It shouldn’t be a shock that Porsche once again earned highest honours amongst luxury brands in J.D. Power 2021 Customer Service Index (CSI) Study. This is the second time in three years the Stuttgart-based automaker took top spot amongst its premium competitors, and this only a month since winning “most trouble-free new car overall” status for its 911 sports car, in the same third-party analytics firm’s 2021 Vehicle Dependability Study (VDS), the large owners survey resulting in Porsche’s Macan (top photo) achieving the highest podium for its “Premium Compact SUV” category.
“Our dealers worked hard for our customers throughout the initial lockdowns of the past year and subsequent social distancing and health measures to make sure they could rely on Porsche,” stated Kjell Gruner, President and CEO of Porsche Cars North America, Inc. (PCNA). “We are continually striving to not just meet, but exceed the high expectations of our customers – and it’s vital that the quality of service must live up to that vision.”
J.D. Power’s CSI Study measures “customer satisfaction with service for maintenance or repair work among owners and lessees of 1- to 3-year-old vehicles,” states a press release, with its latest data collection period being from July through December of 2020. Over 62,500 new vehicle owners responded to a survey, which allowed for a comprehensive list to pull results from.
Porsche received 17 more points over the 2000 CSI study, by the way, with the latest 2021 results combining for an 899-point total out of 1,000 possible points. The brand’s retail dealerships ranked in either 1st or 2nd place in each of the survey’s five classifications, which included Service Facility, Service Advisor, Service Initiation, Service Quality, and Vehicle Pick-Up.
Following any of the linked models to our Canada Prices pages shows that Porsche is currently offering each model with leasing and financing rates from zero percent, so check out each links to remind yourself what they look like, figure out trim and pricing details, plus configure the one you’re interested in with colours and options. Also, be sure to see how your CarCostCanada membership helps you access dealer invoice pricing that could save you thousands when you’re negotiating your next deal, plus remember to download our free app from the Google Play Store or Apple Store, so you’ll have all of this important info when you need it most.
GM revealed the new Hummer EV pickup truck a mere six months ago, not to mention that it would be sold as a GMC, a forerunner to what everyone knew was coming next, a big, burly sport utility model. So, without further ado, say hello to the 2024 Hummer SUV.
America’s military SUV brand was last sold new to retail customers in 2010, after receiving a lot of negative criticism from environmentalists for being a gas guzzler. To be fair, the mid-size H2 and compact H3 weren’t any worse than many similarly sized SUVs and pickup trucks of the era, the two models actually based on Chevy/GMC’s Tahoe/Yukon and Colorado/Canyon respectively, which weren’t targeted by protesters, but either way the all-new Hummer EV shouldn’t suffer from any such negative feedback.
Hummer is still a well-respected name amongst many 4×4 enthusiasts, so pairing it up with an off-road capable zero-emissions electric powertrain seems to make sense for today’s market, while making sure its plug-in battery/motor combination is capable of blistering quick acceleration seems to suit the brand’s premium cachet as well.
GMC is touting a insanely fast 3.5-second sprint from standstill to 100 km/h, which has it tied with the otherworldly Grand Cherokee Trackhawk, that uses a seriously tuned Hemi V8 to make 707 horsepower, an impressive feat considering how large the new Hummer is.
How will this mix of stellar performance, off-road prowess and squeaky-clean emissions fare in the marketplace? If Tesla is anything to go by, and to be clear they’re an anomaly due to their cult-like following, green speed is a salable commodity amongst premium EV buyers, while newcomers like Rivian are getting a lot of traction in the truck and SUV market, so it certainly appears there’s space for a rebranded Hummer.
Tesla’s Cybertruck should appear in production trim soon, as will the just-noted Rivian (as an SUV too), plus plenty of others from newbie brands like Alpha, Bollinger, Canoo, Fisker, Hercules, Lordstown, and Nikola, while some of the mainstream contenders are coming to market with EV versions of their pickup trucks, including Ford with its F-150 EV, Chevrolet with its Chevrolet Silverado Electric Pickup, and Nissan with the Titan Electric Truck.
Just in case you forgot, Hummer previously dabbled in pickup trucks, with their H2- and H3-based H2T and H3T, but just like the new SUV, the brand’s new pickup will hit the market with an all-electric drivetrain. According to GMC, both production models will receive the same potent powertrains as shown in prototype form, with the truck’s top-tier “3X” power unit producing a mind-numbing 1,000 hp, which makes it good for zero to 100 km/h sprints of about 3 seconds. This is Corvette territory, incidentally, from a mammoth pickup that likely carries twice its mass before loading it up. Its lickety-split takeoff is partially due to 11,500 lb-ft of torque, this twist sourced from three individual motors.
That’s where the “3X” designation comes from, this carried over to the SUV as well, albeit with “only” 830 hp. Fortunately it boasts an identical 11,500 lb-ft of torque, while the mid-range “2X” powertrain features two electric motors for up to 625 hp and 740 lb-ft of torque, this version of the SUV good for 5-second zero to 100 km/h sprint times, which will likely be ample for the majority of customers. Finally, a base Hummer SUV, simply named EV2, will incorporate 400 volts of charging capability instead of the 2X and 3X version’s 800-volt/300kW systems.
“GMC’s HUMMER EV SUV offers an exceptional balance of on-road performance and off-road capability, enhanced by a unique structure that allows for our signature open-air experience,” stated Hummer EV chief engineer Al Oppenheiser in a press release. “New features debuting on the SUV reinforce its role as a tactical tool in almost any situation.”
Upon arriving in the fall of 2022 as a 2023 model, the truck will come in special “Edition 1” trim featuring its most formidable 3X performance setup, as will the SUV when it hits the market in early 2023. Those wanting a base SUV will need to wait until the spring of 2024, with other trims arriving in between.
As for the all-important question of range, GMC is claiming up to 482 kilometers for the SUV and about 560 km for the truck, the differentiator being four extra Ultium battery modules (24 compared to 20) stored within the latter model’s 3,444-mm long wheelbase (the SUV’s wheelbase measures 226 mm shorter at 3,218 mm). The downgraded base SUV, filled with just 16 modules, will be capable of about 400 km of range. Every new Hummer will incorporate GM’s new double-stacked battery pack, by the way, which is included as part of an interdependent body/battery structure that is said to enhance the vehicles’ rigidity.
“The HUMMER EV’s body protects the battery, while the battery supports the structure,” continued Oppenheiser. “That means the battery pack itself is a structural element, which enables a truly open-air experience and a rare combination of extreme off-road capability and smooth on-road performance in a body-frame integral platform.”
