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I
’m an enormous fan of street racing. At least, in principle, I’m an enormous fan. But I’m not talking underglow and carbon wings here. That scene only barely exists at all, at least in the way you might picture it in your head.
information only and every effort is made to ensure its accuracy. However reviews, comment and instruction are the views of the authors and may contain inadvertent errors, for which Drive apologises but takes no responsibility for any actions of any person resulting from the use of information contained herein. Any prospective contributor or correspondant submitting unsolicited material with a view to its publication automatically grant Drive license to publish such material in whole or in part in any edition of this magazine. Any material submitted is at the risk of the sender and Drive cannot be held liable or accountable for its loss or damage.
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I’m talking the every single day sort of street racing. Because no matter the road or posted limits, most of us have this human thing built-in called competitiveness. In men, this trait manifests itself regularly and is often lauded as boldness and/or success. And yet in our cars we’re supposed to ignore that constant drive? Really, in one of those things which most intrinsically connects with our latent competitive spirits? So, it doesn’t even have to be the latest ultra-hot sports coupe either. In fact often lesser cars are better. I’ve just had the exact experience I’m painting happen, for about fifteen minutes myself and a guy I don’t know at all were down each others necks on the long, sweepDRIVE M AGAZINE FEBRUARY 2010
E ds W el c o m e
ing section of the Paul Kruger highway into Springs, over the train bridge and heading down Tonk Meter towards the N17 onramp. Although there was traffic, it was early evening Springs traffic, and the whole “track” was double-laned and we both knew it well. The cars? A VW Citi Mk1 and last-generation sporty Yaris. I don’t think it was an RS, I don’t think they did the RS in that model. It was the 160i I believe. Anyway. The Mk1 and I had him on the straights, and to be honest around corners were quicker still. But he was more inclined to keep his speedo climbing way past double the speed limit and I was a bit more cautious, so we stayed pretty close all the way. The zesty, grunty 1.6litre in the Golf was working hard and blaring this fact loudly for all the East Rand to hear, the Toyota unit a distant, high-pitched hum through my open window. Through bends the VW tips merrily in then just grips at the front and goes DR I VE M A G A Z IN E F E B R U A RY 2010
round – you barely even have to lift most of the time. A wonderful thing, since the brakes don’t really slow you down very much even if you do use them. But there are limits beyond which I will not go. Once the Toyota had gotten so carried away by the descending red mist that, with the road briefly narrowed to one lane and arcing left, he overtook on a solid line where it was absolutely impossible to tell if anything was coming the other way. And at 7 PM, not 3 in the morning or anything. Silly. For me, that was the unofficial, untimed, unscored “race” over. Even when I caught back up to my former partner in speed, I stayed well off his back bumper making sure to not even suggest we pick up where we’d been interrupted by my not driving illegally and dangerously for the continuation of my own enjoyment.
Russell 3
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News News. 2010 is but a month old, but it’s appears to be shaping up to be a good year. Get all the most enticing latest car news right here. .
20 Drive Feature SA Special – We get a look inside, beneath, and all around the SA special, Millennium 7.
30 Drive News Feature Hyundai H1 launch
34 Drive Feature Crooking the majority – Drive examines, scientifically, the ridiculous twists and loops that determine our fuel price.
42 Drive Launch Feature New VW Polo
52 Drive Launch Feature New Proton Saga
60 Drive Columns Russell speaks to colleagues in motoring journalism about proper car classification, while Steve recounts nearly drowning his pretty little DTM on everyday tarred roads.
65 Drive Tests BMW 135i
74 Drive Tests Audi A5 2.0T Convertible
82 Drive Tests Tata Indica Vista INI
88 Drive Tests Renault Twingo RS
96 Drive Tests Land Rover Discovery 4 TDV6 HSE
104 Drive Tests Suzuki B-King
112 Drive Tests Aprilia RSV4
122 Drive Tunes
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pdates, facelifts, call them what you want but I think they’re mostly nonsense. When a car gets a facelift absolutely nothing important receives even the merest sniff of an improvement but the grill or headlights get eyeliner. Not that I’m complaining, when cars get facelifted the price of the ‘outdated’ model could drop when essentially the old and new versions are identical.
the face itself I couldn’t see any difference but after some research I have discovered that there are indeed some styling changes. BMW’s famous kidney grille has been lowered and widened but frankly if you noticed this without being told I don’t recommend you share that knowledge, you will be mocked. The headlights have been modified and now also in-
And whilst this situation is largely true
clude daytime running LED’s. There are
for the updated 3 Series Coupe and
new bumpers, colours and sideskirts
Convertible from BMW, there are some
but really all of that is irrelevant.
interesting tweaks to the engines. On 6
DRIVE M AGAZINE FEBRUARY 2010
News
What is relevant is that the 335i is get-
boosted by 7kW to 407Nm. Apparently
ting a new engine, it currently runs a
this has been done via BMW’s Valvetro-
3.0L Twin-turbocharged straight six. It
nic technology and more precise direct
is still the same engine essentially but
fuel injection. Still it begs the question,
the shiny new N55 3.0 litre six has a
if BMW engineers can get similar per-
different head design as well as having
formance with less why not just keep
one of its turbo’s amputated. Now many
the two turbo’s with the improvements
of you will immediately begin to have a
to get much more power? I’m sure they
mental breakdown at the thought of an
have a good reason which I no doubt
update resulting in fewer turbo’s, but
won’t understand or agree with.
BMW have been working hard on that motor. Despite the face value down-
There is also a naturally aspirated
grade the engine only loses 2kW with
N53 3.0L motor producing 171kW and
an output of 223kW over the previ-
271Nm, a 2.0L diesel has been thrown
ous engine, torque however has been
in too.
DR I VE M A G A Z IN E F E B R U A RY 2010
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DRIVE M AGAZINE FEBRUARY 2010
News look which should appeal to young enthusiasts according to GM. They don’t say who these young enthusiasts are or what they’re enthusiastic about but at least we know they’re enthusiastic about something. Further to this targeting of young enthusiasts the Aveo RS features big shiny wheels and some fairly low profile tyre’s, and I’ve got to say overall the styling works very well. The show car featured an electric Boracay Blue paint job which was complemented nicely by the large Boracay Blue brake callipers peering out from behind the brilliantly excessive 19 inch alloys. The Aveo RS unfortunately doesn’t pack too much punch in the engine department although to be fair in this segment manufacturers are justifiably
G
M recently revealed a hot hatch at the 2010 North American International Auto Show in Detroit, the hatch in question will come in the form of Chevrolet’s Aveo but with an RS added onto the name.
wary of shoveling excessive amounts of power through the wheels. They are however perfectly happy about making the wheels themselves excessively large. Anyway the engine is a 1.4L Ecotec turbocharged petrol mated to a six speed manuel transmission. The 1.4
The Aveo RS will be longer, wider and
is said to produce 103kW at optimum
more spacious than the existing pro-
revs which I suppose is plenty for a lit-
duction Aveo as well having an ap-
tle pocket rocket.
parently European inspired hot hatch DR I VE M A G A Z IN E F E B R U A RY 2010
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ased on a lot of figures that I have no hope of understanding, the Ford Motor Company has posted a profit for 2009 after the fourth quarter produced a net income of $868 million. This comes after about four years of losing money by the bucket loads, the last time Ford actually made a full year profit was 2005. What impresses me then about this is that Ford has been bleeding since before the the full out recession hit, so to then turn it around with the recession still lurking about it is quite an achievement. Sure they did get quite a bit of help but they still could have squandered that.
were cut by $5.1 billion from the previous year, which means they must’ve wielded a very large axe considering the target was $4 billion. With this massive cost reduction, their 2009 revenue of $118.3 billion proved enough for a profit despite that being a revenue drop of $19.8 billion. With these being the first positive results in some time, Ford seem to be looking to the future with renewed vigour. They intend to boost production in North America by 20,000 units up to 570,000. All I say about that is that I hope many of them are of the Focus RS
How they pulled of this feat of financial
variety and headed our way to South
wizardry had a lot to do with restruc-
Africa.
turing and cost cutting. Structural costs 10
DRIVE M AGAZINE FEBRUARY 2010
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010 marks the 75th anniversary of the famous Jaguar brand, fitting then that 2010 is also the year of the all-new Jaguar XJ. The new XJ is the culmination of a reinvention of sorts for the Jaguar brand, a process that Jaguar hopes will push the iconic big cat past 75 years and on to a century and beyond.
which Jaguar believe they created one of the world’s best grand tourers. So now we’re in 2010, their anniversary and the XJ is on its way, a car that embodies all the traits that make a Jaguar. The story of Jaguar begins in 1922 when Sir William Lyons founded Swallow
This reinvention of Jaguar kicked off in
Sidecars, he worked on ‘SS’ branded
2008 with the introduction of the new
motorcycle sidecars and cars. By 1935
XF. From there Jaguar moved to 2009
however Swallow was ready to launch
with the XK coupe and convertible with
his SS 100 and for that he wanted a new more evocative name. Swallow
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DRIVE M AGAZINE FEBRUARY 2010
News to something that is alive” when referring to cars. So children don’t count then William? With an attitude like that the name Jaguar was a natural choice, embodying the grace, elegance, power and agility which he hoped would set his cars apart from the herd. And for the most part I’d say he achieved that too. Jaguar will be celebrating their anniversary during the year at several events, the
Goodwood
Festival
of
Speed
and Revival in the UK; the Concours D’Elegance at Pebble Beach in the US and at the Mille Miglia classic in Italy. Arguably the best element of their celebration will be Jaguar’s return to motorsport with the JaguarRSR XKR GT2, was a real petrolhead at heart, he was after all a man who came up with gems like: “the closest thing we can create
DR I VE M A G A Z IN E F E B R U A RY 2010
they’ll use it to compete in the American Le Mans Series (ALMS). So how about an F1 team then?
13
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T
he 2010 Geneva Motor Show, held early March will naturally show us many interesting vehicles which hopefully will actually be built. Sadly it is often the case that the most alluring showpieces turn out to be concepts never destined for production. One Geneva reveal that is going into production however is the new Mazda 5.
The Mazda 5 will be the first production model to completely adopt the Japanese firms Nagare (meaning “flow” in Japanese) design language, apparently the design language draws its inspiration from the flows found in nature. Sounds like nonsense to me, what does that even mean: “flows in nature”? All I can see are some wave-like ridges on the side, you don’t need a fancy Japa-
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DRIVE M AGAZINE FEBRUARY 2010
News nese word or that. Still, the concept has been present to some degree in other Mazda production vehicles and concept cars and Mazda have largely been making good looking cars lately, Drive really liked the Mazda 3’s styling. The flows are said to improve aerodynamics as well, which when combined with efficient direct injection engines and Mazda’s “i-stop” idling stop system should result in a package light on fuel. There is a 2.0L petrol model with the afore mentioned features mated to a six speed manual gearbox with optimised gear ratios for efficiency. It’ll probably be boring then, you just know it when the gearbox is tuned for efficiency. There will be several more powertrain options although a more detailed and complete list hasn’t been set there will be a 1.8L petrol. The 1.8L uses the same transmission, but that’s all we know for now. At the end of the day it’s a minivan, how much is there really to know, it has lots of seats and an engine. That’s all there is to it. Okay it has a smiley face at the front, which is cool, but then most Mazda’s do.
DR I VE M A G A Z IN E F E B R U A RY 2010
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DRIVE M AGAZINE FEBRUARY 2010
News
you don’t think it is a Ford Mondeo. Along with the face there are new headlights and taillights, with what appears to be mascara surrounding them. The 2010 Mazda 6 will have six engine options available to customers, although Mazda seem most interested in punting their 2.0-litre DISI petrol motor which is said to be a big improvement over the 2.0L engine it replaces both in fuel economy and emissions. The engine will be mated to a five speed automatic transmission. The petrol engine lineup is completed by the Mazda MZR 1.8, and 2.5-litre engines. Diesel power is to be provided by Mazda’s MZR-CD 2.2-litre turbo diesel engine, there will however be three levels of that motor each tuned to different power outputs. The power for these diesels ranges from 93kW/127hp
T
he Geneva Motor Show sure will be a busy one for Mazda. Not only has it been reported that the new Mazda 5 is slated for a Geneva reveal, now the Mazda 6 facelift for 2010 has been added to the itinerary. To look forward to on the Mazda 6 is the new Mazda face, yet another Mazda to be adorned with a smiley face and the six does need it so DR I VE M A G A Z IN E F E B R U A RY 2010
to 131kW/178hp. Being as it is that this is only a facelift and not an entirely new vehicle there really isn’t that much to report. Sure there are new chassis settings, a new pivoting adaptive front lighting system and hill-launch assist but that’s about it. 17
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uring January three images were leaked of the forthcoming MINI crossover vehicle, now however with the cat well and truly out the bag BMW has decided to release official images as well as details on the car itself. The first piece of information which needed clearing up for BMW was the name, as the car was scheduled to be unveiled at Geneva there was some confusion on what exactly the name 18
was going to be, both Crossman and Countryman were reported. BMW has cleared up the confusion though and as you could see from the headline the fourth model in the MINI family is the Countryman. The root of the confusion was that the name of the car may vary from region to region, but South Africa is definitely going with Countryman. The Countryman will naturally come with a choice of powertrain options, although a JCW version hasn’t been announced so the engine options may not DRIVE M AGAZINE FEBRUARY 2010
News advanced if sometimes silly technology. This time round said technology includes Brake Energy Regeneration, Auto Start Stop, a gearshift point indicator, and on-demand management of the engine’s ancillary units. All this is there to save fuel and keep the polar bears on ice but really is little more than marketing. Brake Energy Regeneration for instance doesn’t actually do anything for the environment but it is ‘green’ on the face of it so it must go in.
yet be a complete list. The entry level MINI One D Countryman with 66 kW/90 hp, which is interesting because until now the MINI One has been considered underpowered for the South African market. The MINI Cooper S Countryman sports a 135 kW/184 hp 1.6L four cylinder petrol motor. In all the Countryman will land in RSA with a choice of three petrol and two diesel engines. Whilst the Countryman is a MINI at its hearth it does have BMW engineering and thus comes kitted with some very DR I VE M A G A Z IN E F E B R U A RY 2010
Unquestionably the most significant element of the Countryman is the ‘All4’, MINI’s first all- wheel drive system. The all-wheel drive system is an option on the MINI Cooper S Countryman and MINI Cooper D Countryman and is a dynamic system meaning power delivery is dependent upon conditions. Under normal conditions for example 50% of the engines power will be sent to the rear wheels but under certain extreme conditions that percentage can be cranked up to a thrill providing 100%. Now that we have more than three images at more angles we ca make a better decision about the Countryman’s styling. From some angles I think it looks really good but I remain unconvinced from all angles. Make your own mind up though.
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DRIVE M AGAZINE FEBRUARY 2010
D r i v e F ea tur e
Millemium 7
A
s a fellow petrolhead I bet that, like me, you’ve always been a huge admirer of Lotus. Whether you’re a fan of the quirky brand or not, and who can’t be when faced with the everlasting gorgeousness of the retired Esprit, or the youthful lightness of the Elise family, you do have to appreciate them. Colin Chapman’s famous performance recipe, through lighter weight, is just the stuff of ultimate motoring nirvana.
