic brakes, torque vectoring, and an electronic locking rear differential; inside, theres a full leather interior (including the dash) and 18-way sport seats. My ride was optioned with 14-way massaging seats instead, and with extra-charge rear-wheel steering. All of these features, except for the locking rear diff, can be added to the V6-powered hybrid. Both versions come standard with air suspension. The visual differences between the hybrids and their non-electrified siblings are minor: mostly a badge, and an extra fuel door on the rear flank where the plug goes. The Turbo S E-Hybrids calipers are finished in eye-searing acid green, but this can be deleted to stock yellow at no charge.To say the V8 version is quick is like saying water is wet. The E-Hybrids acceleration can make your jaw drop; the Turbo S E-Hybrid knocks it off its hinges. The engine itself makes 541 horsepower, while the electric motor contributes 134 horsepower. Its sandwiched in between the engine and the eight-speed automatic transmission. I didnt get a chance to experience it, unfortunately, but Porsche claims a top speed of 295 km/h.As a rule, most PHEVs use up their stored power first, running exclusively on electricity until the charge runs out. The Cayennes charge can be held in reserve, which is a nice touch if the first part of your drive is on the highway, which chews up power in a hurry; you can save it and then use it on city streets. But in the name of performance over fuel-pump penny-pinching, the gas engine will kick in to give you the full experience if youve punched the throttle hard, even if youve specified electric operation. The Cayenne uses regenerative braking to build up its hybrid reserve, but in Sport drive mode, the engine recharges the battery and keeps it at a minimum level so that when you want to punch it, youll get the full force of electricity and gasoline working together. The effect is even stronger in Sport Plus mode, and its possible to build the battery level back up for another round of electric-only driving, even when the vehicle hasnt been plugged in.The Cayenne always impresses with how athletic it is, and my ride held the curves with ease. Its steering is laser-sharp, and its air suspension and anti-roll bars keep it flat and planted on the corners. The optional rear steering turns the rear wheels slightly in tune with the front tires at higher speed to tuck everything in, while at lower speeds they turn the opposite way for tighter-space maneuverability.But while Im probably
Origin: First Drive: 2020 Porsche Cayenne Turbo S E-Hybrid
Buick Encore GX to earn brace of small-displacement turbo engines
2020 Buick Encore GXBuick The upcoming 2020 Buick Encore GX reminder: its a separate model from the Encore and not simply a trim level will offer the choice of two different engines when it goes on sale next year. Neither of them are very large.Taking a peek at GM Canadas fleet order guide, we find the mystifyingly-named Encore GX will be offered in three trims, Preferred, Select, and Essence.Only the Preferred model will be available with either front- or all-wheel-drive; the latter two are AWD-only in the Great White North.This lone front-wheel-drive Encore GX will receive a 1.2-litre three-pot turbo making 137 horsepower at 5000 rpm and 166 lb.-ft. of torque at 2500 rpm. It will be lashed to a CVT gearbox. Eighteen-inch aluminum wheels are the sole offering no matter the trim, so at least buyers of the base model neednt suffer the indignity of hubcaps.All-wheel drive Preferred models, and all Select and Essence trims, will be powered by a 1.3-litre turbo four producing 155 horsepower at 5600 rpm and 174 lb.-ft. of torque at just 1500 rpm. The combination of more torque at a lower engine speed, and the fact this engine is mated to a nine-speed automatic and not a soul-sucking CVT, leads your author to believe these will be the Encore GX volume models.In case youre wondering, the non-GX Encore offers but one engine in this country a 1.4-litre turbocharged four-cylinder mill that makes 138 hp and cares not one whit if the car is front- or all-wheel-drive. It seems curious that Buick would source different engines with near-as-makes-no-difference displacement and power outputs for two machines that share two-thirds of a name.To refresh your memory, the upcoming Encore GX is ever so slightly larger than the Encore, with the former measuring 171.4 inches long and the latter casting a 168.4 inch shadow. GX is about an inch taller and wider, riding on a 1.5-inch longer wheelbase. All other measures headroom, legroom are virtually identical. The GX does claim an extra five cubes of cargo volume behind the rear
Origin: Buick Encore GX to earn brace of small-displacement turbo engines
Used car buying guide: Bentley Turbo R