Despite the lengthy time to market, GM Canada has announced an entry price of $88,898 plus freight and fees for the 16-module base EV2, which is quite reasonable, but take note this will be the only Hummer SUV south of the six-figure mark. The 2X will be priced at $104,898, while 3X will start at $119,398. Lastly, an Edition 1 will cost early adopters $125,898, which isn’t bad considering the prices some competitors are charging for their street-only crossover SUVs.
This in mind, why not go all the way for an Edition 1 with its Extreme Off-Road package. It’ll only set you back $131,898, but adds a set of skid plates underneath that GMC dubs “armour”, as well as rock sliders, a front eLocker differential and a virtual locking one for the rear, HD ball-spline half-shafts, and 22-inch alloy wheels encircled by 35-inch-OD Goodyear Wrangler Territory MT tires. Last but hardly least, the upgrade includes front- and rear-facing UltraVision underbody cameras (including a wash system) to visually assist when overcoming trail clutter.
While impressive, we’re just scratching the surface of the new Hummer’s off-road technology. The new SUV also includes Crab Walk technology as standard equipment, which points all four wheels in the same direction for diagonal mobility thanks to a standard four-wheel steering system, while an air suspension with Extract Mode can increase the utility’s ground clearance up to 406 mm (16.0 inches) while driving, ideal for when traversing obstacles.
Those willing to scratch up their new Hummer EV’s paint will be happy to know it’s going to be one very capable SUV, due to an e4WD system that can power individual wheels, while its 330 mm (13 inches) of suspension travel, plus its ability to climb 60-percent grades when moving forward or reversing, as well as its capability of scaling 457 mm (18-inch) vertical obstacles, not to mention its willingness to ford more than 600 mm (2 ft) of water, should make it nearly unstoppable.
Those wanting yet more features can opt for a “multisensory, interactive experience” dubbed Watts To Freedom, which will fill the cabin with special sounds from the Bose audio system, as well as kinesthetic sensations via its haptic driver seat, plus visual stimulation from custom displays that portray the SUV’s performance mode as “armed and ready.” GMC’s My Mode lets you make the required personalization adjustments for this unique system, not to mention the ability to modulate its steering and suspension systems, throttle response, as well as the customization of engine sounds.
If you’d rather hear and feel air rushing over your head, an Infinity Roof, which includes removeable Sky Panels, comes standard.
Most should find the Hummer SUV’s five seats ample for their needs, while it should be practical enough for cargo as well. GMC says the powered side-swinging tailgate, which hangs a spare tire on its outer panel, is actually “wider than the vehicle itself” when open, with “an unimpeded 48-inch opening,” while owners will be able to stuff it full with 2,316 litres (81.8 cubic feet) of gear when the back seats are laid flat. What’s more, additional stowage space is hidden under the load floor, while another storage compartment can be found behind the cargo area’s side panel.
Width in mind, the new Hummer features a generously proportioned 12.3-inch digital gauge cluster ahead of the driver, which combines with an even larger 13.4-inch infotainment touchscreen to the right. Within the latter, an “In-vehicle Energy App” will monitor energy usage, plus can preschedule charging intervals, condition the battery temperature, and the list goes on.
Additional tech includes a Digital Key that allows owners to use their smartphone for wireless access and ignition, while an HD Surround Vision parking camera lets the driver see up to 14 vantage points. The aforementioned UltraVision underbody camera system provides up to 176 camera views, by the way, while a host of Off-Road Widgets deliver performance info to aid when off-roading, with driving scenarios like “ride height and eLocker engagement, compass headings, pitch/roll status,” etcetera.
Ever new Hummer EV model will be available with an updated version of GM’s Super Cruise semi-autonomous driver assistance technology too, which provides hands-free driving on compatible highways. The enhanced system even features new automatic lane changing, ideal for those who might be initially intimidated by large vehicles, or just wanting a more relaxed drive home.
Finally, ultimate tech geeks (plus the do-it-yourself crowd and campers alike) can add an available Power Station generator, which provides 19.2 kW of AC charging/generator functionality for accessories (120V/25A/3kW), plus the ability to recharge other EVs (240V/25A/6kW).
GM will drop more detailed information closer to the Hummer SUV’s launch, when we’re hoping to see the SUV’s special Moonshot Green Matte exterior paint as an option within its configuration tool. Stay tuned…
It might only be April, but 2022 Porsche 911s are already available to configure and order on Porsche’s retail website.
It all started with the recent introduction of the fabulous new 502-horsepower 911 GT3, which starts at $180,300 and will be delivered this fall, while now all 2022 911 body styles and trims are showing on Porsche Canada’s retail website, with pricing for the base model moving up from $113,000 for the current model year to $115,000 for the next model year’s cars.
The $2,000 price hike is reasonable, being that the German luxury brand will add standard comfort and communications features across the entire 911 line, starting with an updated Porsche Communication Management (PCM) touchscreen measuring 10.9 inches across. It features a simplified interface inspired by the one in the new Taycan EV, which integrates entertainment, navigation, comfort and communications systems into one flexible layout that boasts plenty of personalization options.
Additionally, the PCM update includes a trial period extension for the brand’s connected services package, growing to 36 months from just 12. After the three-year initiation period is over, connected services can be had via subscription.
Porsche Connect, that comes as part of the just-noted connected services package, now includes Voice Pilot that responds to natural language prompts available when saying, “Hey Porsche.”
The Navigation Plus system now features real-time traffic information too, plus online map updates and a calendar, as well as Radio Plus.
Slow to the party, the new 911 is the first Porsche to include standard Android Auto, which should be appreciated by the bulk of consumers who use Android-powered smartphones. PCM has long included Apple CarPlay, and will continue to do so via wireless and wired connectivity.
Music lovers can rejoice too, not to mention talk radio fans, because a SiriusXM satellite radio (with 360L) three-month trial subscription is now standard.
What’s more, just as with the Taycan, all 2022 911 models can accept direct integration of Apple Music and Apple Podcasts after purchasing an Apple service subscription.
As for mechanical technologies, dual-clutch PDK transmission-equipped 911 Carrera, Targa, and Turbo models are now upgradable with Remote ParkAssist, which lets the driver remotely move the car in and out of a parking space with their smartphone when standing outside.
Additionally, Remote ParkAssist comes bundled with Active Parking Support, controlled via the new PCM. A 3D Surround View parking camera is now optional too, as is Rear Cross Traffic Alert with Lane Change Assist.
After the $115,000 base 911 Carrera, the identical coupe body style can be further upgraded to the all-wheel drive-equipped Carrera 4 from $123,400, or buyers can opt for a Carrera S at $133,100, or Carrera 4S at $141,500.
The enhanced 911 Carrera Cabriolet begins at $129,600 for 2022, while chopping the roof off with AWD results in a $138,000 Carrera 4 Cabriolet. Additionally, the 2022 Carrera S Cabriolet now starts at $147,700, while the Carrera 4S Cabriolet can be had from $156,100.