DR I VE M A G A Z IN E F E B R U A RY 2 010
21
D r ive Fe a t ure And that base principle is probably most
and which still marks its owner instantly
evident in one of the company’s oldest
as a kindred spirit drawn to ingenious
cars. The immortal Seven, so elemen-
engineering and the thrill of pure driv-
tary in design that it has been reborn in
ing.
“This is a South-Africa born sportscar moulded in a similar shape to the evergreen Seven but suitably expanded.” various kit-car formats across the globe thousands of times, is still a dominating
But there is a small problem with the
player in the European trackday scene,
Seven. It’s size.
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DRIVE M AGAZINE FEBRUARY 2010
D r i v e F ea tur e There are those of us who are petrolheads, but aren’t 6-foot at most and a snake-like 80 kilos. It isn’t our fault really, just good genes, and it shouldn’t preclude us from driving such a truly special little machine. We’re already denied MX-5s and S2000s by the Far East after all... And that is where Chris Karstens and the Millennium 7 project come into the picture. This is a South-Africa born sportscar moulded in a similar shape to the evergreen Seven but suitably expanded. Suitable for the frame of us occasionally larger SA men to be specific. All right it’s still not exactly going to be spascious, but there’s definitely
a
healthier
amount of room in there, overall. However when we arrive at the factory in the sticks of Benoni, we discover quite a lot more about the whole deal. The wellknown Roger Houghton has also come through for us tonight – it’s his DR I VE M A G A Z IN E F E B R U A RY 2 010
complete,
canary-yellow
Millennium
that all the recent press shots were based on, and that completed car is in the workshop at the moment with some VVTi difficulties on the rorty 20-V Toyota mill. Reconfiguring is in progress. Beneath the boomerang-shaped, hangar-like aluminium structure are several Millenniums in various states of build. For the moment this is essentially a collective of kit builders, each man working fastidiously but in camaraderie on their own versions of the car. While all are based on the common Millennium 23
D r ive Fe a t ure
7 platform – which currently consists of
Currently there’s an RX-8 rotary, twin-
a chrome-moly chassis reinforced by
turbocharged to produce apparently in
laser-cut double-aluminium panels for
the region of 700 horses awaiting instal-
the shapely body, and the necessary
lation, a 2.0-litre 16V Opel motor legen-
suspension arms, uprights, and shocks
dary for it’s work in the utterly epic Su-
themselves. But each has chosen their
perBoss, Houghton’s 20-V Toyota and
own engines, interior fittings, optional
a smattering of Ford options. There are
cages and the like.
also a couple of new Ford Zetec 2.0litres, these are the motors which will
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DRIVE M AGAZINE FEBRUARY 2010
D r i v e F ea tur e be the “stand-
2cm. Fortunately he was already using
ard option” in
the Zetec and was actually able to buy
a fully factory-
a half-height sump to solve the prob-
built Millennium
lem. With all of the custom cars in here,
7,
the
they’ve often had to make their own so-
team are mov-
lutions for these sorts of modifications,
ing towards as
so the Zetec is going to be a real ad-
we speak. With
vantage for production time.”
which
a Ford Sierra gearbox
and
Until this point just about everything on
and diff replac-
a Millennium 7 has been custom. Eve-
ing the BMW
rything from the wishbones to the shock
E90 rear slip-
itself to the universal joints is produced
diff in deploying
by a local supplier to the Millennium
the grunt to the
schematics, but despite the low-vol-
rear wheels.
ume nature of the business the quality
E x p l a i n s Houghton; “We’ve
found
that in addition to being affordable and easy to find parts for, these Ford motors are also great at being modified. My Toyota unit doesn’t have too many speed parts available for it but this Ford has plenty, off the shelf. One of the guys here was looking to drop his engine by a couple of inches to improve the CoG, and the only way to do that meant he had to shave the sump down by a hefty DR I VE M A G A Z IN E F E B R U A RY 2 010
25
D r ive Fe a t ure of craftsmanship is evident in the pile
This is all then hand assembled with
of raw parts awaiting assembly packed
aviation-grade precision and attention
neatly in the rear storeroom.
to detail. All of the current project members are from highly specialised, very
Now that the project is gaining momen-
technical backgrounds in SAA and oth-
tum as a fully-fledged SA low-volume
er airlines, and the fastidious nature re-
manufacturing business, more local
quired of such disciplines shows in the
suppliers are keen to get involved. ATE
final product.
is putting together a four-pot highly efficient braking package for the car for
That chrome-moly chassis is changing
instance, new forged rather than cast
to steel tubing which is cheaper and just
uprights are being finalised, ATS are
as rigid, and Millennium has the top alu-
keen to provide seats, and bit by bit
minium specialists in the country rolling
each component is being made pro-
thinner aluminium sheeting, providing
duction-line friendly. At least as friendly
the double benefit of lower weight and
as possible in what will still be a very
increased rigidity. The new components
exclusive car.
all told are expected to reduce the current car’s 695kg weight by some 35%!
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DRIVE M AGAZINE FEBRUARY 2010
D r i v e F ea tur e By standardising on production-line
the world-famous Caterham brand.
components the small startup is hoping to be able to provide this unique sport-
“We would love to see them remain-
ster at a very reasonable price. While
ing very limited in numbers. That said
“We have a lot of customer interest and are in negotiations with key investors to make this happen...” the completely custom-built Millenni-
there’s also great potential for export-
ums now in existence naturally cost
ing pure kits to international markets,”
significantly more, the current target is
comments Carstens. “We have a lot
R150K for a rolling chassis, and about
of customer interest and are in nego-
R25K for the engine and gearbox com-
tiations with key investors to make this
bination. The pricing for factory-built
happen – although we do still need ad-
examples will be higher than the sum
ditional investment to see the birth of
of these parts of course, but are likely
this SA-born low-volume manufactur-
to still undercut existing specialists, like
ing company through.”
DR I VE M A G A Z IN E F E B R U A RY 2 010
27
D r ive Fe a t ure
Poring over Houghton’s completed Mil-
afford to outsource they just create it
lennium, and the very first navy-blue
themselves, perfectly to spec. It’s the
model parked-up in the office of this lit-
sort of commitment that really deserves
tle manufacturing factility, shows that in
being rewarded and kept alive.
terms of construction techniques all the talent is clearly in place. Having gone all-
The car itself appears finely honed and
out with his spec, this car sports a com-
is built and backed by some very fine en-
pound-curve intake, front canards and a
gineering minds. We can’t wait to get a
rear diffuser all fashioned from carbon
ride in one once the production line be-
fibre, and each piece is perfectly formed
gins.
and executed. “Effective too,” explains Houghton; “Although not even 700kg the
Right at the back of the
downforce generated by this car make it
workshop, as we wrap up
feel absolutely stable at 250km/h.”
the Millennium interview,
Alongside this glaring yellow track toy is
Carstens almost shyly re-
the new robotic assembly jig being built
veals his long-term baby.
in-house to automate drilling and even-
It’s a replica Lamborghini
tually even welding functions. That’s
Countache,
how this crew of engineers are, if there’s
pletely built and already in
something they need but perhaps can’t
its subframe in the middle
28
and
com-
DRIVE M AGAZINE FEBRUARY 2010
D r i v e F ea tur e of the chassis
If you’re a South African petrolhead, this
is the engine.
is a low-volume production endeavour
Originally a V6
you really don’t want to see fail. This
from the Nis-
team deserves its funding, and already
san 350Z, this
has customer interest, and are doing an
one has been
unbelievable job with the limited time
bored to 3.7-li-
and resources already available to them.
tres and tuned
Freed of these constraints and wholly
up a bit. To
focussed on the Millennium 7 manufac-
around 1000hp
turing project, I believe the new concern
thanks largely
can only go from strength to strength.
to sodium-filled titanium valves,
European and even Japanese enthu-
chrome-sleeved pistons, a swirl-type in-
siasts tend to rabidly back home-built
jection system and direct-port NOS set-
teams, and perhaps it’s a leaf we can
up. When he gets to finishing it, which
take from their book. This car is all
is taking so long thanks to his nearly-in-
South African and all the better for it,
sane attention to every tiny detail, it will
let’s show our appreciation for their ef-
be a truly bonkers machine.
forts and back them to the hilt. Certainly the product is worth supporting, whether
But quite possibly not a lot faster than
as just an owner of one of the road cars
the lighter, smaller and likely more nim-
or even a participant in the planned one-
ble Millennium 7.
make series. You’ll not get more visceral motoring thrills in just about any form, any price category. These cars are just undeniably special, ruthlessly focussed, and charming-looking to boot – a dangerously addictive equation which will be appreciated both locally and internationally by like-minded petrolheads.
Russell
DR I VE M A G A Z IN E F E B R U A RY 2 010
29
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Hyundai H1 Diesel
F
amilies always need vehicles with capacity for plenty of people. Mothers that take children to sports activities will always be roped into giving the rest of the neighbourhoods offspring a lift. Family holidays with three children, mum and dad and grandparents too. In the old days 30
life was simple, all you did was pour kids into the car until the doors wouldn’t close. Family holidays were no problem either with several children sitting on the laps of parents – even in the front. But since then the safety fascists don’t approve of this situation and it would be fair to say that they are actively discouraging it. As far DRIVE M AGAZINE FEBRUARY 2010
News these vehicles have two silly little fold down seats in the boot, which are uncomfortable and impractical. Just watch granny trying to disembark. Great for amusement value but not much fun for granny. Whilst the Hyundai H1 might look like a bus designed for hotel transfers, it does make a very real, practical alternative as a family vehicle. All of the passengers have their own full size seat and the ease of acces is far superior. Not only that, with seven people on board, there is still a huge luggage area for suitcases, tog bags or golf clubs. But, wait for it, the H1 has nine seats, yes nine so you can take the whole family and two friends on holiday. Even the family dog can ride in comfort. The H1 is not going to be the king of cool, let’s be honest. It is after all a van with windows. It is an attractive van but a van nonetheless. as the do-gooders are concerned, each child should have its own seat and seatbelt. Preferably wrapped in several layers of cotton wool and wearing a high-vis vest.
As an alternative to a car, the H1 works very well. It is no less economical and realistically not much bigger than say an Audi Q7 or a BMW X5. It doesn’t have much in terms of off road capability but
So, the soloution is to buy a big seven
then how many X5 owners traverse the
seater at great expense. Unfortunately
African continent? What you do get to
DR I VE M A G A Z IN E F E B R U A RY 2010
31
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make life easier is park distance con-
fantastic visibility. The diesel version is
trol which is unusual on this class of
only available with an automatic gear-
vehicle.
box which makes perfect sense and takes the pressure off the driver who
The H1 petrol was universally criticised
will inevitably be shouting at children in
for its less than adequate perform-
the back. The gearbox is not particu-
ance. I’m pleased to say that the die-
larly smooth by modern standards but
sel is much better. It is the most pow-
it does do its job reasonably efficiently.
erful vehicle in its class apart from the
The overtaking performance is perfectly
VW Caravelle but that will set you back
acceptable once you have gotten over
and additional R160 000. It performs
the initial gearbox kickdown. You don’t
as well as the average hatchback and
ever feel that you have to sit behind
is easy to drive with light controls and
slow moving vehicles until you have
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DRIVE M AGAZINE FEBRUARY 2010
News miles of open road in the opposite di-
and you don’t get that anoying drone so
rection.
common in minibuses. What Hyundai neglected to provide for the launch
The H1 is a cut above the rest in terms
drive was a group of screaming kids.
of interior appointments. For a start,
That really would have demonstrated
you get full leather and nice leather
how well interior noise has been insu-
too. All of the seats, front and back are
lated. Were I in the market for a multi
reclining and adjustable for rake. There
seater, the H1 diesel would certainly be
is a very good audio system and it even
on my shortlist.
has a USB slot so that you can plug your iPod in. Airconditioning is stand-
Steve
ard and you get alloy wheels too, with a full size spare. You get all the usual appointments expected in a family vehicle like cup holders and electric windows. The H1 diesel is a very relaxing vehicle to drive. It performs well and has a very comfortable ride. The road and wind noise are kept to a minimum
Drive Vitals Engine:
4 cylinder 16 valve
Capacity:
2497cc
Power:
120kW
Torque:
392Nm
Driven wheels:
Rear
0-100km/h:
14.5 seconds
Price:
R359 900
DR I VE M A G A Z IN E F E B R U A RY 2010
33
D r ive Fe a t ure
F
igures in this article are sim-
ment’s fuel pricing policy. Is it because
plified to the nearest decimal
they are too stupid or too lazy to cre-
for clarity but are realistic.
ate a more rational system? Or is it
have, for many years been baffled by
“South African motorists and vehicle operators have, for many years been baffled by the government fuel pricing policy.”
the government fuel pricing policy. The
because there are too many advantages
New South African government made
for the government and many of its in-
no changes to the Apartheid govern-
dividual supporters? What can possibly
The pricing policies of oil
industry products throughout the world would have made even Albert Einstein’s head spin. The variations in and rationales for fuel prices are so diverse one might be forgiven for wondering if they refer to the same product. South African motorists and vehicle operators
34
DRIVE M AGAZINE FEBRUARY 2010
D r i v e F ea tur e be behind the reluctance to allow retail
the pump in December was calculated
petrol price competition? And what on
on the prevailing oil prices and exchange
earth is the sense in regulating diesel in
rates in October. This is a logical suppo-
a different way? Well, only our illustrious
sition since the cost of October imports
“Does South Africa buy oil month to month?” politicians can tell us that. And they don’t
could not be calculated until November.
want to. Ask any economist and they will
They would then be published for im-
regurgitate the same tired old drivel per-
plementation in December. Of course,
petrated by a succession of government
knowing the efficiency of many of our
ministers. Instead of asking pertinent
government departments, we may be
questions they accept the status quo. I
giving them more credit than they de-
hope my bank charges don’t go towards
serve. If, on the other hand, the figures
their salaries.
are based on September crude prices the differential is greater as the average
To get a handle on the futility of this
was only $67 a barrel.
situation, we have tried to analyse and quantify the workings of the system. We
If we are to believe that Singapore re-
also ask some, we believe, pertinent
fined cost R4.06/ltr in October 2009, it
questions as to why we continue to be
seems on the face of it that we paid $86
saddled (horse transport might be more
or almost R646 a barrel. Both U S and
effective) with this clearly artificial sys-
British sources indicate the cost of re-
tem. To this end we have taken the De-
fining a litre of petrol is about R0.79 at
cember 2009 prices as our bench mark.
the October exchange rate. Thus the
You have to choose a specific month as
refined basic petrol price should include
the prices fluctuate monthly. Does South
that figure, bringing the crude element
Africa buy oil month to month? No one is
to R3.27/ltr. This, therefore, supposes
forthcoming on the answer to this ques-
that the average crude cost at the time
tion.
of purchase was close to $70 a barrel. This appears not too far adrift in terms
Without being able to confirm this, we
of the crude spot price average. So they
have assumed that the price of fuel at
got their sums right. Right?