A Bentley Turbo R looks like 2.5 tonnes of expensive trouble you’d be mad to consider buying except that, bought well, you’re looking at an investment whose running costs aren’t as painful as you might think. How about £420 for the 6000-mile service, £800 for the 12,000 and £1280 for the 24,000? Much more than a Ford Focus admittedly, but the R is a special car and a complicated beast that needs the regular attention of an expert technician. “If it’s been well maintained, costs aren’t too bad at all,” says Adrian Worth of Prestige Services Leeds, a Bentley specialist. “It’s when people bring us something that’s been neglected. In that event, getting an R up to scratch is expensive.” He’s thinking of the kind of Turbo R that, at best, has endured a succession of minor services. Owners might think that at least they’re giving it regular doses of fresh engine oil but Worth is more concerned about things such as the gearbox filter that has been sitting there for mile after mile, clogging up and starving the unit of oil. “In that case, you’re looking at a gearbox overhaul,” he says. Which is all a way of saying only buy a Turbo R that has a full service history, as in all minor, intermediate and major services, or that has had a major overhaul by specialists. Such cars do exist. We found a 1997 Turbo R that, prior to purchase, had had its leather and bodywork restored by a specialist, and under its present owner’s care, its suspension, braking and cooling systems overhauled. It’s for sale at £15,950. For your money, you get a classic, handbuilt, performance saloon trimmed with the finest materials and powered by a turbocharged 6.75-litre V8 producing 296bhp for 0-62mph in around 7.0sec. Subsequent versions developed even more power – the limited-edition Turbo S 385bhp, the even rarer RT 400bhp and, in 1998, a year before production ended, 420bhp in ultra-exclusive RT Mulliner form. The Turbo R was launched in 1985 as a successor to the Mulsanne Turbo. (We found a mint, low-mileage 1984-reg with full service history, previously owned by a rock star, advertised for just £9995.) Alas, it was a bit of a pudding: quick but too soft. The R – it stands for roadholding – fixed that by adopting the Mulsanne’s optional suspension pack and much stiffer anti-roll bars, and wearing low-profile tyres. And so was born the most comfortable but brutish conveyance this side of the Flying Scotsman. Key events include the adoption of antilock brakes and fuel injection in late 1986, and the move to a four-speed GM auto gearbox from the same company’s long-running three-speed 400 in late 1991. A facelifted version with a new fuel injection system was launched in 1995, and after 1996, it was available in only long-wheelbase form. Find a good one and, fingers crossed, it won’t be as expensive to run as perhaps you first imagined. An expert’s view Adrian Worth, director, Prestige Services Leeds: “I joined Appleyard Rippon, a Bentley agent, in Leeds, as a technician in 1974 and left 20 years later to start my own business, with a partner, maintaining Bentleys and Rolls-Royces. I’ve worked on lots of Turbo Rs over the years. Like all prestige cars, they need to be serviced regularly by people who know what they’re doing and what to look for. Preventative maintenance is key to controlling running costs. Never buy one with anything less than full specialist or main dealer history. I’d avoid the early and troublesome carburettor engine.” Buyer beware ■ Engine: Early carburettor models can have failed carburettor gaskets. Post-1996 cars can suffer failure of their rubber head gaskets. Noisy tappets should be replaced with original Rolls-Royce parts. ■ Cooling system: Check the viscous cooling fan works by running the engine to temperature and then switching it off. If it runs on, it should be replaced. Most serious engine problems can be attributed to a failed cooling system. ■ Transmission: Generally reliable. Make sure the filter has been changed regularly. ■ Suspension and brakes: Steering and front suspension are prone to worn dampers, bushes, ball joints and track rod arms. The rear is a self-levelling system using gas springs mounted on top of hydraulic dampers, whose pressure is varied automatically. Over time, the gas in the springs leaks out, making the suspension hard. The height control valves for the hydraulic dampers can fail. If the brake pressure warning illuminates when you depress the brake pedal, the accumulators may be leaking. ■ Body: Doors, bonnet and boot are aluminium and rust can form around handles and badges. Later cars had rubber gaskets separating these steel parts from the aluminium. Check the rubber bumpers aren’t swollen. Replacement sections can be pricey. Also look for body filler. ■ Interior: Ensure everything works, including the air-con. Even simple electrical components cost a fortune. Also worth knowing The Rolls-Royce and Bentley Specialists
Origin: Used car buying guide: Bentley Turbo R
Hyundai Shuffles Veloster lineup, drops manual option for everything but Turbo