If you want the best of both worlds, the 911 Targa 4 is now available from $138,000, while the Targa 4S starts at $156,100. Once again, three 911 Turbo models are available for the coming model year, starting at $198,400 for the Turbo, and then moving up to $213,000 for the Turbo Cabriolet, plus finally $235,600 for the Turbo S and $250,200 for the Turbo S Cabriolet.
Last but hardly least, the model Porsche says is “the most focused and agile ‘992’ generation car yet” is only available in a single trim line, but we’re not complaining, as the new 2022 911 GT3 is reportedly as good as sports cars get for just $180,300. So far, no 911 GT2 model has been announced, so we’ll obviously need to come back to cover all this again when the brand’s (current) ultimate super coupe arrives on the scene.
So far, we haven’t updated our 911 coverage to include a 2022 Porsche 911 Canada Prices page (expect one soon), so for the time being check out our 2021 Porsche 911 Canada Prices page that’s showing a factory leasing and financing rate of zero percent, plus average member savings of $2,800.
What’s the oldest production vehicle currently for sale in Canada? The only reason you might not have immediately thought of Nissan’s Frontier pickup truck, is because it’s been so long since the Japanese brand has advertised it. After all, the mid-size model has hardly changed since it was significantly made over 16 years ago, but even that mid-cycle refresh was based on a truck that dated back to 1997. Yah, today’s second-generation Frontier is from the last century, a shocking 24 years old under the skin.
Time for a redesign? Just a bit, but thankfully Nissan will make its all-new third-gen Frontier available for sale later this year, and by first impressions it should cause a splash in the market. To be fair to Nissan, at least it didn’t walk away from the compact/mid-size truck market altogether like Dodge (Ram) did a decade ago when it dropped its Dakota.
The domestic brand (having changed its truck division’s name to Ram well before finding itself under the ownership of Stellantis, a new entity that combines Fiat Chrysler with the PSA Groupe) is reportedly looking to return to this segment like Ford did with its upsized Ranger a few years back (the old compact Ranger was discontinued in 2011), while the Chevrolet/GMCColorado/Canyon twins only suffered from a two-or-so year hiatus between first and second generations. A new Dakota should make sense, especially when considering how well the automaker has done with its Jeep Gladiator, a pickup truck version of the iconic brand’s Wrangler SUV.
Toyota’s Tacoma has long led this class for sales and ownership loyalty, despite what segment-upstart Honda has attempted with its unibody Ridgeline alternative, while Hyundai and Ford will soon try to show there’s still life left in the smaller compact pickup category with their respective Santa Cruz and Maverick models.
Yes, Nissan will have plenty of challengers to go up against when its new Frontier arrives for the 2022 model year, but from what we can see it looks like this truck will be a serious contender right out of the gate. It gets a more angular design that pays a bit of homage to the brand’s old Hardbody pickups of the 1980s and 1990s, but we think the new styling shows more respect to the full-size Titan, particularly its front door window cutouts, which, similar to the Ford F-150, are kinked to help with visibility.
The new Frontier also appears influenced by the aforementioned Canyon, at least before GMC said so long to its arguably more attractive rectangular grille. Any resemblance to the domestic truck shouldn’t be a problem for Nissan enthusiasts, mind you, because the new Frontier looks unique enough, comes across as tough and rugged, plus it shows off plenty of state-of-the-art LED lighting elements.
Modernity in mind, the old Frontier’s interior stays firmly in the past, with Nissan hardly even pulling forward any nods to yesteryear for posterity’s sake. We think is a smart move, because the brand needs to show that this truck has been totally reengineered. Now it looks so refined that Nissan should truly be drawing up a new Xterra to share its underpinnings, especially considering how hot the 4×4-capable SUV market is right now.
Nissan replaces the old model’s rounded dash with a chunkier, blockier design that should go over well with fans of industrial tools. This said everything flows together nicely, in a tastefully conservative way. Details include stitched and padded pliable synthetic bolstering ahead of the front passenger, plus a similar soft-touch application added to the grip-like sides of the lower centre console. We’re guessing the truck shown is a Pro-4X, due to its attractive orangey-red highlights and nicer than expected refinement, so we’ll wait to see how other trims are finished before making any judgements.
Despite this being near top-of-the-line, the primary gauge cluster is mostly analogue, but it incorporates a big colour multi-information display in the middle, de rigueur these days, which will no doubt come filled of useful functions, while a reasonably large standard 8.0-inch touchscreen is placed at the top of the centre stack. It includes Apple CarPlay and Android Auto smartphone integration, plus all of the other expected functions in base form, including a reverse camera. According to Nissan, the Frontier is available with a 360-degree Around View parking camera in upper trims, viewable via an even bigger 9.0-inch touchscreen. Additionally, wireless device charging (albeit without wireless CarPlay) will be an option too, as will a nine-speaker Fender audio system when choosing the Pro-4X.
The Pro-4X is the Frontier’s most capable off-road trim, by the way, and therefore also gets special Bilstein shock absorbers and underfloor skid plates that cover the transmission and fuel tank, while sharp looking red tow hooks are added to the front bumper, and an orangey-red version of Nissan’s new badge gets added to the front, rear and interior.
The 2020 model Frontier (there wasn’t a 2021 model) came in S, SV and Pro-4X trims (and can be had with zero-percent financing right now), plus a Midnight Edition that has yet to be offered for the 2022 model year. A sporty Nismo edition is reported on the way, but for the time being three main trims get the nod. What’s more, Canada gets a simplified lineup that discontinues two-wheel drive variants, other than a fleet-only base King Cab S work truck.
Yes, both King Cab and Crew Cab variants will make a return for 2022, with the former available across the whole model range, and the latter only found in base S trim. Still, a Canadian-spec Frontier can be had in Pro-4X trim with the smaller King Cab, which isn’t available south of the border (or north if you live in Windsor).
The King Cab features a six-foot bed as it always has, leaving the shorter five-foot bed for the Crew Cab, other than with the long-wheelbase SV model, which increases the truck’s wheelbase from 3,200 mm (126 in) to 3,550 mm (140 in).
The US-specification Frontier received a new 3.8-litre V6 and nine-speed automatic a couple of years ago, but our version soldiered on as is. Now our 2022 Frontier gets the upgraded engine, which makes 310 hp and 280 lb-ft of torque. It should be powerful enough off the line, plenty potent for highway passing, and particularly good when off-road, making our team excited to get behind the wheel for a full road and trail test.
Hitting the trail in mind, every Frontier sold to retail customers includes Nissan’s part-time shift-on-the-fly 4WD, which provides 2WD, 4HI and 4LO modes, connecting through to an electronically-controlled transfer case. Other features include hill start assist and hill descent control, while Pro-4X models get an electronic locking differential.