DR I VE M A G A Z IN E F E B R U A RY 2 010
35
Do we pay spot prices for our crude imports? I rather think not. Surely we have advantageous long-term contracts for the supply of crude. If not, those at the Public Enterprises and Min & Eng helms are letting us all down. Since we import crude and not refined products, why is the price of our fuel determined on the price of Singapore refined in the first place? Singapore has no oil, so anything refined there must be transported to their refinery incurring shipping costs. Then, of course, there are further costs to ship it out again. None of this seems to make much sense in the South African context. Especially as Singapore is 1500km further away than the Gulf and Iranian oilfields. The figures shown in the table are taken from the Dept of Minerals & Energy web site so they should be authentic. The breakdown given is of 93 octane unleaded and diesel pricing elements. Let’s suppose the government is not pulling the wool over our eyes about this. Yes, I know it would probably be the first time but we’ll give them the benefit of the doubt. We‘ll take it that the addons are unchangeable. DRIVE M AGAZINE FEBRUARY 2010
D r i v e F ea tur e Of the R7.76 we paid for 93 octane petrol in December 09, R1.54 went to SARS. I’m guessing here, but the 11c Service Cost Recoveries
looks
suspiciously like the Delivery Cost for diesel. If so, why call it something else? I am
wholesalers and retailers between them
at a loss to understand what the 14c
pocket R1.24 for petrol and an indeter-
shown as Transport might be if the 11c is
minate amount for diesel. To round it off
for delivery, as there is column showing
we have the iniquitous thievery of 64c
Pipeline Levy and yet another showing
a litre going to the Road Accident Fund,
Inland Transport Recovery. For petrol,
whose CEO has still avoided any kind of
the amount of 14c is described as Zone
censure for gross mismanagement and
Differential. What on earth is that? Is this
probable fraud. This adds up to R3.70 —
the purported cost of sending crude to
nearly half of the total cost.
Singapore and back again? Quite possibly. Nevertheless, when these odds
Now, regardless of the price of crude,
and sods are added together they come
that R3.70 is going to be creamed off
to 25c a litre — who gets that? The
the top. But of the basic fuel price, how is it that we are paying R4.06? Our philanthropic chums at Sasol, who, it may be said, have already been fined locally and by the EU for price-fixing, produce about 35% of the country’s automotive fuel needs. They do so at a cost equivalent of around $25 a barrel, some 35% of the crude price. That’s about R188 a barrel or R1.18 a litre. Now if we are pragmatic and suppose that it costs a bit
DR I VE M A G A Z IN E F E B R U A RY 2 010
37
D r ive Fe a t ure more to produce oil from coal, let’s add
value. So why are the management and
R1 a litre for processing instead of 79c
shareholders of Sasol so greedy?
for refining crude. This means that a third of our BFP should be only R2.18/ltr. Add
The major shareholder with 25% of the
to that our fixed charges of R3.70 and
equity is, of course, the government.
we finish up with a pump price of R5.88.
The Public Investment Corporation has
Ergo if 65% of our fuel costs R7.76/ltr
17.1% (114.2m shares) and the Industrial
Development
Corporation
8%
(53.3m shares). Sasol itself hoards 5% of its own stock with 37.1m shares. The two government corporations have a total of 167.5m shares between them. This brought them dividend income of over and 35% costs R5.88/ltr, this should av-
R1.423bn in the financial year to June
erage R7.13. This means you paid 63c a
2009. And this, my dears, was over 25%
litre or 8% over the top.
lower than the previous year.
Sasol was created as a strategic energy
The Sasol annual report bemoans the
producer to hedge against foreign ex-
fact that its profits were down due to
change depletion and possible supply
the average price of Brent crude having
difficulties. These were never really a
dropped considerably. This is tantamount
problem but its import cost savings have
to saying it regretted being unable to rip
been important. When you consider we
the public off as much as it did last year.
would have to fork out 35% more foreign
Don’t give us this ‘export parity’ crap,
exchange for our automotive and aircraft
fellahs. You don’t export, we import. You
fuels, fertilizers and a range of chemi-
are there to help reduce the imports.
cals, it is obviously still of great strategic 38
DRIVE M AGAZINE FEBRUARY 2010
D r i v e F ea tur e In its report, the board also coyly men-
Why are the population at large being bla-
tions that the after-tax profits would
tantly cheated by a strategic resource?
have been higher but Sasol was unable
Such actions affect the entire economy
to claim tax relief on the massive price
by fuelling (sorry) inflation across the
fixing fines it incurred. The report omits
board. Everything must be transported
to point out that had Sasol not indulged
and these costs are necessarily factored
in fraudulent activities it would not have
into consumer prices. Goods of all types,
been fined in the first place. This would
public and private passenger transport
probably have paid greater dividends
and agricultural produce all suffer un-
and avoided the tax losses. Or are we
necessarily increased costs as a result
missing something here?
of this unfeeling corporate greed.
Since the government has such a large
What of diesel? Well there’s a conun-
stake in Sasol, it presupposes a pres-
drum. Different sources give different
ence on the board. Surely decisions to
takes on the refining costs. Some say
perpetrate such nefarious practices as
diesel is more expensive to refine, others
massive price fixing on paraffin and fer-
that it is cheaper. Who do we believe?
tilizer cannot have escaped their atten-
Doing the same arithmetic as for petrol
tion. If it did, then the board members
shows us that the wholesale price of die-
are guilty of very sloppy oversight. If they
sel in December 09 was R7.03, of which
knew, then they are, at the very least,
the fixed costs element was R3.17. The
guilty of condoning fraudulent activities.
December basic price from an inland
One asks, since it is the poor who are the major users of paraffin, what kind of callous avarice prompted such a deed? And fertilizers! This affects the producer price of staple foods and virtually all other agricultural products. DR I VE M A G A Z IN E F E B R U A RY 2 010
39
D r ive Fe a t ure wholesale depot was R7.43/ltr. They discount this to bulk purchasers of 5000ltr or more per month. [Depot figures were kindly supplied by REESCO FUELS of Benoni.] Why, then, does the cost of diesel fluctuate at a different rate to petrol? If the fixed costs are constant and only the crude cost varies, the monetary price differential should be constant. It is time the government took a serious look at its fuel pricing policy. Realistic costs can only benefit the economy as a whole. Are you serious about containing inflation, oh wise ones in parliament? Probably not, whilst the powers-that-be can pour ill-gotten cash into the SARS strong box. And while corporate coffers plus, no doubt, many a private pocket can be happily padded in the same manner. However, you really should take a hard look at this. At present, taxes and duties on petrol amount to R1.54/ltr. Even if Sasol was reduced to making reasonable profits, together with the taxes it pays, this should offset the need for such duties. Sasol itself would benefit by not having to dilute its profits by paying huge fines. Everything from the cost of exports to the cost of food should materially benefit from such a reduction. This would help the economy boom again. It would not be long before the loss of R1.54/ltr to 40
SARS would be made up by the greater tax revenue generated by a healthier economy. Consider this: the cost of 93 octane unleaded petrol in December 2009 could have been R5.59/ltr instead of R7.76, a saving of R2.17/ltr or 28%. What would that put back into the economy? Of course another alternative is to spend the R1.54/ltr taxes on the roads. One third of the national road network needs major refurbishment in the next five years. The Department of Transport budget has a shortfall of R18bn. Think about it chaps. Don’t play politics with essentials like transport. You owe it to the Nation.
Bob Allison DRIVE M AGAZINE FEBRUARY 2010
D r i v e F ea tur e
Petrol price breakdown (95 octane) Dec 2009 in cents per litre. 93 Octane Petrol
Diesel
BFP
406
424
Fuel Tax
150
132
Customs & Excise Duty
004
004
RAF
064
064
Zone Differentials
014
n/a
Transport Cost
n/a
014
Pipeline Levy
000.15 (ignored)
Product Levy
n/a
000.15 (ignored)
Wholesale mark-up
051
051
Retail mark-up
073
038 (Bulk depot)
Service Cost Recoveries
011
n/a
Delivery Cost
n/a
011
Inland Transport Recovery
003
003
Fixed charges sub total
370
317
TOTAL
776
741 (Pump retail mark-up varies from 10c to 50c)
Average crude spot price for the calculation month (Oct 2009) about $71 per barrel. Rand barrel price 532 = R3.34/ltr (US barrel = 159ltr approx). Average exchange rate Oct 09 R7.50 = $1 US The U S Department of Energy estimates the cost of refining gasoline, converted to ZAR is R0.79/ltr. According to the BBC, BP estimates that UK petrol refining costs constitute about 19% of the pump price. This is very close to the US figure. DR I VE M A G A Z IN E F E B R U A RY 2 010
41
VW Polo
S
o I know my thinking isn’t the most conventional, that won’t really come as a surprise to anyone, and I have an unhealthy dislike of the unsung heroes of real-world motoring, the simple daily commuter – or in other words the big volume sellers which manufacturers, especially in these difficult times of tight cash everywhere, really like.
D r ive Fe a t ure
Because the segment is such a crucial
though. For the Polo we had to listen
one, they pour huge effort and focus
for an hour to an admittedly impressive
into creating the vehicles that will rep-
SA-born member of Walter da Silva’s
resent their brand in this hotly-contest-
crack design team wax lyrical about
ed space. Or at least, so the marketing
dynamic tension and sleek muscularity
gumpf claims. It can be a bit sicken-
and the flow of lighting – her tales of
ing.
the great designer himself were quite amusing but it is really a bit much, isn’t
You should try going to a launch of one 44
it? Almost like they’re trying too hard. DRIVE M AGAZINE FEBRUARY 2010
D r i v e F ea tur e clusters really identify it as a Polo. Three engine options are available locally, and we hopped into the entry-level 1.4 for our initial taste. Power seems a bit skimpy at 63kW, but there’s healthy torque considering the capacity at 132Nm. Good enough for a 12.5 second dash to 100, and it feels that zippy down at sea level at least. We got it up to an indicated 180 km/h, which is obviously more than enough for any sane, freedom-loving citizen and then some, as well as 3km/h more than VW claim is the max for this car, although that’s a true speed reading while the speedos isn’t. The five-speed manual box is no chore to use either, and it does need to be rowed about a bit to keep the titchy motor on the boil. And dynamically, well let’s just say it’s certainly class-comparable, even if it isn’t class-leading exI prefer to let the car, in the metal, do
actly.
the talking. And the new Polo opens beautifully. Now sporting the new-age
It has this frightening high-speed trait,
VW family front end, with its slimmer
when you’re turning-in at 160, where
grille and generally sportier snout, just
the chassis just stops talking to you for
seems to work well on everything. As
what seems like a couple of seconds
you move to a profile view you do start
and you just have no idea if that front
noticing it losing its uniqueness, while
end is going to grip and turn or just un-
from the rear only the bold new light
dersteer off the side of the mountain.
DR I VE M A G A Z IN E F E B R U A RY 2 010
45
D r ive Fe a t ure Then it does grip and turn, at least it did each time I tried it, although still not exactly with a high degree of enthusiasm to match your own.
“It is quite thou
It is quite nice inside though. There’s not a lot of space at the rear, but the driver and front passenger are well taken care of. Electric windows (front), AC, and remote central locking are all standard even on this base spec, as is a radio/CD. Where VW has really not skimped, targeting exceptional EuroNCAP ratings no doubt, is safety. There are airbags for both front occupants as well as an additional pair for either side, and there’s ABS with EBD fitted on every new Polo sold. One odd thing we did pick up, was that turning on the headlights in daylight in deference to a rainy Cape Town, made the orange digits on the LCD information screen all but illegible, dimming them down to pathetic levels. Fortunately only the 1.4 uses this display, the other models all came equipped with white text for information which doesn’t get dimmed to death as soon as you turn the lights on. Into the top-of-the-ranger, the only new Polo to go north of the R200K mark – 46
DRIVE M AGAZINE FEBRUARY 2010
D r i v e F ea tur e powered by the new 1.6-litre turbodie-
nice inside ugh.”
sel engine. This is a 50ppm-only motor, which with the prevalence of this stuff all over the major areas shouldn’t be an inconvenience anymore, but strangely doesn’t really shine in refinement featuring a gruff and clattery note which VW diesel drivers of several years’ pedigree will instantly recognise. As well as the much pokier engine (77kWm 250Nm), you get a lot more equipment for your money, like a full Climatic climate control system, the higher-spec audio system with iPod connectivity, electric windows all round, a trip computer, a liberal smattering of chrome-look surrounds, typically VW alloys, and even ESP to tame the torrent of torque on tap. The company even claim an astonishing combinedcycle consumption of under 5l/100km, although we averaged 5.9 on the launch route. It may still be noisy, but this engine has great torque characteristics, and this Polo feels pretty quick. It isn’t really, 10.4 seconds to 100 isn’t going to trouble your local strip’s top dragster after all. Nor will the dragster, in turn, actually get near to 1000km travelled on a single 45-litre tank though, so you do
DR I VE M A G A Z IN E F E B R U A RY 2 010
47
D r ive Fe a t ure choose your poison.
sion though. I still don’t get why the huge disparity in price to be honest but
Fortunately this will not remain the
it’s even more noticeable in low-cost
highest-performing model in the range
model ranges, this one R70K dearer
for longer than the course of this year
than an entry-level 1.4, which comes in
– a GTI version which VW SA were ex-
at a commendable R140K.
ceptionally cagey about is on its way for the more enthusiastic among us.
We’re in a 1600 auto the next day for the twisty bits – the infamous Chapman’s
It does seem like a massive initial pur-
Peak drive and then back to Tokai over
chase price penalty to pay for this ver-
Ou Kaapse Weg, The engine is good,
48
DRIVE M AGAZINE FEBRUARY 2010
D r i v e F ea tur e and the interior similarly well-appointed
has more ratios to hunt through, which
to the all-singing diesel model. But the
it does constantly and very annoyingly
gearbox...
even on steady throttle but a changing
“It is by far the best sounding engine of the three though, making a nice little growl,...� It’s a conventional auto rather than a
gradient road. It also flat-out refuses
DSG, and has one more gear over the
to rev the engine to its power peak, an
manual shifters. But that just means it
identical 77kW to the turbodiesel en-
DR I VE M A G A Z IN E F E B R U A RY 2 010
49
D r ive Fe a t ure
gine, shifting at 5800 in D, S, or even
purchase prices.
knocking the selector over to supposedly-manual Tiptronic mode.
They probably aren’t as superbly-built though, to cut to the quick of it, so to
It is by far the best sounding engine
speak. The Polo is solid, even if it does
of the three though, making a nice lit-
wander alarmingly in the lane at dis-
tle growl, although that does mean you
tinctly illegal velocities.
notice the major intrusion of outside noises into the cabin more in this one
It will sell well of course, and VW SA
and the diesel. Do not waste the extra
is dramatically expanding its export tar-
money for the auto unless your left leg
gets as it will be supplying new Polos of
is, I don’t know, missing.
all makes for sale to several other global markets, raising the number of units
The pricing, bar for the diesel, remains
exported annually brom Uitenhage from
pretty aggressive, and bang where Polo
19 000 in 2009 to an expected 55 000
should play. It’s great that VW is clearly
this year. Great for the company, the
so concerned about safety in the event
economy, and the country’s reputation
of an accident, although the Service
for skilled workmanship.