Hyundai is changing the names of its trim lines for the Veloster, as well as taking away the manual transmission options for the lower, non-turbocharged trims.Before, we had 2.0L, Turbo, and Turbo Tech, now we have Preferred, Luxury, and Turbo, with only the Turbo trim option carrying forward the manual transmission for the 2020 model year.Starting at $22,399, the base model Preferred trim of the Veloster comes with a 2.0-litre engine that makes 147 horsepower, price has gone up $2,000 from the 2019 model. The Luxury trim also comes with the same engine, priced at $25,099. Both Preferred and Luxury trims come with a six-speed automatic transmission with a manual mode, the manual option is no longer available for these two trims. The Turbo Tech trim is disappearing, effectively merging with the $27,499 Turbo trim as the sole option available with the 201 horsepower 1.6-litre turbocharged engine. A six-speed manual transmission is standard, and a seven-speed dual-clutch automatic transmission is available for another $1,500.The Turbo trim option adds a few niceties to the Preferred and Luxury trims, including leather seats, a 4.2-inch cluster display, LED headlights and Taillights, and alloy wheels.The Veloster N is also on the table, and thatll set you back a little more cash at $34,999, but for that price, you get a 275-horsepower 2.0-litre turbo-four, sport exhaust, 19-inch wheels, selectable drive modes, and its six-speed manual transmission is graced with rev-matching.Shame to see the manual options go on the cheapest of the trim levels, but were glad Hyundai is keeping it around for the more sporty trims that enthusiasts are more likely to
Origin: Hyundai Shuffles Veloster lineup, drops manual option for everything but Turbo
BMW M boss says the M8 will own the Nürburgring and the 911 Turbo
The 2020 BMW M8BMW If the bar wasn’t high enough for the M8, the latest remarks from BMW’s head of the M division have jacked it up another few inches. BMW’s M Division head Markus Flasch recently told Australian media including WhichCar in a teleconference that the M8 “is the ultimate performance machine that we offer; it will be the fastest-ever BMW at the Nürburgring Nordschleife.” How’s that for tempering expectations? The new flagship is powered by a 4.4-litre twin-turbo V8 making 600 horsepower and 555 lb.-ft. of torque in the base model (the same as it does in the M5) and 617 horsepower in the Competition model. That gets the fastest M ever up to 100 km/h in 3.4 seconds, 3.3 seconds in the Competition. According to Flasch, this will carry the coupe around the Nürburgring in record time, setting a new benchmark for the brand. And, if the test drivers are to be believed, it will compete with the Porsche 911 Turbo on the famed German track; Flasch reports hearing pilots calling the car a “Porsche Turbo-killer.” And despite sharing the same power plant, the M8 is not just a coupe version of the M5, says Flasch. The center of gravity is 0.95 inches lower than in the M5, you sit lower and we’ve done a lot to the connection of the chassis to the body, he told WhichCar. It makes the front much stiffer and the steering feels different; all our test drivers were surprised by the different character. It was a confident interview, to say the least. Now the only thing left for Flasch and his M team to do is back it up on the track. The M8 is scheduled to enter production in July.
Origin: BMW M boss says the M8 will own the Nürburgring and the 911 Turbo
Will Toyota bring the 2.0-litre turbo Supra to Canada?
2020 Toyota SupraDerek McNaughton / Driving Up until now, the 2020 Toyota Supra has come with a single engine option in North American markets: a 335-horsepower 3.0-litre turbocharged straight-six sourced from BMW, but that could all be changing according to emissions documents filed by the brand. According to Automobile Mag, the 2.0-litre turbo engine that the 2020 Supra receives in other markets is coming to the United States. The California Air Resources Board (CARB) has just certified the engine for sale in California, for use in both the Toyota Supra and the BMW Z4 with which it shares a platform. The real question is, will the engine make its way onto Canadian market Supras? “Toyota Canada would be smart to bring in the rumoured 2.0L Turbo version of the new Supra,” says our own Motor Mouth, David Booth, noting that with the current proposed lineup, there would be a huge gap between the bargain-basement 86 and the full-zoot six-cylinder Supra. The 2.0-litre turbo-four that the Supra receives in Japan makes 194 horsepower and 236 lb.-ft. of torque, exactly the same as the BMW Z4. The smaller engine should also command a lower price, just as the Celica/Supra did in the 1980s. Booth adds: “A mid-priced Supra would slot in nicely between those two and give Toyota dealers a full range of sports car offering, which, I have to assume, is their eventual goal. So, yes, look for a Supra four-banger, but not before the top-of-the-line 3.0-litre six makes a splash.” In some markets, the BMW Z4 also comes with a manual transmission when specified with the 2.0-litre turbo, so if Toyota really wanted to light our manual-loving purist hearts on fire they could add that down the road as
Origin: Will Toyota bring the 2.0-litre turbo Supra to Canada?
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