Canadian-market Frontiers receive a maximum tow rating of 2,944 kilos (6,500 lbs), which isn’t quite as good as the best possible 3,408-kilogram (7,500-lb) US-spec rating, due to their two-wheel drive model that’s once again not offered here. Just the same, the Frontier’s four-wheel drive tow rating is competitive at 2,268 kg (5,000 lbs).
Also competitive, Nissan will provide all Frontier trims with its suite of Safety Shield 360 advanced driving assistive technologies in Canada, which include automatic emergency braking with pedestrian detection, blind-spot warning, lane departure warning, rear cross-traffic alert with automatic-braking, high beam assistance, and adaptive cruise control.
Look for the new 2022 Frontier to show up this summer, with pricing and trim details to land just ahead of arrival.
As anyone who’s spent days at a time driving around in a mid-engine supercar will tell you, there’s more to a car than just being able to go fast. Hence the new age of four-door coupes, Porsche’s fully electric Taycan EV being the latest of such wonders to hit the road. Now, just as it did with its more conventionally-powered Panamera four-door coupe’s transition into the Sport Turismo, Porsche is introducing an extended sport wagon version of the Taycan to expand its practicality without detracting from its performance-oriented nature.
The new Taycan Cross Turismo is Porsche’s answer to Audi’s E-tron (or the new E-Tron Sportback), Jaguar’s I-Pace, and Tesla’s Model X, for the time being at least. No doubt, the Stuttgart-based firm will eventually reveal a purely electric SUV, but for now EV fans with more pragmatic leanings will need to settle for an elongated four-door coupe, not that opting for a Taycan Cross Turismo could ever be considered hardship.
By the numbers, the new Cross Turismo provides 793 litres (28.0 cu ft) of added cargo space for a new maximum of 1,200 litres (42.4 cu ft), which is a great leap forward from the regular Taycan’s 407-litre (14.4 cu-ft) trunk. This doesn’t include the Taycan’s 81-litre (2.8 cu-ft) “frunk” (front trunk) either, which is standard in both cars. If you still require more luggage capacity, Porsche has a bespoke roof-top cargo carrier on offer that’s capable of clinging in place up to 200 km/h.
Yes, the Cross Turismo is no different than the regular Taycan coupe when it comes to performance, with top track speeds varying from 220 to 250 km/h depending on trim. Both body styles feature identical 800-volt battery-electric plug-in power units, complete with a lithium-ion Performance Battery Plus good for 93.4 kWh of power, which makes the car capable of approximately 320 km of range before a recharge, depending on exterior temperatures conditions, road conditions, driving style, etcetera.
Especially helpful, up to 100 km of range is available after a mere five minutes of being hooked up to a DC fast charger, which should be enough for most people to top up and get on their way. Of course, if plugged into a regular 240-volt charging station it will take significantly more time to reach that level of range.
Charging times will also be reflective of the chosen Taycan model, as will the Cross Turismo’s zero to 100 km/h performance. The slowpoke of the litter is the base Taycan 4 Cross Turismo, which nevertheless zips past the 100 km/h mark in a rapid 5.1 seconds due to its 375-hp dual-motor electric power unit. An upgrade to the 4S Cross Turismo will chop an entire second off that standstill to 100 km/h sprint time, thanks to 482 hp flowing through to all four of its wheels.
Porsche oddly uses its “Turbo” nameplate for top-level Taycan trims, but even if those around chuckle at the thought of a turbocharged EV, you’ll be last to laugh as you blast past. To that end, the Taycan Turbo Cross Turismo puts out a formidable 616 hp, resulting in just 3.3 seconds from naught to 100 km/h, whereas the even quicker Turbo S Cross Turismo provides 750 hp for an otherworldly 2.9-second run to 100 km/h, when launch control is employed.
Porsche provides all Taycan Cross Turismo models with the same chassis and adaptive suspension system, which is shared with the regular Taycan coupe, while all-wheel drive is standard to improve four-season capability. Better yet, Porsche includes a standard “Gravel Mode” too, this setting adjusting the model’s throttle response and chassis control to optimize adhesion to less than ideal road surfaces.
If you want even more off-road prowess, an optional Off-Road Design package raises the Cross Turismo’s ride height by 30 mm (1.2 in), plus provides more protection to paint surfaces that might otherwise get chipped without mud flaps. Additional rugged-looking upgrades give this EV more of a crossover look. s
Appearances in mind, the Cross Turismo is already tougher looking than a regular Taycan, thanks to SUV-style matte black body cladding circling the wheel cutouts, yet more along the rocker panels, and of course more rugged black stuff end-to-end, while the front and back bumper caps are further enhanced with stylish silver undertrays.
Deliveries of the new Taycan Cross Turismo will start this summer, so make sure to give your local Porsche retailer a call if you’d like to get your hands on one. Pricing begins at $119,900 for the entry-level Taycan Cross Turismo 4, and grows to $126,800 for the Taycan Cross Turismo 4S, $178,000 for the Taycan Cross Turismo Turbo, and lastly $218,000 for the top-tier Taycan Cross Turismo Turbo S.
Notably, the Cross Turismo’s base power unit is not available in the regular Taycan coupe, which is why this crossover-wagon variant is a bit more affordable. Specifically, the 2021 Taycan 4S can be had for $120,500, but it incorporates the Cross Turismo’s stronger 4S power unit. Therefore, a direct price comparison should be made against the $126,800 Taycan Cross Turismo 4S, which requires $6,300 more than the four-door coupe variant. Even better, Cross Turismo Turbo and Turbo S trims only cost $3,000 more than their regular Taycan equivalents.
If you were looking for some edgy styling updates to go along with the new 2022 IS 500 F Sport Performance model’s 472-horsepower V8 engine upgrade, this probably isn’t going to be your next ride. Unless Lexus decides to push out an even more aggressive IS F trim before an all-new model arrives in a couple of years, this IS 500 F Sport is the brand’s new four-door muscle car now that the mid-size GS F (and the entire GS line) has departed.
As it is, Lexus refreshed the entire IS line for 2021, and therefore sees no need to bulk up the elegant compact luxury model’s bodywork with extra scoops, whale-tail wings, or any other types of go-fast add-ons to attract more buyers, although they did slightly widen the fenders. Thus, this only marginally muscled up saloon might be the best new sleeper on the strip.
The sharply angled four-door wears a broadened version of Lexus’ now fully acceptable spindle grille, fully blackened out of course, its corners complete with a revised set of multi-lens LED headlamps that don’t dazzle with as much bright metalwork within either. The lower front fascia is deep and divided too, with nice black vertical brake vents to each side (or at least they look like brake vents), while the hood overtop gets a fabulous dome at centre to make way for the 5.0-litre V8 stuffed below.