Plan being an optional extra is still a bit annoying considering smaller play-
Russell
ers in the segment include this at lower 50
DRIVE M AGAZINE FEBRUARY 2010
D r i v e F ea tur e
Liked New VW-family front end Willing engines, particularly pleasant-sounding 1.6 Commitment to standard-fit safety systems
Disliked Uncertain footwork Restrictive auto box Optional Service Plan
Vital Stats s Engines:
1.4-litre petrol
four 1.6-litre
1.6-litre
petrol four
turbodiesel
Power:
63kW @ 5000rpm 77kW @5250rpm
77kW @ 4400rpm
Torque:
132Nm @3600rpm 155Nm @ 3500rpm 250Nm @ 15002500rpm
Consumption: 6.1 l/100km
6.4 l/100km
4.3 l/100km
0-100:
12.5s
11.3s
10.4s
Top speed:
177 km/h
188 km/h
189 km/h
Weight:
1049kg
1056kg
1141kg
Price:
Trendline -
Trendline -
Comfortline -
R144 900
R166 900
R209 900
Comfortline -
Comfortline -
Comfortline Tip-
R 161 90
R183 800
tronic - R197 900
DR I VE M A G A Z IN E F E B R U A RY 2 010
51
Proton Saga
J
ust one year of punishing recession and suddenly everyone, who until now had been largely off pursuing their own directions, styles, and focusses, are toeing the same line, spouting the same rhetoric, and generally not being very creative at all.
D r ive Fe a t ure
It may make very good financial sense to do so, but we do have to wonder, where has all that much-vaunted passion gone? No-one seems to do anything for this ephemeral reason anymore, because passion projects become vanity affairs, sometimes they don’t even (shock, horror!) make any money in the progress. No, today, we only work on what is going to sell, apparently. Which brings us to the new Proton Saga. That’s what this car is, precisely, in it’s purest form. It’s an effort to grab sales in the low-cost volume segment, which mainstream manufacturers seem to think is the only segment left in which punters are buying anything. Sure enough, people are under some financial pressure and are therefore being forced to downsize. My only comment about this sad scenario is... the Recession can’t last forever. And once it goes away and enthusiasts start buying-up again, there’s going to be a brutal rationalisation of the cheap-as-chips brigade, and 54
DRIVE M AGAZINE FEBRUARY 2010
D r i v e F ea tur e more scrambling to develop something all-new for the new market focus.
this is a sub-R120K saloon packed with niceties.
Anyway, to the car. It looks just about every inch a Ford Ikon, except for the badges of course. It features a 1.3-litre version of the four-cylinder Campro engine found in the Gen 2 and other Proton offerings, sporting 70kW and 120Nm. Not the biggest numbers you’ve ever seen no doubt, but enough considering
Apart from safety equipment, where the Saga is distinctly lacking with no ABS and only one airbag for the driver, this vehicle is basically fully-loaded despite the everyman price tag. Power-steering is standard as is a CD-playing audio system, electric windows for the front passengers only,electric mirror adjustment,
DR I VE M A G A Z IN E F E B R U A RY 2 010
55
D r ive Fe a t ure remote central locking, aircon and even that great pub-bragging technology Park Distance Control (PDC) – even if it is in it’s most elementary form! Fortunately once you’ve climbed aboard and made yourself comfortable thanks to the height-adjustable seats and steering wheel, you don’t have to experience the bland exterior any longer. Admittedly, despite interior space being one of the main marketing selling points, there isn’t generous room available, but it can be driven by a 7-footer, which is more than can be said for the Satria Neo for instance. For Malaysian nationals I’m sure it’s the equivalent of having an entire football field’s worth of space, but the average South African isn’t going to find it to be any more than sufficient. Once on the move, you quickly realise that the brakes quite literally don’t need ABS, as the 13” vented discs up front and dinky 7” drums at the rear are atroscious in operation, and require the thigh muscles of the Durban-July odds favourite to even operate, let alone lock up. The brakes on the Saga are frighteningly bad, although the Proton fleet manager did point out, and it’s entirely valid, that these cars had covered less than 1000kms and the pads could still be bedding-in. Either way there were definitely a few moments of furious knyping driving the Saga through Jo’Burg traffic. 56
DRIVE M AGAZINE FEBRUARY 2010
D r i v e F ea tur e The only gearbox option available to South African customers, a five-speed manual, is similarly shocking in operation. It’s vague, the shifts are rubbery,
sian government, the company has been focussing heavily on quality control. Which it claims has had commendable results. Our Saga for the day certainly felt fairly robust, although of course a half an afternoon is hardly the equivalent of a full ownership proposition.
“...the Proton’s steering is direct, without any slack or give,...” and the gate into fifth disconcertingly arcs back towards third as you slot it home. Both materials and build quality certainly aren’t up to BMW standards, but are all right in the context of the Sagas price. The cabin is simply lathered in that grey, scratchy plastic that in and of itself speaks volumes for the manufacturing costs of the car. Back in 2008, the company had such a rotten quality rep that fiercely patriotic Malaysian nationals were speaking publically about trading their Protons in for its Japanese equivalents, and thanks in part to basically direct orders from their major shareholders, the Malay-
DR I VE M A G A Z IN E F E B R U A RY 2 010
And then, there’s the steering. It sounds absurd even to me to be bringing up the hallowed Lotus brand in connection to a budget family sedan, but somehow the genes really come shining through! Unlike similarly-priced cars from Asian manufacturers, the Proton’s steering is direct, without any slack or give, and even manages to communicate effectively with the driver through their palms and fingertips what the chassis is doing about the road surface of the moment.
57
D r ive Fe a t ure
Sure, it’s hardly telepathic, but it does manage to get you actually driving the thing, rather than simply commuting in it. You find yourself revving the motor way beyond the 6500rpm redline and past the 7000 mark, just so that you have enough speed to adopt massive body roll angles on the next bend – the suspension being made of mildly recycled porridge. The actual grip is modest, again in-line with a car in this price category, but the sensory feedback elements are definitely there. Pearl Auto, SA importers of Proton and, not so coincidentally, Lotus, are bringing 58
only this one spec level in, even though in the markets in which it already sells a stronger 1.6-litre motor, and an auto gearbox, are available for new Saga purchasers. Here it’s the 1.3 Campro and five-speed manual tranny or nothing. For the moment at least, more models are being considered. While the motor does deliver a pretty peppy performance, it could do it without the ungodly whining noise, which seems to come and go randomly, and which goes a long way towards ruining a driving experience which is otherwise all right. That and the broken brakes don’t DRIVE M AGAZINE FEBRUARY 2010
D r i v e F ea tur e add up to a stellar recommendation. The willing engine and engaging steering are helped by an impressively low weight for the class, the Saga coming in at around 1050kg. This helps it to move about respectably while still, apparently, being able to average 5.5 l/100km on the combined cycle. For R119 995, it’s not a bad purchasing decision. It’s no four-wheeled joy no but for this kind of money, it’s ridiculously well equipped, offers even more money-saving fuel consumption, and does deliver better steering than most in the category are able to. It’s very much like a luxury-spec Renault Sandero at the end of the day. Not exactly a market segment which will fire your loins, but provided you work out your right leg for those brakes and drown out the whining enging with some volume on the stereo,
it’s a purchase you won’t regret on the whole, even as someone who actually enjoys driving. It is sad to see manufacturers abandoning their own unique characters for mass appeal though. And you do get the feeling the car should sort of be a little cheaper here, a little closer to R100K dead. The only thing that does elevate it slightly from the other urbanity it will inevitably be surrounded by, is the crisp and feelsome steering. Then again in a market segment very distinctly lacking in passion, this one nugget of solid gold is actually enough to elevate it in our estimation – now we’re just interested in finding out how well the Saga hangs together as you clock up the miles.
Russell
Vital Specs Engine:
1.3-litre 16V Campro petrol
Power:
70kW @ 6000rpm
Torque:
120Nm @ 4000rpm
0-100 km/h:
13 seconds
Top speed:
160 km/h
Price:
R119 995
DR I VE M A G A Z IN E F E B R U A RY 2 010
59
D r ive Column: Hype-R
I
t’s early morning again. I should have been in my room, writing, a few hours ago already. In fact I’d stood up from dinner and the assembled VW SA ladies and gents with just that objective, two hours ago. Only to run into the motley gaggle of journos smoking copiously and enjoying the bar and stunning view, looking directly out to over the Atlantic Ocean from Cape Town.
newest of the categories at this level, coming as it does after the coining of the term supercar and graces only the rarest of the global engineering stratosphere. A car which has superceded the term supercar. The hypercar. Or at least so I thought. “No, the Veyron isn’t a hypercar. It’s a
This is just the sort of time when those
halo car,” was the reply to my absolute
peculiar arguments break out, usually
affirmation that the 1000bhp ‘Bug was
fuelled by a unique combination of tired-
unequivocably a hypercar and nothing
ness and booze. The sort that often just
else.
don’t make any real sense the next morning. I often tend to steer clear of them if
Of course, in a way he’s right. A Veyron
at all possible.
is a halo model. But it is also a hypercar. The two describe different sets of clas-
What’s more, late night philosophies
sification in fact, so more obviously for
more than three-quarters inspired by
instance the R8 is both a supercar and
flowing food and wine, aren’t always
a halo model for the Audi brand. But de-
the best subjects for interesting col-
spite being the greatest hypercar avail-
umns. But this warm exchange with a
able today, the Bugatti isn’t a very good
colleague in the field made me think. I
halo car.
mean, if he doesn’t know how cars classifications work well it’s worth shedding
The halo effect is simple. Boys sees sul-
some light.
try Scirocco swooshing along street. Boy
Naturally we were speaking the high-end
visits VW dealership to see the beau-
of the market. The highest in fact. The
ty which has smitten him again. Boy’s
60
DRIVE M AGAZINE FEBRUARY 2010
Dr i v e C ol u m n : H y p e - R
bank manager tells him all he can afford
only is a Veyron a hypercar. It is in fact
is a Polo. Boy drives away, happy, with
the definitive hypercar of the first decade
new Polo, affection good and neatly dis-
of the 21st century, and beyond. A mile-
placed.
stone of achievement for the auto industry, and a living, breathing embodiment
So with the Veyron, it’s a sad ending, be-
of just how far the engineering and tech-
cause if you can’t afford one it’s not like
nology of the moment can be pushed
you can say “Oh well then I guess I’ll just
and bludgeoned, what we could build to
have something with the same badge and
tease physics and assault our senses in
aesthetic similarities like... what? The
the most extreme manner possible.
more-expensive Veyron Grand Sport? While, of course, stretching even wellBut this affect doesn’t really transcend
padded wallets to their extremes in the
brands, so the fact that the VW Group is
process. In the 90s only one new car
so monolithic makes no difference. No
had crossed the GBP1-m mark, and it
wannabe Veyron owner (ie all of us), is
was labelled a rather ludicrous excuse
really going to buy a Polo because it’s
at attempting to homologate a purebred
in the same group as the Bugatti and
racecar, the Mercedes CLK GTR. Look-
therefore in some ways shares its base
ing back over the last decade, there are
principles. No, that’s just silly. And that’s
now several, from a wide range of man-
the only kind of halo the Veyron shines.
ufacturers. Largely thanks to the Veyron effect.
It works in the performance sense. It is the halo car in the VW Group based on
By all accounts, all measures, the very
outright planet-twisting force it musters,
definition of the breed. Period.
because after all, it is the fastest car in the world, which is pretty good for the
Russell
kudos. But, the absolute fact remains that not DR I VE M A G A Z IN E F E B R U A RY 2010
61
D r ive Column
L
ast Monday evening I was out at our regular pub quiz. Nothing unusual about that but the drive home was probably one of the most frightening experiences of my life. And that’s from a man who has driven articulated trucks around the U.K. in rain, snow and high winds. The problem last Monday wasn’t the rain but the amount of floodwater on the road.
deep that the bow waved swamped the lights and I was in darkness for a minute. There was a car stranded in the middle of the road but there was no way I could stop and help or else I would have been stuck as well. Closer to home, one of the roads was running like a river so rather foolishly, I decided to turn down a side road. That unfortunately was worse and at the T-junction there was a large wave
The short 15 km drive home seemed more
where the water was swirling around the
like an expedition than a quick saunter.
corner. As I negotiated the corner, the car
The main road leaving the pub was like
was literally afloat and another unfortu-
a river and whilst there was a small area
nate soul was stranded. I caught sight of
in the middle that wasn’t too deep, there
about a foot of green against a fence. I
was traffic in the opposite direction, also
allowed the current to take me towards
trying to use the middle section. I headed
it until eventually the cars wheels came
down a side road, which was as bad, but
into contact with the curb and I was away
at least I was the only vehicle. I took the
again.
shortest route to the dual carriageway which as I had predicted was carrying
Now, I know that the storm dropped an
less flood water. The problem with that
unprecedented quantity of water but it
road was that it was pitch dark and there
certainly wasn’t a first.
are no road markings whatsoever. It was luck rather than judgement that kept me
There are as I see it two problems that
on the black stuff.
didn’t exist in years gone by. The first problem is that our local authorities would
The low water level was short lived, at
rather spend the taxpayers cash on new
one of the intersections the water was so
million Rand vehicles and extravagant parties than cleaning the drains. The next
62
DRIVE M AGAZINE FEBRUARY 2010
D r i v e C ol um n
problem is that every spare square inch of
tion of the road surface and ridiculously
land in Gauteng is being used for building.
long traffic jams.
The old 5-acre plot that had a total of four residents and huge grassland to soak up
And that brings me onto my next gripe.
the rainfall now contains 25 townhouses
The roads are disintegrating around us
and no open space to speak of. Rainfall
and the rain only makes matters worse.
doesn’t soak into roof tiles and roadways.
As South Africans we take action in the
It does have to go somewhere though so
traditional way, we sit around at a Braai
it finds the easiest route to the road and
and moan to each other. Whenever I sug-
creates a flood.
est that people sue the council for damages to vehicles, I get the same response,
Even the areas that used to be designat-
“You’re just wasting your time, they won’t
ed parkland are slowly but surely being
do anything”. Well they certainly won’t
absorbed for housing complexes and of-
do anything if we all refuse to take action
fice parks. I have been reliably informed
against them.
that an envelope full of cash into the right back pocket is all that’s required for re-
I heard a radio report saying that the Gau-
zoning to miraculously happen overnight.
teng Government has run out of money
What is surprising is that the civil engi-
so they can’t fix the roads. Surely repairs
neers don’t put the brakes on new devel-
must have been in their budget? How is
opments. It is after all their job to deter-
it that the Western Cape seem to keep
mine the requirements for soak areas.
their highways and byways in reasonable condition? Perhaps the Gauteng Govern-
On that topic, the increase in traffic ap-
ment could borrow some of the R100 000
pears not to be taken into account either.
