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THE PEAK OF SOUTH AFRICAN MOTORING

WORTH THE 14-YEAR WAIT? We drive Toyota’s new Land Cruiser 300, on tarmac and off…

ISSUE 3

remastered

Comeback king?

Revised Nissan Navara tested in Pro-2X form

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Perfectly imperfect: Lamborghini’s faithful restoration process

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THE PEAK OF SOUTH AFRICAN MOTORING

Legend +

R59,50

Giniel in a GR! Rally superstar terrifies us in the hottest Yaris yet

NEWS Mercedes-Benz Concept EQG • Nissan Z • Subaru WRX LAUNCH PAD Audi S3 Sportback • VW Tiguan • Lexus LC500 Convertible • Hyundai Kona DEEP DRIVE BMW M3 Competition • Mercedes-AMG GLE63 S Coupé • Land Rover Defender 90 • Hyundai i20 • Honda Fit • Kia Pegas FEATURE V12 Speedster and DBX roam Scotland • Road-tripping in a Taycan CLASSICS Which saloon to buy?

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Helmet Belay

Carabiners

Ro p e

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IS EVERYTHING

Harness

TRUST

Gloves

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DRIVE Pre-collision

Drive a new generation of Subaru SUVs.

Throttle

Pre-collision

Braking

Symmetrical

AW D

Adaptive Cru

Reverse Auto

ise Control

matic Braking

EyeSight® Responsive H

Rear Cross Tr

eadlights

affic Alert

SUV Blind Spot D

etection

The new Subaru SUV family is synonymous with adventure, fun and peace of mind. The all new Outback, the more powerful Forester and the stylish XV all share the same DNA and engineering excellence for all-terrain capability, all-round practicality, superior road-holding and unmatched safety.

BOOK A TEST DRIVE AT SUBARU.CO.ZA.

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Introducing a convertible that’ll turn heads with every turn. The NEW Lexus LC 500 V8 Convertible not only puts out an ear-enticing 351kW of V8 power, but it’s also sure to draw attention with its 21-inch wheels, eye-catching colour options, and sleekly modern stance expertly crafted by our Japanese Takumi masters. Plus, with its range of noise management and climate control features, the NEW Lexus LC 500 V8 Convertible is truly designed from the top down so you can spend more time driving it that way.

The NEW Lexus LC 500 V8 Convertible: The thrill of it all.

BOOK YOUR TEST DRIVE

lexus.co.za

Ts&Cs apply.

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PEOPLE WILL STARE AND SO WILL YOU.

THE NEW

LC 500

V8 CONVERTIBLE

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THE FULL FORCE OF McLAREN.

PRE-ORDERS NOW OPEN McLaren Johannesburg 011 301 7000 Shop 1 & 2 One on Whiteley, Whiteley Road, Melrose Arch, Johannesburg Ramon Saffy - ramon@daytona.co.za – 061-314-8990 Grant Baben - grant.b@daytona.co.za – 082-233-5424 Estimated fuel consumption combined: 5.6l/100km | Estimated CO2 emissions combined: 129g/km. These figures will be updated once final testing figures have been confirmed. For our emissions statement please go to cars.mclaren.com

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johannesburg.mclaren.com/en

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CONTENTS ISSUE 03

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LAUNCH PAD

Toyota Land Cruiser 300 3.5T ZX

46

LAUNCH PAD

Audi S3 Sportback quattro S tronic

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DEEP DRIVE

Nissan Navara 2.5D DC Pro-2X 4x2 AT

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CLASSIC

Last chance saloon

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CONTENTS

CONTENTS 16 18

FIRST WORD NEWS

Mercedes-Benz Concept EQG; Nissan Z; Subaru WRX

LAUNCH PAD

38 Toyota Land Cruiser 300 3.5T ZX 46 Audi S3 Sportback quattro S tronic 52 Volkswagen Tiguan 2.0 TSI 4Motion R-Line 56 Lexus LC500 Convertible 60 Hyundai Kona 1.6T N Line DCT 28 62 74 118 130 136

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FEATURE

Highland fling

FEATURE

Perfectly imperfect Current affair Highland fling GR joyriding with Giniel Young guns Riding shotgun with Liezel van der Westhuizen 160 The reading room

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NEWS

Mercedes-Benz Concept EQG

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FEATURE Perfectly imperfect

ISSUE 3

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Own the day

with the Ford Ranger Raptor Special Edition and Stormtrak Living the Ranger life is now even easier with the Raptor Special Edition and Stormtrak. So, whether you hit the trails or the tar road you’ll own any challenge.