All IS trims received the same body sculpting down the sides, extended fenders aside, with even the two-tone mirror housings identical to those found on lesser models. Likewise, for the rear end’s UX-inspired LED taillights, which feature a narrow reflector strip visually tying them together. A subtle spoiler hovers over top, and again it’s no different than what you’d find on a regular IS, while the diffuser-infused lower bumper cap is only a departure because of the extra two vertically stacked exhaust tips poking through.
As it is, the IS 300 and IS 350 are already the sportiest Lexus sedans available, so they were mostly de-chromed before this IS 500 arrived. In fact, some 2021 trims are even darker due to grey-painted alloys, the V8-powered model’s 10-spoke, 19-inch Enkei lightweight wheels finished in glittering metal, just like the chromed “L” badges at each end and aforementioned exhaust pipes. The IS 500’s most obvious differentiators are darkened side window trim bits instead of Lexus’ usual polished nickel.
All of the interior changes are from the usual F Sport order sheet too, including black “F SPORT” insignias on the door sill plates and steering wheel, the latter which is heatable and leather-clad, of course, while the metal gas pedal, brake pedal and dead pedal have been upgraded to F Sport specifications too. The startup animation in the mostly-digital gauge cluster’s multi-information display is special to the IS 500, mind you, and serves as a quick reminder of the menacing power available at from a little right foot application.
Along with its 472 horsepower, Lexus’ big V8 puts 395 lb-ft of torque down to the rear wheels, which is almost as much output as found in the gorgeous LC 500 sports coupe and convertible, this IS version actually increasing horsepower by a single digit while dropping a mere three lb-ft of twist. Either way it represents a serious improvement over the next-best IS 350 that only sends 311 horsepower and 280-lb-ft of torque to the ground below. Even the mighty 2014 IS F, as impressive as that super sedan was for its time, wouldn’t be able to compete at 416 horsepower and 371 lb-ft of torque. Of note, the only major change other than widening the front fenders was the need to move the radiator forward to accommodate the larger engine.
If you’re shopping in this category, a handful of challengers are worth mentioning, including the Alfa Romeo Giulia Quadrifoglio that puts out a mind-blowing 505 horsepower and 443 lb-ft of torque; the BMW M3 that pretty well created this super-fast sedan segment and still offers up competitive performance thanks to a 473-horsepower turbo-six in base form or 503-hp Competition trim; the Mercedes-AMG tuned C-Class that comes in 385-hp AMG C 43 form, 469-hp AMG C 63 guise, and lastly with 503-hp AMG C 63 S tuning.
Unfortunately, Audi doesn’t offer an RS version of its directly competitive compact luxury sedan, but four-ringed buyers can option up from the 349-hp S4 to similarly sized RS 5 Sportback that makes 444 hp (the A5 Sportback is Audi’s version of BMW’s 4 Series Grand Coupe (none are available for 2021), albeit the Bavarians don’t provide an M version of what is arguably their prettiest four-door). Additionally, Cadillac is set to enter this category with its new 2022 CT4-V Blackwing, which gets a standard manual gearbox, rear-wheel drive, and 472-horsepower worth of twin-turbo V6.
A few honourable mentions include the Volvo S60 Polestar Engineered model that puts out 415 hp from a turbocharged, supercharged and plug-in-hybridized four-cylinder (and can also be had in V60 wagon form); and the Infiniti Q50 Red Sport 400 that puts out 400 hp, as its name implies. This story would be incomplete without noting the top-tier Tesla Model 3, which is good for 480 electrified horsepower, plus 471 lb-ft of instantaneous torque.
As noted earlier, the IS 500 pushes all of power down to the rear wheels through the same swift-shifting eight-speed Sport Direct automatic transmission as used in the model’s V6-powered rear-drive IS models. It also features Custom, Sport S and Sport S+ engine and transmission mode settings, with the latter adjusting EPS steering assist and shock damping force as well. The end result of a good driver utilizing the most sport-oriented settings is 4.6 seconds from zero to 100 km/h, no doubt accompanied by “ferocious” sounds from the four tailpipes that “perfectly amplify the new V8 engine,” or so said Lexus in a press release.
Bridling all that power is Lexus’ standard Dynamic Handling Package, which also underpins the US-specification IS 350 RWD F Sport (AWD is standard north of the 49th). The upgrade boasts an Adaptive Variable suspension setup featuring Yamaha rear performance shocks plus a Torsen limited-slip differential, while the IS 500’s standard braking system is improved with two-piece 14-inch aluminum rotors up front and 12.7-inch discs in the rear, while special cooling ducts help to enhance performance at the limit. Despite the upgraded equipment and larger engine, the new IS 500 only adds five kilos to the IS 350 AWD F Sport’s curb weight, mostly because of its rear-drive layout, the V8-powered model hitting the scale at 1,765 kilograms.
Were you expecting a wallflower? The new 2022 GT3 won’t have any issues standing out in a crowd, albeit not as sensationally supercar-like as the now discontinued GT2 (don’t worry, a new one is on the way). Let’s just agree that no one will mistake it for a run-of-the-mill 911 Carrera.
Porsche recently revealed the latest version of what many Porsche purists deem the ultimate 911, and of course the updated model has been getting its fair share of attention. When peering at it from your rearview mirror, a new dual vented carbon-fibre hood lets you know to move over and give it room to get by, at which point you’ll almost immediately get a glimpse of the new model’s massive swan-neck carbon-fibre rear wing and CFRP diffuser. In their default settings, the GT3’s aerodynamic add-ons improve downforce by 50 percent over a regular 911 coupe, but with a few adjustments you can get up to 150 percent more downforce when running at 200 km/h.
All of that speed comes via the same 4.0-litre horizontally opposed six-cylinder engine as the previous model, albeit making 10 ponies more for a considerable 502 horsepower, whereas its 346 lb-ft of torque remains unchanged. Possibly the best part of the GT3 story is that all that power comes without a turbocharger, making this model the only naturally aspirated 911 available.
Instead, size matters more, the GT3’s flat-six a full litre larger than the twin-turbo Carrera’s boxer, while some pretty fancy tech goes along for the ride, including six throttle butterflies for that just-noted 10-horsepower bump, plus an ultra-lofty rev limit of 9,000 rpm. That’s out of this world for a flat engine configuration, by the way, this layout normally strongest at the low end, but not designed for whirring away at stratospheric levels.
What’s more, the engine’s natural aspiration isn’t the GT3’s only unique differentiator amongst 911 models. Even more noticeable when driving is the manual model’s six-speed gearbox, compared to the majority of 911s that sport a seven-speed manual. Just like with all 911s, GT3 owners can opt for a seven-speed dual-clutch automated PDK gearbox with paddles, but it won’t cost you a penny more. Also relevant, the GT3’s PDK isn’t specifically related to new version introduced for all other (992 series) 911s, but instead comes from the old 2019 GT3, the reasoning behind its use being an 18-kilo drop in mass and extremely fast input response.