000 (no, seriously, that is not an exagger-
A road that was perfectly adequate for
ation – Ed) that the Johannesburg Metro
the occasional bakkie returning to a plot
collect with their, usually illegal, speed
is certainly not good enough for several
traps (but, wait a minute… - Ed).
hundred commuters on their way to work each morning. The result is the deterioraDR I VE M A G A Z IN E F E B R U A RY 2010
Steve 63
65 Drive Tests BMW 135i
74 Drive Tests Audi A5 2.0T Convertible
82 Drive Tests Tata Indica Vista INI
88 Drive Tests Renault Twingo RS
96 Drive Tests Land Rover Discovery 4 TDV6 HSE
104 Drive Tests Suzuki B-King
112 Drive Tests Aprilia RSV4
BMW 135i Convertible
T
he BMW 135i convertible meets-up with an unlikely arch-nemesis as it leaves BMW SA HQ in Midrand. The electric-blue Audi S4 we road-tested last month waits in the street beyond the security of the gates, and after a brief pose together we set about our business with the two machines, after being waved-on by another member of the press leaving the same building in a new X5 M demo car.
D r ive Te st
66
DRIVE M AGAZINE FEBRUARY 2010
Dr i v e T e s t Straight over onto some relatively qui-
How did this hairdressers 135 man-
et streets nearby, we line the two cars
age to keep up with a 260kW-plus Audi
up and do what we’ve been waiting to
Quattro? Well the pair of impressively
since getting the S4, some simultane-
fat tailpipes are the surest tell, not to
ous full-bore standing starts.
mention the distinctively deep, bassy engine note. This little ragtop has the
The Quattro will bog the Audi down on
spectacular twin-turbo 3-litre straight-
pulloff, although so flexible is the su-
six which powers several other Beem-
percharged V6 it’s not that much of a
ers in the range, and with 225kW and
disadvantage here. On the first run, I
400Nm it was never going to be ordi-
get the ideal start in the 135, wheels
nary.
just rotating faster than the road speed through the length of first and then flar-
To be fair, the Audi pilot wasn’t extract-
ing briefly into second before being ful-
ing everything he could from the Quat-
ly hooked-up and really getting into its
tro platform. A full-bore, record-time
stride. By the top of third we’re out of
standing start in an AWD car is a tricky
road, but the Audi was also out of ideas
and particularly brutal affair, and as the
“This little ragtop has the spectacular twin-turbo 3-litre straight-six which powers severaal other Beemers in the range, and with 225kW and 400Nm it was never going to be ordinary.” for closing up the gap. We stop, switch
car was going back to HQ in just a few
places, and try the run once more. This
minutes he wasn’t keen to return it with
time I don’t get that useful spin off the
an unsanctioned modification to FWD
line, and the twin-turbo BMW straight-
only by vritue of a pair of broken rear
six is the one that bogs down, allowing
shafts!
the Audi to steal a half a car length but that is it. There’s absolutely nothing in
That ample shove is damped slightly in
it, these are both very quick cars.
this application by the additional weight
DR I VE M A G A Z IN E F E B R U A RY 2010
67
D r ive Te st
involved, this example being a drop-top.
motor doesn’t much help seeming to
Those additional kilos must all be in the
wind the platform up like a spring when
hydraulic motors operating the tradi-
you unleash its full fury. Modern fold-
tional canvas top though, as the chas-
ing hardtops have done a lot more for
sis does such a killer interpretation of
a convertible’s structural rigidity than
a marshmallow at every ridge, rut, and
you imagine, until you step back into
sharp compression that the company
a proper soft-top like this one. Roof up
clearly hasn’t bothered adding craftful-
or down, it’s a lot like driving a piece
ly-placed steel to support the chopped
of spaghetti with a V8 secured to one
structure.
end.
Getting in and driving this car is a lot
It’s got a fairly useless rear bench as
like stepping back a generation or two
well. And if you happen to operate the
in convertible construction. It shim-
canvas roof with passengers as well,
mys, twists, and bucks, and the glori-
they’d better watch their heads – it will
ous potency of the free-revving turbo
bump them on the bonce unless they
68
DRIVE M AGAZINE FEBRUARY 2010
Dr i v e T e s t
adopt the bombing-raid position quite
Its heart is in absolutely the right place,
sharpish.
you see. There are actually only three key control elements in a car. The
Yet the 135i is positively wonderful. On
clutch/gearshift action, the throttle and
the day we collect the car and square
brakes combined, and the steering.
it up against the S4, purely as a comparison of the contrasting methods of
The six-speed manual of the 135i is
forced induction used, I fully intend us-
brilliant. Typically BMW-notchy with
ing the Koleos I’m testing at the same
a short, heavy throw. And the perfect
time for the homeward commute and
positioning of the pedals for heel-and-
leaving the BM for the next day, but by
toeing makes clever systems like that
the time I make it back to the office I’m
Synchro Rev Matching seem a bit ridic-
utterly smitten, and the Renault is the
ulous. It’s deeply satisfying to get this
lonely one resting the night in our park-
right, and always fun to practice even if
ing area.
you don’t.
DR I VE M A G A Z IN E F E B R U A RY 2010
69
D r ive Te st
Driving these gears is that sensation-
this vehicle, and the delivery is spot on
al engine. The twin sequential turbos
for enthusiastic driving. There is the
leave a bit of a turbo hole low down
characteristic “softness” of throttle re-
in the rev range, but once you’re past
sponse that will afflict all turbocharged
“There’s plenty on tap in this vehicle, and the delivery is spot on for enthusiastic driving.” 3000 on the tacho the thrust builds in
cars, but you quickly learn to pre-empt
a progressive and hugely entertaining
this trait just by getting onto the throttle
manner, seemingly climbing up and
slightly earlier.
up and only reaching its banzai crescendo a few hundred rpm before the
And it makes such a fantastic noise!
7000 redline. There’s plenty on tap in
The standard 35i motor enchanted me
70
DRIVE M AGAZINE FEBRUARY 2010
Dr i v e T e s t on the launch of the 335i some years
lucid, unfiltered, unimpeded steering
back now with the purity of its note,
feel, and it’s really this above all other
literally like a finely-tuned wind instru-
elements that made me backtrack on
ment so clear and perfect its tone. The
my plans and stick to the Beemer on
beefier tailpipes of this car to a certain
that first evening.
extent do ruin this crystalline track, but adds a whole new timbre of pure bass
The overthick rim is heavy and feels
to the mix. And naturally, with no roof to
almost recalcitrant at low speeds, but
seclude the passenger compartment,
lightens up beautifully on the move while
the full repertoire flows straight to your
still retaining a level of feedback and
ears from its various sources front and
feel that 911 owners would recognise,
rear. It isn’t quite so silky smooth any-
allowing the driver to drive with abso-
more, but it’s still a truly special experi-
lute precision through any sort of turn.
ence.
It connects you directly with BMWs old marketing slogan, the thrill of driving,
And finally, we have the steering. Al-
and is the double-underlining beneath
ways a BMW strength, this 135 even
the definition of a proper driver’s car.
with its obviously flexible chassis, scores full marks for steering quality.
Yes, when you’re really testing the ri-
Good RWD cars should have perfectly
gidity of the chassis there can be mo-
DR I VE M A G A Z IN E F E B R U A RY 2010
71
D r ive Te st
ments where the suspension is thrown
M3 after all! So even with tidalwaves
off somewhat, but thanks to the rich
of torque available to light up the rear
information through the wheel you’re
wheels, through faster sweepers you’ll
never surprised by these responses,
always be warned of the rubber los-
and correcting the problem is a mere
ing their purchase by understeer rather
twist of the wrists away. It’s an instinc-
than oversteer. The 1-series platform
tual process that comes from your gut
has always leaned in this more safe-
more than your head, and provided you
ty-oriented direction but it seems a bit
learn to relax into this sort of style the
strange on such a sporty BMW model,
135i can be driven insanely fast in all
at first.
sorts of conditions without being scary
Still, you can steer from the rear if you
or intimidating.
like, you just have to be a bit more deliberate about it. Dip the clutch and let
There is one somewhat discordant el-
the revs fly in second gear then dump it
ement however. The stiff suspension
again as you scythe for your apex and
allied to the wobbly chassis has clear-
there’s oversteer aplenty for you to play
ly been set up to be safe, rather than
with. There is a lot of mechanical grip
play the hooligan – that’s the role of the
to overcome but the short wheelbase
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DRIVE M AGAZINE FEBRUARY 2010
Dr i v e T e s t means that when the tail does move it
a chassis made from old bits of rub-
moves pretty fast, but also responds
ber they found lying around the factory.
quite keenly to corrective inputs. It’s an
You have to love the noise of a good
agile, biddable little car the 135i, even
straight-six, and BM make the best. But
in showy roofless guise.
it’s that steering – just so spot on that every moment behind the wheel is to
Even Steve, who’s a bit of an Audi man
be savoured,” he explains.
and isn’t a fan of droptops thanks to an acute hatred of wind noise, gets out of
Nuff said really. Except that, you know
the 135i and sums it up with a single,
what? I think it’s by far the prettiest of
succinct little sentence. “Clearly,” he
the current BMW lineup to boot. Mean,
enthuses sparking up and puffing on
brash, and pugnacious, with the clout
his Marlboro Red, “BMW still know the
to match the swagger. It’s a pity that
secret of making great drivers’ cars.”
the M1 name is already so famous for
He’s been moaning about “my” half-a-
meaning something else entirely, this
million Rand 1-series all week, but even
135i basically deserves the moniker.
he has been well and truly won over. “Good power, although not as strong
Russell
as I was expecting, and yes definitely
Drive Vitals: BMW 135i Engine: Capacity (cc):
Twin-turbo sraight-six, petrol 2995
Power (kW):
225 @ 5800rpm
Torque (Nm):
400 @ 1300 – 500rpm
Kerb weight (kg):
1675
Driven wheels:
Rear
Wheel/tyre dimensions:
215/40 R18 (front) 245/35 R18 (Rear)
0-100km/h:
5.6s
Price:
R497 500
DR I VE M A G A Z IN E F E B R U A RY 2010
73
Audi A5 Cabriolet 2.0T FSI Multitronic
L
ike the ancient Mayans, Audi also has its eyes firmly set on the year 2012, albeit for completely different reasons. Whereas the Mayans are convinced we only have two more years to divide and conquer earth and that it’s just a battle for survival until then, Audi sees the following two years as a mere stepping stone. By 2012, Audi intends to be the world’s largest manufacturer of premium vehicles.
D r ive Te st As little as a decade ago, this battle
globally. Locally, we have just about
for supremacy – in which Audi is fast
all the models in the A5 family already,
gaining the upper hand – seemed posi-
with just the A5 Sportback still to make
tively ludicrous. Yes, Audi had at that
its entrance in 2010.
“Our test model arrived in a beautiful Quartz Grey metallic colour with black fabric top and optional 19-inch cast alloy wheels in an exclusive 5-segment spoke design.” stage created a legendary car or two,
Subjectively, the A5 Coupe is one of
but its tiny A4, A6 and A8 model line-up
the best-looking cars on our roads to-
were still in its infancy compared to the established market leaders BMW and Mercedes-Benz. Today, those three model ranges are respected competitors in the market and make up just a part of Audi’s global sales, joined by other equally respected and popular models. The A3, A5, TT, Q5, Q7, several S and RS models and the magnificent R8 rival – and in some cases, better – the best from Munich and Stuttgart. It is however the A5 family that has drawn the most attention the past year, and this from owners and the motoring industry alike. In 2009 it was the model range in the Audi line-up (behind the Q5) that showed the biggest growth 76
DRIVE M AGAZINE FEBRUARY 2010
Dr i v e T e s t day; it’s broad, low-slung body catching
easy to spot the differences between
the eye in just about every colour it’s
the Coupe and Cabrio. The front is still
available in – not to even mention the
dominated by Audi’s trademark single-
scorching S5… As such, it’s no surprise
frame grille and a set of spectacular
that the A5 Cabriolet is an equally hot
headlights xenon plus headlights with
car, especially so with the roof down.
high-performance LED daytime run-
Our test model arrived in a beautiful
ning lights, a clustered combination In-
Quartz Grey metallic colour with black
golstadt regularly refer to as technical
fabric top and optional 19-inch cast al-
works of art.
loy wheels in an exclusive 5-segment spoke design.
On the side, the taut surfaces and lightreflecting edges we’ve come to expect
From the shoulder line down, it’s not
DR I VE M A G A Z IN E F E B R U A RY 2010
from Audi are still present. LED indi-
77
D r ive Te st at the rear to emphasise the A5’s wide, sporty derriere. Audi has again opted for a fabric top, which includes a large, flat glass rear window, because its feels fits the A5’s design profile better than a folding metal roof would have. In addition, it also saves a lot of weight and lowers the car’s centre of gravity. Roof up, the car looks much longer than the Coupe and, depending on the angle from where you’re looking, appears oddly proportioned. Seeing one in motion changes the perception however, cators are integrated into the exterior mirrors and complement the aluminium molded windshield frame, another
as the lines and contours seem to flow together much better when the car is moving.
trademark Audi cabriolet feature. Pronounced wheel-arches house larger 17-inch wheels and work together with the horizontal lines and black diffuser 78
Opening and closing the roof is a breeze thanks to a high-pressure hydraulic pump and four operating cylinders that DRIVE M AGAZINE FEBRUARY 2010
Dr i v e T e s t move the top when a button similar
use of ultra-high-strength steels in the
to the electrohydraulic parking brake
side sills, the longitudinal members,
on the centre console is depressed. It
the centre tunnel, the B-pillars and the
takes 15 seconds to open the top, 17
front cross members. A whole array of
seconds to close it, and both actions
additional reinforcement parts compen-
can also be performed while driving
sates for the absence of a solid roof.
at speeds of up to 50 km/h – a major convenience in city traffic or on country
Another important component is a solid
road trips.
aluminum frame with integrated rollover protection located between the
When opened, the top is retracted un-
cabin and the boot. When a rollover
der a fixed cover, which is folded down
threatens, electric actuators release
into an extremely compact, trifold con-
aluminum braces pretensioned with
figuration. Its storage compartment,
powerful springs, which shoot up as fast
which is made of a robust textile mat
as lightning behind the rear headrests
and adorned with aluminum trim, takes
and lock into place, thus expanding
up just a few centimetres of height and
the passenger survival space. Several
only 60 litres of the 380 litres of luggage
airbags and the integral head restraint
space. The remaining 320 litres with the
system further improve occupant safety
top open are by far best in class. Rivals
in the case of a collision.
equipped with a folding steel roof offer at least 100 litres less.
