Auto Showdown: 2019 Toyota Supra Vs. 2019 Porsche 718 Cayman
As with its exterior styling, the 718 Cayman weaves Porsche's current design language into its cabin design, too. Analog gauges lend a more traditional vibe to the interior, but the 7.0-inch touchscreen integrated into the center stack makes it clear this is a modern Porsche. At least at first, Toyota will offer only one engine for the 2020 Supra in the U.S., a 3.0-liter turbo I-6 with 335 hp and 365 lb-ft of torque paired to an eight-speed automatic transmission. Other markets will get a 2.0-liter turbo-four, but Toyota has yet to announce that engine for the North American market. Although the 2020 Supra shares many parts with the BMW Z4, the drivetrain, suspension, and steering have all been tuned by Toyota specifically for the Supra. You can also opt for an active rear differential and adaptive suspension. Porsche offers two turbocharged flat-fours in the 718 Cayman, a base 300-hp 2.0-liter and a more powerful 2.5-liter in the Cayman S and GTS. Unlike the Supra, the Cayman comes standard with a six-speed manual, or you can opt for a seven-speed twin-clutch automatic transmission.
Available performance goodies include active suspension, torque vectoring with a mechanical locking differential, a sport exhaust system, and carbon-ceramic brakes. We drove a 2020 Supra prototype and were impressed by its smooth driving dynamics, linear acceleration, and high levels of grip. The Supra's interior also proved quiet, and the ride was comfortable in normal mode. We've driven the Porsche 718 Cayman and also enjoyed its newfound performance despite the lack of a sweet six-cylinder exhaust note. 50,920 for the base 3.0 trim. 56,180 and will be limited to 1,500 units. The first production 2020 Toyota Supra, a bespoke example, will be auctioned at Barrett-Jackson Scottsdale on January 19. Despite its high price tag, the 2020 Toyota Supra is still less expensive than some key competitors. 7,230 more than a base Toyota Supra. 19,630 dearer than Toyota's reborn flagship sports car. A similarly equipped Cayman will cost even more, because some features that come standard in the Supra cost extra at Porsche.
The new Range Rover Evoque is one of the most important cars in the history of Jaguar Land Rover, replacing the smash-hit original version at a crucial time for the company鈥檚 bank balance. And while the official launch isn鈥檛 until the spring, Auto Express has been given an introduction to the new model on UK roads by Land Rover鈥檚 chief development driver, Mike Cross. The all-new Evoque lives up to that billing because while its chassis is, in theory, related to the D8 platform that underpinned the first-generation car, it has gone through major changes to allow for electrification. There are cues from the larger Velar, for sure - notably the ultra-slim headlights and flush door handles - but there鈥檚 much greater sophistication than before along the flanks. The complex side panels have been calmed down into a single, rising belt line and subtle, clean surfacing. You won鈥檛 mistake it for a Velar, but you won鈥檛 mistake it for an old Evoque, either. The Evoque鈥檚 MHEV system uses a belt-integrated starter generator to cut the engine off completely below 11mph when the car is coming to a halt, and to help it get moving again from rest.
It鈥檚 said to deliver between 20Nm and 30Nm of torque in most scenarios (although it can supply up to 100Nm), and as well as improving efficiency, saving up to 8g/km in CO2 emissions, it helps to reduce turbo lag. As we head into the hills near Welshpool, a couple of things are almost immediately evident. Firstly, there is a considerable step up in cabin quality, with our HSE鈥檚 Kvadrat wool-blend upholstery matched by acres of double-stitched, padded material across the dashboard and in the door liners. The twin-screen infotainment and car control system will be a quantum leap for Evoque owners, too, with a crisper resolution than before and quicker responses, not to mention added functionality and the likes of Android Auto and Apple CarPlay. The second thing that springs to mind is how quiet it is. When we suggest that even from the passenger seat, this already feels more like a true baby Range Rover than the old Evoque ever did, Cross smiles knowingly. 鈥淭hat was one of our real goals,鈥?he reveals.
鈥淚t鈥檚 getting harder and harder to drive quickly, and it鈥檚 becoming less and less socially acceptable anyway. So what we think customers wanted with this car was more luxury, more comfort, more connectivity. We worked as hard on wind-noise isolation as we did on powertrain refinement.鈥?That鈥檚 an oblique reference to the Audi Q5, which insiders suggest was the main benchmark, ahead of the BMW X3 and Porsche Macan. Cross explains our car has continuously variable dampers - an option across the range, unless you go for the largest 21-inch rims, at which point they become compulsory. But even so, there鈥檚 compliance over rippled and broken surfaces. We鈥檇 probably settle for the look of 19-inch wheels in return for a teeny bit more tolerance over big potholes, but image-focused Evoque buyers will be gifted more comfort on the larger alloys than they鈥檝e experienced previously. The roads get quieter as we head into the wilds of Wales and Cross begins to show off the Evoque鈥檚 capability when the speeds rise.