The six-speed manual isn’t new either, but gets shared with the fabulous 718 Spyder and 718 Cayman GT4. This gearbox is lightweight, features rev-matching to make non-pro drivers sound like the real deal, and is commonly praised for its smooth actuation. The six-speed manual is in fact so good that 68.7 percent of past Canadian GT3 buyers chose it over the PDK. This probably says more for the types of performance enthusiasts that choose the GT3 over other 911 models too, that person more appreciative of the art of driving over ease of use and/or sheer straight-line performance. As is always the case, the PDK is faster off the line than the manual, the GT3 with the autobox requiring a mere 3.4 seconds from zero to 100 km/h, with 200 km/h needing just 10.8 seconds.
No matter the transmission choice, the GT3 comes standard with a wholly new double-wishbone front suspension design. The new front suspension was developed by Porsche’s sports car racing team for the Le Mans-winning 911 RSR, with the GT3 being its first application in a 911 production car. It allows for a more rigid spring setup with more camber stiffness, which better isolates the shocks from transverse forces that could otherwise upset forward momentum amid shifting mass. Overall, Porsche promises better handling.
Also upgraded, the GT3’s five-arm rear suspension now includes additional ball joints for the lower wishbones, plus spherical bushings and unique dampers. Porsche says it makes the new GT3 is a better track car, but this should also translate into a better daily driver, whether your commute is urban or on a curving rural road.
Additionally, the more responsive suspension setup comes mated to standard rear-wheel steering that make them rotate up to two degrees in the same or opposite direction, depending on whether the objective is high-speed stability or easing low-speed parking manoeuvres.
To scrub off speed from the former, the outgoing GT3’s already sizeable 380 mm front brake discs grow to 408 mm too, while weighing a significant 17-percent less. As for doing better with low-speed situations, such as rolling over big speed bumps or climbing steep driveways, Porsche has included a front axle lift system to keep the gorgeous carbon fibre front lip spoiler from dragging on the pavement.
That lip spoiler, as well as the new hood, the massive wing and the rear spoiler already mentioned, are not the only exterior features produced from carbon fibre reinforced plastic, incidentally. Yet more CFRP body panels include the rear fenders and, optionally, the roof.
“Road-approved circuit rubber” is also available, while GT3 buyers can add a rear roll cage too, by opting for the Clubsport package (not available in all markets). The all-new battery requires no extra investment, however. It hits the scales after a 10-kilo diet compared to the one used in the old GT3, with all of the new model’s weight-saving improvements and increased engine performance adding up to a superb 2.8 kg/PS power-to-weight ratio.
Deleting the rear wing can eliminate even more weight, but I can’t see this being a popular choice unless planning to install an even larger one. Still, it’s possible more conservative buyers find it a bit much for everyday driving, so Porsche has provided the option to trade it for the regular 911’s power-adjustable spoiler via a Touring package.
As for GT3 interior upgrades, they continue to include plenty of Alcantara psuede on the steering wheel rim, sport seats, and elsewhere, plus Porsche’s usual “GT3” branding.
The new 2022 GT3 is now available to order, with first deliveries expected in the fall of this year.
The new 911 GT3: Time is Precious (2:35):
The New 911 GT3 at the Nürburgring (1:33):
The New 911 GT3: Onboard at the Nordschleife (7:33):
We can never say Infiniti is following the crowd by introducing its new QX55 crossover coupe. After all, the Japanese luxury brand helped define this niche market segment way back in 2002 when they unveiled the mid-size V6- and V8-powered FX35 and FX45. That strong-performing SUV would eventually transform into the even more dramatic QX70, and sadly be discontinued after the 2017 model year. It remains a great used buy for those wanting a true coupe-like “sport” utility featuring elegant finishings inside.
The new QX55 is for those who want something a bit sportier than the QX50, but more practical than the Q50 sedan or Q60 sports coupe. Sure, rear passengers need to give up a little headroom, while its cargo compartment is slightly smaller, but nothing in life is without compromise, and the QX55 delivers big in many other ways.
To be clear, the QX55 loses 134 litres of cargo capacity when compared to the QX50, which leaves 761 litres compared to 895. Sliding the rear seats forward can increase dedicated luggage space, but this versatility is unoptimized by less-than-ideal 60/40-split rear seatbacks, compared to European competitors that provide the more convenient 40/20/40 rear seat split that allows longer items, like skis, to be laid down the middle while two rear passengers enjoy the more comfortable rear window seats.
Those competitors include a few well-proven contenders, such as the BMW X4 that started the entire compact SUV coupe segment off in 2014. It was followed in 2018 by Mercedes’ GLC Coupe, while the Audi Q5 Sportback is entirely new for 2021. Now Infiniti hits the market as the first non-German luxury brand to offer an SUV coupe.
To be fair, some compact luxury rivals look similarly swank, including the Alfa Romeo Stelvio, Jaguar F-Pace, Range Rover Velar, Porsche Macan and Tesla Model Y, so they could very well vie for SUV coupe-like contention, but being the only compact models offered by their respective luxury brands, and providing similar passenger and cargo volumes to their more conventional category challengers, we’ll leave them off the list. They deserve honourable mentions, however, as does Genesis’ soon-to-arrive GV70.
The new QX55 can arguably be called the most attractive crossover in Infiniti’s shrinking SUV lineup (after they cancelled the QX70 they also nixed the subcompact QX30). It offers up a sizeable interpretation of Infiniti’s stylish double-arched grille, a standard set of slim LED headlamps, which Infiniti says “mimic the human eye,” plus gloss-black fog light bezels that look similar to brake cooling ducts. The look is imposing, yet classy.
Continuing rearward, dwn the QX55’s curvaceous side surfaces and arching roofline flow into a short rear deck lid, the latter said to be a “fresh interpretation of the FX silhouette” by Infiniti. It combines for a neat and tidy hind end, highlighted by “piano key” style tail lamps boasting 45 separate LEDs for quite the dazzling display after hours.
Black cladding trims off the SUV’s lower extremities, of course, running from the front wheel arches backward, sweeping upwards when reaching the rear bumper in order to outline a body-colour diffuser-style panel packed full of chromed rectangular exhaust pipes. It’s a handsome design that should be popular with those wanting something slightly more daring from a brand known to be more dependable than its European competitors.