Most Audi’s lead the way when it comes
“Most Audis lead the way when it comes to interior practicality, materials finishing and ergonomics, and the A5 Cabriolet is no different.” The A5 Cab has a spectacularly rigid
to interior practicality, materials finish-
body and hardly any vibrations are felt
ing and ergonomics, and the A5 Cabri-
in the car when driving with the roof
olet is no different. Some may complain
down. This is mainly thanks to the
about Audi’s interiors being so similar,
DR I VE M A G A Z IN E F E B R U A RY 2010
79
D r ive Te st
but I prefer it that way. Regardless of
impressive 155kW of power and 350Nm
the model I’ve driven, I’ve always felt
of torque, available between 1 500 and
immediately at home. The front seats
4 200 rpm. Acceleration to 100km/h
are sportily low and provide for great
takes an acceptable 8.9 seconds, with
control and support. Electric seatbelt
the car able of a top speed of 219km/h.
extenders, integrated into the B-pillars,
Audi claims a combined cycle fuel con-
“Our test model was fitted with Audi’s familiar 2.0T FSI engine that delivers an impressive 155kW of power and 350Nm of torque, available between 1 500 and 4 200 rpm.” provide assistance with fastening the
sumption figure of 7.4l/100km.
belts by moving the belt and buckle forward when the ignition is activated.
While I was very impressed with the
Our test model was fitted with Audi’s fa-
2.0T FSI’s fuel consumption on the open
miliar 2.0T FSI engine that delivers an
road, it wouldn’t be my first choice in
80
DRIVE M AGAZINE FEBRUARY 2010
Dr i v e T e s t powertrain – it feels particularly dead in
away is extremely irritating. If the budg-
most circumstances, but particularly so
et doesn’t stretch to an S5 Cabriolet,
in the extra urban daily commute. Tur-
I’d give either of the remaining engines
bo lag is extremely noticeable even to
(3.2 V6 or 3.0TDI) a spin.
the non-car aficionados. Keep in mind the car’s weight of just over two tons,
The fact that you have two rear seats,
and it’s probably understandable albeit
combined with truly usable boot space,
not necessarily acceptable. It may be
makes a big and positive impact on func-
worth the investment to tick the new
tionality and you certainly do not lose
rear sports differential and Audi’s drive
much in terms of dynamics because it
select.
lacks a solid roof. And just look at it… it really is a sight to behold. When it
What I particularly loved about the A5
comes to open-top driving, Audi knows
Cabriolet is its everyday practicality. It
its story, and the A5 Cabriolet may just
may be a bit of a poser’s car (as most
be the pick of the Ingolstadt crop.
drop-tops are), but it’s a car you can live with every day. The 2.0T FSI engine is
Christos
willing and to some extent able, but not my first choice – the turbo lag on pull-
Drive Vitals:
Audi S4
Engine:
1984cc turbocharged four-cylinder petrol
Power (kW):
155 @ 4300 – 6000rpm
Torque (Nm):
350 @ 1500 – 4200rpm
Kerb weight (kg):
2130
Driven wheels:
Front
Wheel/tyre dimensions:
255/50 R17
0-100km/h:
8.9s
Price:
R468 000
DR I VE M A G A Z IN E F E B R U A RY 2010
81
Tata Indica Vista I.N.I
T
ata has made impressive strides forward in terms of build quality and the general quality of their vehicles, but this particular Indica Vista misses the point somewhat. The Vista range is supposed to be the more luxurious variant of the Indica, and to achieve this they have made the Vista, particularly the I.N.I, inherently flawed. Whilst the Vista doesn’t do that much wrong it just doesn’t do enough right to justify a price premium over a regular Indica, or the competition for that matter.
D r ive Te st
Let me flesh out the above statement a bit to put my criticism into context. People who buy cheap cars usually do so because that’s all they afford, not because they fell in love with it on the showroom floor. Said buyer needs some “A to B” transport and their budget simply does not cater for a Ferrari 458 Italia, what they get then is the car hovering around the 100K mark. That then is where the Indica sits, but what Tata have done is snub that market by upping the price and putting it out of their
which the Vista cannot compete. The Vista can’t compete because whilst it would make a commendable effort in the barebones 100K “A to B” market it just doesn’t make a similar impact when the price puts it up against stiffer competition. The performance of the Vista isn’t that good, it is fairly sluggish and really doesn’t handle corners well at all but then it isn’t a performance car. No, the performance element of any car like
“...the performance element of any car like this is always going to be fuel economy.” range with the Vista. Now that is fine if you make a better car, so when the people with the larger budget make a decision an Indica Vista is it. The simple problem is that Tata have upped the price into another price bracket within 84
this is always going to be fuel economy. In this department the Vista performed admirably despite me abusing the tachometer severely. The 1.4L Safire MPFI petrol engine produces 55 kW of at 6,000rpm and 114 Nm of torque at DRIVE M AGAZINE FEBRUARY 2010
Dr i v e T e s t 3,250rpm which isn’t all that impressive but as I said does manage to return decent fuel economy. What is very surprising is that the Vista achieves said fuel economy with a fairly powerless engine and a far too heavy mass to propel, 1030kg for the I.N.I in fact. That makes the Vista substantially heavier than the competition in this segment and it tells in the handling and acceleration but somehow Tata have managed to salvage economy. And as the most important aspect of performance in this particular segment the Vista is definitely an option to consider. One of the most common criticism leveled at manufacturers such as Tata, and by that I mean nonEuropean/ Japanese ones, is that build quality can be a bit, well rubbish. I am happy to report then that the Vista I.N.I we had for a week didn’t have any cabin rattles and shakes to speak of. Build quality was such that road noise was kept to a minimum and the general comfort was thus commendable. All in all the interior seemed well DR I VE M A G A Z IN E F E B R U A RY 2010
85
D r ive Te st ing serious at all and it did make both Steve and I laugh so that’s got to count for something.
put together but it must be said that overall build quality did have some cracks in its armour. The weaknesses were certainly not significant enough to warrant criticism but should be mentioned. So whilst everything held together nicely the Vista doesn’t inspire confidence in it staying that way, the window winder for instance I’m sure will one day fall off. Going over speed bumps produced a very amusing squeak every time, noth86
The overall styling of the Vista has actually divided the Drive office somewhat, but really what has divided us is those wheels. Whilst they do look good they are possibly a little over the top. I think for a ‘cheap’ car to slap on a set of rims like that which draw attention smack of trying too hard. It’s like advertising the fact that your life hasn’t quite worker out as well as you’d hoped, you want a flashy car but can only afford an Indica. It’s the poor man version of buying a Boxster, you only get a Boxster when you can’t afford a 911...., same thing with those rims I tell you. Beyond the flashy wheels the Vista does have a certain charm to it, although one thing I did notice about the design DRIVE M AGAZINE FEBRUARY 2010
Dr i v e T e s t was that the Vista is quite high for a car in this segment. That isn’t a bad thing,
Actually they’re not, those wheels I’ve harped on about are seven grand. That
“The Vista won’t be winning any beauty pageants any time soon but it certainly won’t finish last.” no not at all, in fact it works quite well. The Vista won’t be winning any beauty pageants any time soon but it certainly won’t finish last. In summary all I can say is that the Vista I.N.I does a decent job of being an A to B car, the only really big problem is that it is priced too high. On initial inspection you may think that statement is rubbish, all the equivalent cars like the Alto and Aveo for instance are the same price.
Drive Vitals:
is immediately too much, but here is the kicker, they’re an option that isn’t optional. So that 120K is all of a sudden 127K which isn’t that far off the cheapest polo, and that is a bridge too far for the Vista I’m afraid.
Kyle
Tata Indica Vista I.N.I
Engine:
Four Cylinder
Induction:
nat-asp
Capacity:
1368cc
Power:
55kW
Torque:
114Nm
Kerb weight:
1030kg
Driven wheels:
Front
Wheel/tyre dimensions:
175/65 R14
Price:
R 119 900
DR I VE M A G A Z IN E F E B R U A RY 2010
87
Renault Twingo RS
I
t doesn’t take us long to realise the Renault Twingo RS is truly aptly named in at least two ways that we can think of. It also doesn’t take us long to see 160km/h after the car is delivered, which is decidedly fast considering this is, in fact, a supermini. Twingos are cute and cuddly, like the children of the car family, so this is like playing cricket with your 6-year old and his friends only to realise one of the blighters has an arm capable of seriously damaging your nads if it came to that.
D r ive Te st
Before getting into the meat of the baby So the name of course comes from the
Renault though, let’s deal with some-
renowned RenaultSport division, which
thing up front, because it had to count
we all know is the M of Renault land.
as the top comment when speaking to
And with a crackly 1.6 in a 1000kg shell
people about the car. It can be seen as
it’s certainly sporty. But the name holds
quite expensive. It is, after all, a R200K
another tip.
supermini. Which makes it more than the Clio using the same engine on
Having only five forward gears, titchy
which this one is based, for instance.
wheels and a track shorter than me makes the RS a little buzzy cruising
It is a lot of cash. But first you really
the highways. Let’s see, in top you’ll be running at about 3300 rpm, at 100... Factor-in that one of the characteristics which makes this car so much fun to drive, is visceral feedback and physical engagement, and you’ll quickly notice a distinct frequency setting up in the seat below you, gently transferring the vibrations of road engine and package as a whole to your nether regions. Ten, fifteen minutes later, there’ll definitely be a twingle in your RS too... 90
DRIVE M AGAZINE FEBRUARY 2010
Dr i v e T e s t And in the process given the Twingo a bark which neatly divided opinions in the Drive office. Although not classically musical like a straight-six I quite liked the thrashy, overworked little fourpot tune. Steve referred to it as more of a cacophony, and an ever-present one at that. But right at the hot headed 7000rpm mark when the built-in must know what this little car can do. The first thing it does that the Clio can’t, is top 200km/h, dashing from 0 – 100km/h in the mid-8s in the process. That’s what happens when you apply 98kW , 160Nm, and the weight of an Elise. And yes, those outputs are noticeably stronger than the 1600 Clio, the RS team has breathed its magic effectively.
DR I VE M A G A Z IN E F E B R U A RY 2010
gearchange indicator flashes green in the stick-on tacho, there’re real hints of menace, either way. On the road, and particularly here in Gauteng, it’s a pretty frustrating delivery however. The Twingo RS is quick, and we’re sure would live up to the claims, but unless this is your first or second car you’re likely to have driven something faster before.
91
D r ive Te st
Let’s be honest though, apart from the
It’s not only enormous fun to bounce it
muscular Megane F1 Team, this is the
along as hard as you dare over every
familiar RS tune she’s singing here.
given road, the car relishes it too! And
And yes, the Twingo really does han-
it can deliver a superb drive, just about
dle the bends with impressive aplomb.
every time you’re in the mood for one.
Another benefit of lightness is its ability
It’ll hang gamely on to much more ex-
to combine a fairly comfortable (apart
pensive cars on sinuous, medium-speed
from the vibration) primary ride while
roads – even though it won’t have the
also delivering on the key RS elements
ultimate grip of these cars the friend-
of sharp, rapid steering and precise
lier stance and inch-perfect steering
body control.
makes the Twingo unshakeable, and no doubt damn annoying. You’ll be rev-
It’s really something to dwell on, the dy-
ving it to the light in every gear, mak-
namics, it’s this cars greatest strength.
ing a huge racket of screaming engine
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DRIVE M AGAZINE FEBRUARY 2010
Dr i v e T e s t and screeching tyres, and leaning and
angled so that you can’t see what it’s
hopping alarmingly from entry to apex
displaying when you’re the driver. Even
and out in his rear-view mirror too. But
those lunatic box-arches seem a bit
you’ll stay there.
OTT when you walk up to it. So as you can see, Renault has nailed
The remainder of the car really lives
it again with the Twingo RS. Because,
“...it can deliver a superb drive, just about every time you’re in the mood for one. “ up to this quirky base character too.
for the specific niche of the market it
Like the bright-orange seatbelts which
serves, young people possibly study-
don’t match the fire-engine red exterior
ing or starting careers, looking for a
paintjob of our test car at all. And the
ride which is funky, fast, gets attention
at-first endearing aluminium pedal-cov-
wherever it goes and is likely to have
ers (marked with the symbol for pause
some positive effect on their average
on the clutch, stop on the brake, and
strike rate with the girls, or guys for that
play on the throttle) which you quickly
matter. The Twingo RS is all of that, and
learn are just attached with double-sid-
a delight to really drive too.
ed tape so you can easily remove them if you need to do something important,
Those sliding rear seats, the same
like braking, with slightly moist shoes.
as in the normal Twingo, even make
Which they will be, because the lovely RenaultSport-stitched floor mat doesn’t seem to fit at all, so you’ll already have had to throw that onto the back seat too. There are plenty of typical quirks as well. You can’t tell the first time you drive it where reverse is, because instead of some diagram this knob is topped with catching RenaultSport script, and the LCD screen for the climate control is DR I VE M A G A Z IN E F E B R U A RY 2010
93
D r ive Te st
it impressively practical, although the
feels like 140, and you get the picture
high revs it needs to do what it does
already. Which makes it fairly safe – at
hammer the fuel economy pretty bad-
least any accident you have purely from
ly, we worked our consumption out to
running out of talent is likely to happen
10.2l/100km, but then we administered
at a pace which may not endanger your
our usual spirited driving style all the
life, necessarily. That’s unusual these
time.
days.
And is if we weren’t yet done, another
Having said that, it can scare you this
advantage is the fact that the dynamism
tyke. The first night, driving home, as I
and excitement the Twingo RS delivers,
approached the final stretch of highway
isn’t only enjoyable at 180km/h. In fact,
I realised I was warming the car, and
you always feel like you’re going faster
myself to a degree, up by squirting it to
than you are, so 60 feels like 80, 100
140 and then letting it drop back down
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DRIVE M AGAZINE FEBRUARY 2010
Dr i v e T e s t to 100. When the road is open and clear,
stability isn’t ever going to be easy to
the throttle hits the stops from where I’d
achieve. And ESP is fitted to the Twin-
settled, around the 150km/h mark.
go RS as standard to help in these situations, although annoyingly for a sports
It sweeps easily past 160. Then 170.
mini it doesn’t seem to be able to be
Passing 175 it’s still accelerating im-
disabled.
pressively, gaining about 2 km/h for every refresh of the digital speedo,
Whether you see it as a noisy, over-
which is quite slow, at probably 1 Hz or
priced pocket rocket or a fun and frivo-
so. The engine still has plenty of room
lous way of getting some proper per-
until the redline, but as 180 shows
formance-driving jollies, the Twingo RS
there are a couple of unsettling bumps
is a superb car. The fact that so few
followed immediately by some big pud-
are around on Jo’Burg roads reflect
dles which really throw the lightweight
perfectly the ultra-niche nature of this
hatchback, and that’s the fastest we
machine, and at these volumes you re-
record in the cars time with us.
ally have to appreciate the fact that it exists at all. Specials like this are the
But with the aerodynamics of a bread-
first to be excised when the fangs of
van, a flyweight figure and those dinky
the recession really start gouging.
tracks and bases, rock-solid high speed
Russell
Drive Vitals: Twingo RS Engine:
1598cc four-cylinder petrol
Power (kW):
98 @ 6750rpm
Torque (Nm):
160 @ 4400rpm
Kerb weight (kg):
1650
Driven wheels:
Front
Wheel/tyre dimensions:
195X45 R16
0-100km/h:
8.7s
Price:
R199 900
DR I VE M A G A Z IN E F E B R U A RY 2010
95
Land Rover Discovery 4 TDV6
O
ur regular readers are likely to have started picking up on a couple of the peculiar vagaries which afflict the Drive Magazine team, when it comes to the scale of enjoyment of a car, any car. That is, we don’t like diesels, we usually aren’t fans of much with a ride height above what is absolutely essential, and we definitely, definitely don’t like cars which are slow, especially through our favourite twisty test routes.