Behind its elegant grille is the same variable-compression 2.0-litre turbocharged four-cylinder engine found in the QX50, in which it makes 268 horsepower and 280 lb-ft of torque. It’s conjoined to a continuously variable transmission (CVT) with steering wheel paddles, which while efficient and reliable, is rarely a performance fan’s first choice. Canadian examples feature standard AWD, while its fuel economy is slightly lower than the QX50’s at a claimed rating of 10.5 L/100km city, 8.3 highway and 9.5 combined.
Like the engine and drivetrain, the QX55’s cabin hardly deviates from its more conventionally shaped sibling, other than the top-tier Sensory model’s lack of quilted leather upholstery. Seeming to be trying for a sportier theme, this model gets optional two-tone Monaco Red and Graphite black detailing, joined by additional red accents on the centre stack and lower console, which truly highlights the unique shape of this technology-filled cabin divider. Additionally, this swath of bright colouring gets offset by dark grey, open-pore wood trim on the dash and door panels, while these pieces butt up against satin-finish aluminum trim that combines with yet more nicely finished metal throughout the cabin.
The Japanese brand’s InTouch 8.0- (upper) and 7.0-inch (lower) dual digital displays are once again front and centre, which is a sharp contrast to most premium rivals that house their main screens like upright fixed tablets on the dash top. This choice allows for touch capacitive use along with most peoples’ preferred smartphone-style tap, swipe and pinch finger gestures, while redundant controls are located on the steering wheel spokes. The QX55 will come standard with all expected infotainment functions too, such as Android Auto, Apple CarPlay, and 4G LTE wi-fi connectivity for up to seven devices.
The QX55 just went on sale with three available trim levels. The first is Luxe, which at $51,995 plus freight and fees includes standard AWD, 20-inch alloys, leatherette upholstery, dark aluminum interior trim, heated front seats, a powered glass sunroof, active noise cancellation, and a bevy of advanced driver assistive systems like predictive forward collision warning, forward emergency braking with pedestrian detection, automatic rear braking, blind spot warning, lane departure warning, rear cross-traffic alert, and automatic high beams.
Upgrade to $56,998 Essential ProAssist trim and you’ll get adaptive front LED headlights, an overhead surround parking camera with moving object detection, adaptive cruise control, distance control assist, blind spot intervention, and lane departure prevention, while additional features include InTouch navigation, a Bose audio system with 16 speakers, and leather upholstery.
As mentioned earlier, Sensory is the top-line trim in the QX55 hierarchy, which at $60,998 features plusher semi-aniline leather upholstery, the previously noted open-pore maple wood accents, three-zone auto HVAC, ambient cabin lighting, and a motion-activated liftgate, while this model’s tech systems are further improved with a head-up display, traffic sign recognition, full speed range and hold capabilities for the adaptive cruise control, ProPilot Assist semi-self-driving with steering assist, and finally, Infiniti’s exclusive drive-by-wire Direct Adaptive Steering system.
Infiniti’s new crossover luxury coupe faces some serious competitors, mostly because its brand name doesn’t provide the same premium cachet as more established marques like Audi, BMW and Mercedes-Benz. Nevertheless, the QX55 provides impressive good looks, similar levels of luxury, competitive technology and strong performance, while the new QX55’s value proposition should be a deal-maker for those concerned about their monthly payments.
Saving money in mind, Infiniti is already offering up to $1,500 in additional incentives for the new QX55, as seen on our pricing page, where you can choose one of its three trims and configure it to your liking. Find out how you can save thousands when buying your next vehicle by becoming a CarCostCanada member, and be sure to download our free CarCostCanada app as well, so you can get info on the latest factory rebates, newest manufacturer financing and leasing deals, and dealer invoice pricing that will make negotiating your best deal ultra-easy.
Chevy has updated its Bolt EV plug-in electric car for 2022, and along with subtly reworked styling, a revised interior and more tech, the bowtie brand will add a second crossover-style variant dubbed EUV, to make the model appeal to more would-be buyers.
The Bolt EV is positioned within the subcompact hatchback segment, with a focus on practical four- to five-passenger capability and flexible cargo hauling utility, plus highly efficient, zero-emissions, battery-powered mobility. Despite all of this clean, green and easy-to-live-with pragmatism, today’s Bolt is actually a great deal more fun to drive than most would imagine before stepping inside, thanks to more than ample torque from its potent electric motor.
In an interesting move, the outgoing Bolt will lose its roof rails as the new EUV takes over the SUV-style family role, or at least the version shown in GM’s press photos shows a clean roof without any rooftop load carrying capability. The original Bolt not only included a set of roof rails, but also featured a slightly taller ride height and black body cladding around its lower extremities, all in crossover-like fashion. The new 2022 Bolt will carry forward with the latter conventions, while the EUV’s roof rails are more prominent and (at least in the trim level shown in photos) black, adding to its SUV-like presence.
What’s more, the new Bolt EUV adds length, width and height over the regular model, now measuring 161 mm (6.3 in) more from nose to tail, 5 mm (0.2 in) extra from side-to-side, with 10 mm (0.4 in) of additional track, plus 5 mm (0.2 in) add from the base of its tires to the top of its just-noted roof rack. Most importantly, its extended length results in 75 mm (3 in) of extra wheelbase, allowing the EUV to increase rear legroom by 78 mm (3.1 in), but strangely the larger model’s cargo volume decreases slightly, from 470 litres (15.6 cu ft) behind the rear seats and 1,614 litres (57.0 cu ft) when folded down, to a respective 462 and 1,611 litres (16.3 and 56.9 cu ft).
Odd yet again, despite the EUV increased height, its headroom drops by 0.2 mm (0.1 in) front to rear, plus it forgoes another 24 mm (0.9 in) in front when the optional glass sunroof is chosen. Second-row shoulder room is reduced slightly as well, but hip room grows by a similarly hair-like measurement yet shrinks a bit more in back, thus the upgrade to a larger EUV seems to only benefit rear passenger legroom, which was an issue that has reportedly caused complaints from first-generation Bolt owners. On the positive, the EUV’s curb weight only increases by 41 kg (90 lbs).
The extra poundage probably won’t be felt by EUV buyers, however, being that both Bolts will continue to zip along faster than anything else in their subcompact categories. This in mind, plus factoring in the regular Bolt’s exemplary 417 km (259 miles) range, caused no reason for Chevrolet to improve the power unit, although the same battery/motor setup in the EUV reduces range by about 15 km (9 miles) to 402 km (250 miles).
The powertrain in question is GM’s permanent magnetic electric drive motor and 65-kWh, 288-cell lithium-ion battery, which combine for a stealthy yet healthy 200 horsepower and 266 pound-feet of torque. Both Bolt models are front-wheel drive, similar to a number of other small crossover SUVs, so don’t take them onto a beach for photos like GM did for the press images.
Chevy makes DC fast charging capability standard, which allows for approximately 160 or 150 km (100 or 95 miles) of EV or EUV range respectively after 30 minutes of charging, while a special dual-level charge cord makes it possible for owners to hook up to a 240-volt charging station or 120-volt household-style three-prong outlet.
Those familiar with today’s Bolt will notice that Chevy left the biggest changes to their interiors, where both EV and EUV models feature more horizontally themed layouts for a wider visual effect. The new design is more conventionally laid out as well, replacing the pod-type centre stack with one that flows downward in a more traditional style, ending in a conventional lower console. The same standard 10.2-inch touchscreen remains, large for the subcompact category, while the infotainment graphics have been given a refresh. Apple CarPlay and Android Auto smartphone connectivity are still standard, with a navigation system optional, but most will probably be happiest to see a new standard wireless charging pad. Chevy saw no need to change the Bolt’s fully digital primary gauge cluster, however, which looks exactly the same as that in today’s model.
Together with the current Bolt’s less than ideal rear legroom, owners also complained about seat comfort and interior materials quality, which they deemed substandard for the many asked. While loading the Bolt up with an impressive list of kit, including that big infotainment display just noted, the car’s near $45k price point justifies higher quality surface treatments. Thus, the new 2022 Bolt models will get their just desserts, with softer surfaces in key areas, even including what appear to be padded leatherette on the dash. Chevy seems to have improved some cabin switchgear too, but we shouldn’t expect anything nearing Cadillac quality.
Knobs, levers and switches in mind, the new lower centre console includes an updated gear selector that replaces the current model’s conventional shifter for a slim row of Acura/Honda-style push and pull buttons. The green-lit button nearest to the driver engages one-pedal driving, which is a more effective design than slotting the shift lever into the “L” position, a system employed for the current Bolt and other EV and plug-in models within GM’s various lineups. The paddles on the backside of the new flat-bottom steering wheel will be more familiar to Bolt (and Volt) owners. These can be used for braking assistance, plus for recharging the battery through regenerative kinetic energy.
Tech in mind, the top-line EUV Premier will be first amongst Chevrolet vehicles to offer GM’s Super Cruise hands-free semi-self-driving technology, which is functional on median divided highways. The EUV Premier also features adaptive cruise control and an HD parking camera with a bird’s eye overhead view.
With respect to new Bolt family styling, the majority of onlookers should find the smaller EV better looking than its already reasonably attractive (for a subcompact hatchback) predecessor, unless a more traditional grille-filled front fascia is preferred. The new model says goodbye to the black mesh grille insert, instead replacing it with a grey-painted and patterned panel cut in an ovoid outline, with a slender slot below being the real air intake. This patterned effect does a better job creating family branding than Tesla’s Model 3, for instance, which looks like a non-branded car in an insurance commercial.
Following a theme from the first-gen Bolt and Volt predecessor, Chevy connects the new LED headlamps and side mirror housings with a thick black strip of fender trim, while the outgoing car’s traditional fog lights have been axed for more extended black trim, similar to Cadillac’s front fascia styling.
The EUV features a unique frontal design, which separates the headlight clusters and air intake-style fog lamp bezels, while providing a deeper air vent at the base of a similar solid grey grille insert. Black fender garnishes also flow into the mirror caps, while appearing to follow the black-painted window trim around the glass to a floating roof look, not unlike designs in use across the Chevrolet lineup.
The rear designs of both Bolt models are unique in their execution, but they have a similar design theme that features clean, horizontal, LED taillights at the corners, plus loads of gloss-black composite trim in between. Large matte black bumpers underscore the look, although in a change of pace the EUV appears somewhat dressier due to aluminum-like skid plates, both in the rear and up front.
The 2022 Bolt EV will be priced from $38,198 (plus freight and fees), which is a shocking $6,800 lower than today’s 2021 Bolt EV (those roof rails must have been expensive add-ons), while the new Bolt EUV will be available from $40,198. This means that fully loaded versions should keep them below $45,000, which is as high as possible before being disqualified for government rebate programs. Today’s base Bolt LT can be had for $44,998, incidentally, so it qualifies for the most generous of rebates, whereas the better equipped 2021 Bolt Premier’s $50,298 MSRP doesn’t.
In cooperation with Toyota Credit Canada, Toyota Canada has put together a deal to supply two dozen of its zero-emission Mirai hydrogen fuel-cell cars to ride hailing company Lyft in British Columbia, after which a select group of Lyft drivers will be able to rent these 24 cars through Toyota’s new KINTO Share program.
Eligible Lyft drivers will be able to use the KINTO Share app to rent one of the Mirai cars at $198 per week (plus taxes and fees, inclusive of insurance, scheduled maintenance, and unlimited km), at which point one of three Greater Vancouver Toyota dealerships will facilitate the rental.
“Toyota’s KINTO Share program is proud to partner with Lyft to demonstrate a zero-emission mobility-as-a-service model in another important step toward achieving our global sustainability objectives,” commented Mitchell Foreman, Director of Advanced and Connected Technologies at Toyota Canada. “This proof-of-concept project also allows more Canadians to experience hydrogen fuel cell electric vehicles first-hand, demonstrating their viability and efficiency, especially for fleets.”
While just a trial program, Toyota soon hopes to roll it out across Canada in a larger scale. The program also provides an opportunity for hydrogen fuel-cell awareness.
“Everybody who sits in the back seat [of a Mirai] is going to be able to learn a little bit more about hydrogen technology,” stated Stephen Beatty, Toyota Canada’s Vice President, Corporate. “There’s no way that we could do that on our own.”
The partnership lifts up Lyft’s image as well as Toyota’s, which gains positives for adding to its zero-emissions fleet.
“Lyft’s mission is to improve peoples’ lives with the world’s best transportation, and to achieve this, we need to make transportation more sustainable,” added Peter Lukomskyj, General Manager, Lyft in B.C. “This partnership will better serve current drivers and those who don’t have a vehicle, but want to drive with Lyft for supplemental income, while moving us toward our goal of reaching 100-percent electric vehicles on the platform by 2030.”
The Mirai, which comes standard with a 151-horsepower electric motor good for 247 pound-feet of torque, was the first mass produced hydrogen fuel-cell-powered EV in the world when Toyota launched six years ago. Instead of conventional plug-in electric vehicles that might requires days to completely recharge when hooked up to a regular 12-volt household-style power outlet, or at the minimum hours when using a fast-charger, the Mirai can be totally refuelled in approximately five minutes via specially outfitted hydrogen stations, which are now located in key locations around the Vancouver lower mainland.
The Mirai can be driven up to 500 kilometres between fills, and all the while only emits water from its tailpipe. Additionally, its zero-emission status makes it eligible for BC’s high-occupancy vehicle (HOV) lanes, resulting in quicker commutes during peak rush hours. This can be critical for the profitability of a ride hailing driver.