D r ive Te st So, the new Discovery 4 TDV6 has only one thing going for it which we can really get into then. Charm. And luckily, it’s cup brimmeth over some, when it comes to that quality. It oozes from every wheel nut, seeps out of every pore of buttery-soft leather, and smears every wooden surface with a thickness which seems as though it would sheen forever. It has something else as well though, and it’s really one of those things you’ll sometimes find us praising even more highly than a car with outright technical supremacy. It’s got character, the Discovery 4. Just like our favourite sporty cars are those which constantly encourage you to take the longer, bendier road home, 4X4s that are always egging you off the beaten track and into some random
98
field of mud and challenging inclines are special machines, and in our time with the Disco I constantly found myself arriving at the office with fresh Earth splattered on the doors and wheel rims, explaining half-sheepishly that I’d been
DRIVE M AGAZINE FEBRUARY 2010
Dr i v e T e s t African explorer for half an hour or so at least. The transition from wild ‘n woolly to super-civilised paved-road cruiser is what is most astonishing about this car though. In truth, even with the pale, fine sand of nothing but the nearby minedump pinging against the undercarriage this Landie is always refined and genteel, while feeling capable of taking anything you threw at it in its stride. OK, but what’s new about this model compared to the old Disco 3, really? Well.... not all that much to be honest. Apart from some differently-styled slatoff “Bashing some more innocent Bundus” for no apparent motivation what-
ting for the grilles and a fin or two more or less on the side-vents, and subtly re-shaped light-clusters, you’d be hard
T”he transition from wild ‘n woolly to super-civilised paved-road cruiser is what is most astonishing about this car though.” soever. Apart from because we could. Fortunately there’s plenty of Bundu to bash out in the East Rand, even when we weren’t taking advantage of the generous ladies and gents of the Lonehill Land Rover Experience and playing on their muddy paradise, I don’t think a day went by without playing intrepid DR I VE M A G A Z IN E F E B R U A RY 2010
pressed to spot any further exterior features distinguishing it from the previous version. The turbodiesel V6 is extensively improved, apparently delivering better fuel economy than ever (we averaged 12.8 l/100 with a good mix of highway and urban traffic conditions), more torque and lower NVH properties. 99
D r ive Te st In fact thanks to what Land Rover calls an Advanced Sequential Turbo Diesel, which basically means that the motor employs two smaller, lower-inertia blowers rather than one big one, turbo lag is just about non-existent from anywhere near the 2000 rpm peak torque marker. This motor thumps out a monstrous amount of torque in fact, comfortably more than the petrol V8s can churn out (a whalloping 600Nm at 2000 rpm in fact), but despite all the big manufacturers claiming that torque is the real key to brisk performance it’s not exactly blistering off the line or through the
limo like the Range Rover, but it doesn’t
gears. Then again there are two and a
sacrifice very much in the way of com-
half tons of permanent AWD luxury liv-
fort, actually.
ing for the motor to get hauling, which can’t help.
Every seat in the house is swathed in hide which even those who are clue-
While the auto gearbox might not help
less regarding the art of interior quality
matters with swift, sporty shifts, it does
would notice is the Good Stuff. Instead
feel as if the cogs in its digital brain
of stopping at one at the back, there
controls are meshing together while
are a plethora of cameras hidden about
floating in a pool of thick, purest cream
the body feeding their 360-degree view
rather than oil. Considering the great
in real-time to the screen in the centre
wedge of torque they harness these
console, if you so wish. There’s Sat-
almost imperceptible gearchanges are
Nav, Bluetooth, an iPod connector in
just exceptional, and suit the soothing
the centre cubby, electric seats, Key-
ambience of the stately car as a whole.
less Go, a full TRC (Terrain Response
The Disco may not be the ultimate MPs
Control) system with associated 4X4
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DRIVE M AGAZINE FEBRUARY 2010
Dr i v e T e s t can’t be operated unless you’re totally stationary – ever hear of passengers? Speaking of passengers, our car also came with a noisy squeak from the plush rear bench, solved by always carrying at least three passengers around as the weight of a person in the back made the irritating racket go away immediately. Then there’s the “Engine Start/Stop” button which always seemed to need at least two presses, whether starting or killing the motor, before it would obey your commands, and the electric seat which seemed to like playing tricks on the driver especially by surreptitiously finding itself a new position every time information screens, and despite there
you got out and came back, having left
being a digital clock on the LCD screen
the ignition on. Oh, and the central lock-
nestled between the analogue instru-
ing would frequently keep you waiting
ments, there’s also a very cool ana-
as well, until it decided you’d fawned
“There’s SatNav, Bluetooth, an iPod connector in the centre cubby, electric seats,...” logue chronograph standing proudly
long enough to be allowed aboard, and
between the front-centre vents.
no sooner.
Being, essentially, a British car, there
So, it’s pretty much more of the same
are fortunately a number of elements
Disco formula then, is it? Well, yes, but
that aren’t quite so perfectly pristine, but
when you’ve got something this right,
are at the very worst quirkily charming
why bother going and making sweep-
in their own right. Like the SatNav that
ing, potentially damaging changes to
DR I VE M A G A Z IN E F E B R U A RY 2010
101
D r ive Te st the recipe after all? The company has, despite the limited changes in appearance, gone all-out in adopting the latest technology trends however bringing a vehicle which is still considered by many to be old and stodgy band into the second decade of this 21st century. Both cabin and engine bays are full to the gills with the stuff, making for a spectacular fusion of old-school sumptuousness with whizbang gadgetry. Finally, what about the old LR bugbear, the one the company doesn’t like to speak about yet has been trying hard to shake. Reliability. Of course, with just a single week in the car that’s something which we can’t definitively comment on. We can tell you that as a package the Disco 4 does seem to be better screwed together than anything produced by the manufacturer in the last 20 years or so, despite bugbears like the squeaky rear bench. Besides, Clarkson has already highly improbably proven this season that you can’t always believe what you hear about makes or models of cars, basing this conclusion on one of the supposedly least reliable models from this very same company as a matter 102
DRIVE M AGAZINE FEBRUARY 2010
Dr i v e T e s t of course. He may be off his already
effortlessly brushing over the obstacles
somewhat mental English rocker, yes,
at the Land Rover Experience in rain-
but he does make a good point. Fact
fall of biblical proportions, in the proc-
of the matter is, even cars which the
ess effectively dispelling my memories
experts, statistics, and detailed stud-
of one getting quite comprehensively
ies crown as the most reliable on the
stuck on the launch just a few weeks
planet can harbour bad examples, and
earlier. Sure it might be fairly expen-
good ones. It’s sort of the risk you take,
sive, but refreshingly the company line
and the reason behind those interest-
on this consideration which Land Rov-
ing things known as warranties.
er owners aren’t likely to be too concerned about is straightforward – “We
In the end though, we rather unexpect-
don’t actually want just anyone to be
edly thoroughly enjoyed our time with
able to buy our products. We’re a pres-
the new Disco 4, even if it was an auto-
tige brand which enjoys a certain level
matic diesel! It took us to the arse-ends
of exclusivity even in the most `main-
of all sorts of security-gated suburbs
stream’ of our model lineup!”. Good on
via the nearest veld again and again,
ya ladies and gents.
and knocked the socks off of the less experienced off-roaders among us by
Russell
Drive Vitals: Land Rover Disco 4 Engine:
(V6 turbodiesel)
Capacity (cc):
2993
Power (kW):
180 @ 4000rpm
Torque (Nm):
600 @ 2000rpm
Kerb weight (kg):
2532
Driven wheels:
All
Wheel/tyre dimensions:
255/55 R19
0-100km/h:
10s
Price:
R725 000
DR I VE M A G A Z IN E F E B R U A RY 2010
103
Suzuki B-King
D r ive Te st
W
hilst most manufacturers take their litre class sports bike, detune the engine and remove the bodywork to create their naked offering, Suzuki do things differently. They decided to take their over the top rocket ship, the Hayabusa with it’s 1300cc engine as the basis of their naked offering. It would appear that they also consulted a group of ten year olds and asked them what a space age bike of the future should look like. The styling is radical to say the least and wherever you go with it, it’s going to turn heads. The B-King initially appeared at the 2001 Tokyo motor show as a concept and then after a handful of appearances around the world, promptly disappeared. Then 6 years later Suzuki decided to put the bike into production keeping as close to the concept as possible. The B-King is one of those love it or hate it designs. From the front it looks like an insect, a rather large and intimidating insect. The headlight is quite big and shrouded in metallic black. The tank surrounds are in metallic silver and have intergrated indicator lenses. From the back it looks like a military insatal-
“The styling is radical to say the least and wherever you go with it, it’s going to turn heads.”
lation with it’s huge missile launcher 106
DRIVE M AGAZINE FEBRUARY 2010
Dr i v e T e s t exhausts. Then there is the contrast between the futuristic and the traditional. Obviously designed to appeal to our American friends, the mirrors are retro style chrome units, that don’t actually work that well and then you get a large chrome effect infill along the centre of the tank. Parked at a poular biker hang out on the breakfast run, big Suzuki definitely genreated a lot of interest. Most onlookers had a sort of look of awe on their faces. The first thing you notice when swinging a leg over the B-King is the size of the thing. It feels huge and reminded me of the first time I rode a Triumph Rocket. And yet once you get going it really feels quite nimble and within a few minutes I was sailing past the traffic. The power on the other hand you never get used to. It feels immensely potent the first time you ride it and then everytime after that when you take to the road. Not that it’s an intimidating bike to ride, at low revs it’s as docile and friendly as your family pet. But when you do grab a handful of throttle, it surges forward at warp speed. It has enough torque to tow a truck and typically Suzuki, the power is available right from the first revoloution of the engine. The only downside there is too much free play in the throttle to DR I VE M A G A Z IN E F E B R U A RY 2010
107
D r ive Te st
make use of the low rev capability of
competently and holds it’s line well but
the engine but that’s a fairly simple ad-
when pushed hard the limits of the sus-
justment. I found that the B-King made
pension start to show through.
a lot more sense as a cruiser. It burbles along so comfortably at 140 Km/h and
As far as electronics go the offering is
is incredibly sure footed with a huge
a fairly standard Suzuki dash that has
contact patch. It’s comfortable too with
an odometer and a trip readout. This
a more upright riding position and a
one does in addition have a button on
large seat. I always prefer my feet un-
the tank that allows you to see when
derneath me rather than the out front
the next service is due and how many
riding position of a traditional cruiser.
hours the engine has run although in
The Big Suzuki does go round corners
the time we had the bike, the engine
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DRIVE M AGAZINE FEBRUARY 2010
Dr i v e T e s t hours remained at 0. Then of course
It’s a bit like buying an HD flat screen
there is the now de riguer mode switch
TV and then only using it to watch old
and it is worse than useless. It restricts
video tapes. The instrument panel has
the revs so that getting the needle over
a large rev counter in the centre with
“The instrument panel has a large rev counter in the centre with a chrome surround and an LCD background odometer.” 5 grand takes the rest of your life. It re-
a chrome surround and an LCD back-
ally does feel as though the bike has
ground odometer. Fuel gauge and tem-
broken down. I haven’t spoken much
preture gauge all form the background
about mode switches before save to say
for the large analogue rev counter. On
that if I had wanted a 100 horse power
the right is a digital speedo and on the
bike that’s what I would have bought.
left a series of idiot lights.
DR I VE M A G A Z IN E F E B R U A RY 2010
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DRIVE M AGAZINE FEBRUARY 2010
Dr i v e T e s t People that love B-Kings couldn’t care
ing just over 7 litres per 100. What is sur-
less what other people think and those
prising is that that huge-looking tank only
that don’t like them probably never will.
holds 16 and a half litres so the range is
I did have a couple of female passen-
limited.
gers roll down their car windows when stopped at the lights to tell me that they
If I were in the market for a cruiser, I would
liked the bike. And that’s the point, those
consider a B-King as an alternative. It is
of us that are dyed in the wool bikers
so comfortable that you can sit on it all
“It has so much torque that you can negotiate mountain passes as if they were as flat piece of road.” have a traditional outlook to motorcycle
day long. It ambles along effortlesly when
design whereas non-bikers love the way-
cruising within the law and has a breath-
out striking looks of the B-King.
taking turn of speed when you need it. It has so much torque that you can negoti-
You don’t buy a V8 musclecar if fuel con-
ate mountain passes as if they were as
sumption is your primary concern. And
flat piece of road. The looks might divide
if saving gas is what you are about, you
but as with anything, looks are more about
don’t buy a 1300cc naked bike. Having
personal opinion than anything else.
said that the B-king certainly doesn’t burn excessive amounts of unleaded, manag-
Steve
Drive Vitals: Suzuki B-King Engine:
Inline 4 cylinder
Capacity:
1340cc
Power (kW):
120
Torque (Nm):
127.3
Kerb weight:
255kg
Price:
R116 900
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Aprilia RSV4 Factory
Y
ou have so often heard the expression. You are standing beside the water cooler at the office, discussing his new Japanese sports bike, and then he says it, “It’s basically a race bike for the road”. But it just isn’t as anyone that has ever ridden a properly prepped race bike, even just up to scruteneering will attest. Try taking a race bike on a breakfast run and a pleasant Sunday morning ride becomes an adventure. You see, actual race bikes are unforgiving. They have instant and fairly harsh throttle response. The all or nothing throttle makes for a very jerky road ride. They have brakes that make you feel like you are going over the bars. The suspension is set up so hard that you think your fillings are going to fall out.
D r ive Te st
Your modern superbike on the other
I have ever ridden. I love it for that
hand might look the same as the one
but I don’t think I would want it as my
your hero races on Sunday but you can
daily commute. You get the de rigeur
ride it to work on Monday. And although
Ohlins suspension at both ends and
not that comfortable, you can give the
Brembo monobloc callipers. You get a
missus a lift to her office as well. It will
chassis that has an adjustable steering
in the main behave itself in traffic and
head, swingarm pivots and even en-
the seat won’t compress your piles.
gine mounting points. You could spend hours fiddling with all of that although
But then along comes the Aprilia RSV4
most of us will trust the factory engi-
Factory and this really is the closest
neers and leave everything standard
thing to a race bike for the road that
but just think of the bragging rights!
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DRIVE M AGAZINE FEBRUARY 2010
Dr i v e T e s t You get carbon fibre bits everywhere
change modes on the move and I think
but above all; you get an engine that
that’s a good thing. It can be a bit fid-
puts out a claimed 180 prancing Italian
dly at first but quite quick once you get
stallions. What you don’t get curiously
used to it.
“There are 3 modes to choose from, Race, Sport and Rain.” enough is a trick race dash like you do
From the moment you set eyes on the
on a Ducati. But, the dash that you do
RSV4 Factory, you know it’s built for
get is exactly the same as the one on
purpose. It has sharp angular bodywork
Max Biaggi’s WSBK bike.
for moving air efficiently. It has a carbon fibre front mudguard and is blazoned
The throttle is a fly by wire set up which
with the Ohlins and Brembo designer
allows for the now obligatory mode
labels. The mirrors, although styled in
switch. There are 3 modes to choose
keeping with the bike, look as though
from, Race, Sport and Rain. You can
they shouldn’t really be there. The only thing that spoils the aesthetics is the Euro- emissions friendly exhaust, which is huge. Throw a leg over and you find that it is remarkably comfortable for such a focused bike. I’m not suggesting you throw saddlebags on and go touring but as sports bikes go the seat is reasonably high and the pegs are well to the rear, although they too are adjustable. The reach to the bars is sensible even though the bike was designed around Mr Biaggi. The bike is narrow, as narrow as a
DR I VE M A G A Z IN E F E B R U A RY 2010
115
D r ive Te st
twin. The 999.6cc, 65 degree V4 engine
into gear and the valve opens unleashing
is just over 400mm wide, which allows
the wonderful note of the V4 engine. It is
for a wind-splittingly slim frame.
so loud that every time I arrived home, the electric gate was open. My wife could
The real surprise comes when you thumb
hear the bike from that far away.
the starter and drop it into gear. Despite the exhaust being the size of a piece
Not only is it loud but it’s a fabulous noise
of air-conditioning ducting, the noise is
too, It sounds like a cross between a
fabulous, and loud. Aprilia have come up
1098 and a Big Bang R1. I found myself
with a clever trick. There is an exhaust
rolling off and then back on the throttle
valve so when you are in neutral, the
every time I went under a bridge. Childish
“The V4 engine has low down torque like any V twin and yet it revs up all the way up to 14000 RPM.” noise is subdued and inoffensive to the
I know but I just couldn’t help it. All of this
do-gooders. The noise level test, that the
with a street legal standard pipe so just
European anti-fun lobby are so keen on
imagine what you could do by spending
is measured at half of the engines RPM
a few bucks on a tuned aftermarket unit.
in, you guessed it, neutral. Kick the bike 116
DRIVE M AGAZINE FEBRUARY 2010
Dr i v e T e s t
Out on the road the Aprilia is phenomenally fast away from the line. The V4 engine has low down torque like any V twin and yet it revs up all the way up to 14000 RPM. And not only that, the power delivery is smooth and linear. The RSV4 is like a 1098 on steroids. It pulls hard from the bottom of the rev range and doesn’t have that tendency to rip your arms out of their sockets as the needle creeps toward the red line. Speaking of which, the deep engine note fools you into thinking that the engine is turning slower than it actually is. It is all too easy to bounce the rev limiter, which in first gear is like hitting a brick wall. Once you get into second and higher, the rev limiter becomes a bit softer, sort of retarding your DR I VE M A G A Z IN E F E B R U A RY 2010
117
D r ive Te st progress but still allowing the engine to
The sublime acceleration gets you there
keep working at just about its maximum
quickly but it just won’t get to a silly top
revs.
speed. Whatever speed you do manage to achieve, you can rest assured
The bike handles like a dream with its
the Brembo stoppers will scrub it all off
race focused chassis and top-drawer
with the slightest tug of the lever.
suspension. Think about where you want to go and it’s already heading in
Overall this is an absolutely amazing
that direction as if it’s some sort of psy-
bike for going fast on and if I had a spare 250 grand I would go
“The bike handles like a and buy one tomordream with its race row but there are nevfocused chassis and ertheless some problems. As I mentioned top-drawer earlier, the Factory is as close as you are suspension.” chic. Being race focused, it’s easy to
going to get to a race bike.
move around on the bike and put your
The acceleration is brutal
body in the perfect position for every
and that’s a good thing
corner. The fly by wire throttle gives
most of the time but when
you access to immaculate fuelling with-
riding through town, it can
out any flat spots.
be too much. At least as you are fired away from
Possibly as a consequence of my
the line you know that the
lanky frame and the Aprilia’s minimalist
awesome brakes will pull
screen, I was only able to get 275 Km/h
you up at the next lights.
showing on the digital speedo. Freelance tester Bruce had a go as well and
The engine runs at a tem-
whilst he made and extra 5 Km/h it still
perature of 77 degrees
isn’t up with the 300 Km/h so easily at-
under normal conditions
tainable on a Japanese multi. We know
but a single change of the
that it’s one of the fastest in World Su-
lights will have it creep-
perbike trim so it was a bit surprising.
ing up towards the 100
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DRIVE M AGAZINE FEBRUARY 2010
Dr i v e T e s t mark and the fan kicks in, hard. Rid-
and requires a bit of concentration to
ing through some road works I became
get a smooth change. Get it out into its
aware of some excessive heat around
natural habitat, the track, and the gear-
my legs and realised that the fan had
box comes into its own. It really does
cut in. Yes, at a steady 80Km/h the bike
feel like a race box and you can drop it
is unable to cool itself without electric
into first for tight corners without a hint
assistance.
of rear wheel hop.
The gearbox is a bit clunky at low speed
So what you really want is a RSV4 Fac-
DR I VE M A G A Z IN E F E B R U A RY 2010
119
D r ive Te st mode gives you the full fat no compromise ride that you bought the bike for. Sport mode though, just sort of numbs the throttle response without making the bike any easier to ride so best ignore that and enjoy the full potential of the bike. Rain mode, well, it didn’t rain much while we had the bike so we ignored that. tory for a track bike but there’s that age-
It was with a heavy
old dilemma. If you spend R250 grand
heart that I took the bike back at the
on a bike you don’t want to use it on the
end of the test. It was like a drug, I just
track in case it ends up in the kitty lit-
kept thinking “I want more of that”. And
ter. But then why would you spend that
for a week or so, I woke up in the mid-
much money on a bike for all of its trick
dle of the night feverishly repeating, “I
bits if you aren’t going to use it on a
need more of the RSV4, I really do!”
track? My advice is buy one if you can afford it, you won’t find a better track
I seriously would buy one with my own
machine in standard trim. You’ll just
money and unlike several superbike
have to find yourself a friendly insur-
riders, I would rack up 20 000 K’s in the
ance broker. Just keep in mind that you
first year. Bearing in mind that it would
will need another bike if you go to work
all be breakfast run and track mileage,
on 2 wheels.
that will give you hint of how addictive
And if you think you can rely on the
the bike is.
throttle mode switch to transform this into a commuter you’d be wrong. Race 120
Steve DRIVE M AGAZINE FEBRUARY 2010
Dr i v e T e s t
Likes Awesome Power Handling Soundtrack
Dislikes Price Small screen
Engine Type:
Liquid-cooled, four-stroke DOHC 65-degree V-four
Displacement:
999.6cc
Bore x stroke:
78.0 x 52.3mm
Compression ratio: 13:1 Induction:
Weber Marelli EFI, 48mm throttle bodies w/variable length intake, two injectors/cyl.
Chassis Front tire:
120/70ZR-17 Pirelli Diablo Supercorsa SP
Rear tire:
190/55ZR-17 Pirelli Diablo Supercorsa SP
Seat height:
845mm
Fuel capacity:
17L
Claimed dry weight: 179kg Price:
R245 000
DR I VE M A G A Z IN E F E B R U A RY 2010
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SHE WOLF SHAKIRA Marketed and distributed by Sony Music
Produced primarily by Shakira and The
also make an appearance (Long Time;
Neptunes, Shakira’s latest album is
Good Stuff), and three Spanish songs
quite possibly one of her best albums
are also included for the die-hard fans.
to date. Not that I’d have expected the
Wyclef Jean makes another appear-
sultry Latin star to hook up creatively
ance (on Spy) after the global suc-
with Pharell Williams, to be honest, but
cess of their previous collaboration,
it definitely works! The title track and
Hips Don’t Lie. Unlike the romantically
first single, She Wolf, has conquered
introspective feel of her Oral Fixation
the local airwaves and several of the
albums, She Wolf is much more sul-
other songs will undoubtedly follow in
try, sexy and focused and shows a wel-
its footsteps. It’s however Mon Amour
come musical growth.
that’s most likely to be the next single. While the album sounds extremely
BEST SONGS: She Wolf; Did It Again;
modern and up to date thanks to The
Why Wait; Men In This Town; Gypsy,
Neptunes’ musical mastery, it manag-
Mon Amour
es to utilise Shakira’s unique voice in a way that’s familiar yet unheard until
GET IT IF YOU LIKE: Latin-tinged pop
now. Did It Again is a great example of
rock with erratic, sultry, seductive lyr-
this, as is Why Wait, Men In This Town
ics and vocals
and Gypsy. The expected Latin sounds
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D r i v e T une s
TURN IT UP PIXIE LOTT Marketed and distributed by Universal Music SA
Turn It Up is not a brand new album,
bound to make it big on the charts. Pix-
but considering the success of Pixie
ie’s voice is delightful albeit not entirely
Lott’s first single, Mama Do, and the
unique (on some songs she reminds of
absolutely perfect summery feel of it, I
Kelly Clarkson, on others of the Sug-
think it’s only appropriate to feature it
ababes, and on Gravity even like Nata-
at the beginning of the year. The fact
sha Bedingfield), and perfectly suited
that she’s a funky blonde with a killer
to the pop she’s singing on this album.
voice further confirmed my decision,
Turn It Up is an album you can listen
but don’t for one minute think she’s
to from start to finish, a rare quality on
just another blonde girl trying to make
pop albums. It’s got a feel-good quality
it big. Pixie Lott actually has talent,
to it that will last long after the festive
and much more than I initially thought.
season’s happiness have gone.
While Mama Do was a catchy track, the rest of Turn It Up brings to the fore a
BEST SONGS: Mama Do; Cry Me Out;
strong, versatile voice perfectly suited
Band Aid; Gravity; Jack; Here We Go
to lighthearted pop and ballads. Cry Me
Again
Out is one such ballad, literally blowing me away with its vocal intensity. Band
GET IT IF YOU LIKE: Strong pop songs
Aid is a prime example of the other side
perfectly executed
of the coin, being a fantastic pop song
DR I VE M A G A Z IN E F E B R U A RY 2010
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REALLY KILLED THE VIDEO STAR ROBBIE WILLIAMS Marketed and distributed by EMI Music Our country likes following European
edly different, and in a good way. More
trends for some reason and as such
mature lyrics that are sometimes down-
it’s no surprise that Robbie Williams is
right cryptic combine with lush instru-
considered a big name artist by many
mentation and flowing, airy melodies to
of my friends and colleagues. As the
create something light and summery.
rebellious one in British supergroup
You Know Me, Blasphemy and Last
Take That in the ‘90s, Robbie’s solo ca-
Days of Disco personify this feel, with
reer has indeed seen a number of sig-
a catchy track like Do You Mind thrown
nificant hits along the years but hasn’t
in to stir things up. Bodies is probably
convinced me of his superstar status.
the worst song to be released in 2009.
Reality Killed The Video Star is his first
Reality Killed The Video Star is high-
album since 2006’s Rudebox, an album
ly listenable and quite relaxing, which
that went largely unnoticed except for
makes it slightly more appealing than
She’s Madonna, which he did with the
his previous work.
much more brilliant Pet Shop Boys. Indeed, Robbie’s last big hit goes back
BEST SONGS: Morning Sun; You Know
to 2002’s Escapology album which
Me; Blasphemy; Do You Mind; Difficult
spawned hits such as Feel and Come
For Weirdos
Undone. While the new album went to number 2 in the UK, I don’t see many
GET IT IF YOU LIKE: Lush instrumen-
radio hits coming from it, which is not
tation and flowing melodies with a touch
to say that it’s a bad album. It’s decid-
of electronica
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D r i v e T une s
THE BOY WHO KNEW TOO MUCH MIKA Marketed and distributed by Universal Music SA Call him queer, call him camp, but
equally quirky songs Queen has made,
Mika made an entrance onto the inter-
while the odd ballad also makes an
national music scene in 2007 like few
appearance in the form of I See You.
others have dared to do since then
The Boy Who Knew Too Much is per-
(except Adam Lambert perhaps). His
haps not as commercially pleasing as
second album, The Boy Who Knew
his debut, but musically and creatively
Too Much, follows a similar recipe to
moves things along quite well. It’s light
Life In Cartoon Motion, but with slightly
and enjoyable enough to not have to
less camp and a bit more theatricality.
pay too much attention while listening,
Unlike Grace Kelly, We Are Golden did
but when you do stop and concentrate,
not do much on the charts when re-
you’ll definitely notice the growth.
leased as the first single off the album. Blame It On The Girls is fairly medio-
BEST
cre as well, but then you get a song
Touches You; One Foot Boy, We Are
like Rain, synthesizer electronica that
Golden
SONGS:
Rain;
Blue
Eyes;
reminds of bands like La Roux but with magnificent vocal delivery that utilizes
GET IT IF YOU LIKE: Light-hearted,
all of Mika’s quirky vocal range – un-
tongue-in-cheek, carefree pop
doubtedly the best song on the album. Dr John takes you straight back to the
DR I VE M A G A Z IN E F E B R U A RY 2010
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MEMOIRS OF AN IMPERFECT ANGEL MARIAH CAREY Marketed and distributed by Universal Music SA Mariah Carey may very well be reach-
be commended for always taking such
ing an age where she shouldn’t attempt
good care in not completely destroying
being as hip as she’s trying to be, but,
the song she’s covering. The balance
that said, delivers an album much bet-
of the songs on the album is most-
ter in style, content and execution than
ly slow, sexy, easy to listen to tracks
last year’s pathetic E=MC². It could be
with funky beats and the general lack
thanks to LA Reid and Tricky Stewart’s
of ‘upbeat’ songs are quite refreshing.
production prowess, but everything is
Memoirs of an Imperfect Angel comes
just more suited to the Grande Butter-
close to capturing the success of The
fly’s voice. The first single Obsessed
Emancipation of Mimi.
succeeded in creating the necessary awareness for the album, but not much
BEST SONGS: I Want To Know What
else. The album includes four remixes
Love Is; Ribbon; Inseparable; Seamus
of the song, and Seamus Haji & Paul
Haji & Paul Emanuel’s Radio Mix of
Emanuel’s version definitely puts a
Obsessed
better spin on the original album version. The biggest hit thus far is how-
GET IT IF YOU LIKE: Sweet as honey
ever her cover of Journey’s I Want To
vocals and funky R&B beats
Know What Love Is, and Mariah has to
Christo Valentyn A member of the Southern African Freelancers’ Association A member of the South African Guild of Motoring Journalists 126
DRIVE M AGAZINE FEBRUARY 2010