Ranger Raptor SE

Ranger Stormtrak

Off-Road Decals Black Roller Shutter 17” Alloy Wheels

Power Roller Shutter Black Mesh Grille 18” Alloy Wheels

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CONTENTS

CONTENTS COLUMN

69 Brenwin Naidu 71 Khulekani Dumisa 72 Leo Kok

DEEP DRIVE

82 Nissan Navara 2.5D DC Pro-2X 4x2 AT 90 BMW M3 Competition M Steptronic 96 Mercedes-AMG GLE63 S Coupé 4Matic+ 9G-tronic 100 Land Rover Defender 90 D300 X-Dynamic HSE AWD AT 104 Hyundai i20 1.0T Fluid 108 Honda Fit 1.5 Elegance CVT 112 Kia Pegas 1.4 EX

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DEEP DRIVE

Land Rover Defender 90 D300 X-Dynamic HSE AWD AT

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DEEP DRIVE Hyundai i20 1.0T Fluid

CLASSICS

142 Last chance saloon

FINAL WORD

162 Mat Watson on cars

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DEEP DRIVE

BMW M3 Competition M Steptronic

ISSUE 3

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THE NEW

NISSAN MAGNITE NEVER STAND STILL

TBWA\HUNT\LASCARIS 930349

The new Nissan Magnite is here. Once you manage to look past the boldly designed exterior, you’ll find some of the most advanced tech available in this category.

This includes Around View Monitor, a first-in-class 8-inch touchscreen, parking sensors and a whole lot more.

Book a test drive and you’ll see everything about it is focused on progress. But then again, so are you.

Visit nissan.co.za for more.

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FIRST WORD

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here’s something deeply liberating about venturing off the beaten path. Despite not being an especially talented off-roader, one of the most memorable excursions I’ve yet experienced came late in 2013 as part of a group of journalists traversing Namibia in Toyota’s just-refreshed Land Cruiser Prado.

The landscape changed seemingly by the minute. One moment we were dodging seals on the beach, the next we were cresting giant amber dunes in the desert. Then came rocky gorges and breathtaking panoramic views of that sparsely populated country’s lunar-like terrain. During those few days, the tyres of the hardworking J150-generation units touched precious little tarmac. It was downright wonderful.

Eight years later and I again find myself at the wheel of a Land Cruiser (though my off-roading abilities are still decidedly average). Head over to page 38 to find out whether the highly anticipated 300 Series was worth the 14-year wait.

The road-trip theme continues on page 62, where we set course for the Garden Route in Porsche’s all-electric Taycan, before plotting a path through the equally picturesque Scotland in two very different Aston Martins on page 74. Of course, this third issue of APEX is also brimming with informative first drives, comprehensive tests and entertaining features.

If you have the means, consider taking the trail less travelled. We could all do with a renewed sense of freedom at the moment, even if that means sometimes landing up stuck in the sand.

Enjoy the issue.

Ryan

RB

Ryan_Bubear

apexmag.co.za

apexmag.co.za

@apexmagza

THE TEAM Publisher: Vann van Staden Editor: Ryan Bubear Art director: Chris Agenbag Lifestyle editor: Lauren Zuidema Online editor: Marius Boonzaier Contributors: Morgan Ashley, Khulekani Dumisa, Kian Eriksen, Kyle Fortune, Brett Hamilton, Brandon Jacobs, Leo Kok, Ian McLaren, Brenwin Naidu, Mark Riccioni, Gautam Sharma, Vann van Staden, Mat Watson Proofreader: Margy Beves-Gibson Advertising and editorial queries: 021 712 3842 / vann@apexmag.co.za Published by: APEX Exchange (Pty) Ltd Printers: CTP Printers Distributor: On The Dot / Media Support

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NEWS

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Mercedes-Benz has made no secret of its intention to eventually offer a fully electric G-Class. The new Concept EQG gives us a firm idea of what to expect.

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NEWS

G-Class but with an electric heart? While those words will surely make dyedin-the-wool fans recoil in horror, it’s happening and relatively soon, too. The new LED-adorned Mercedes-Benz Concept EQG is described as a “near-production study” of an upcoming all-electric variant of the legendary offroader that traces its origins all the way back to 1979.

Mercedes, of course, has already announced it aims to go fully electric by the end of the decade “where market conditions allow”. And even the Austrian-built G-Class – the longest-serving passenger vehicle series in the

automaker’s storied history – is included in those plans.

Say the word “Geländewagen” and most of us probably think of a burly six-cylinder turbodiesel or an AMG-flavoured twinturbo 4.0-litre V8 engine. But the familiarly boxy Concept EQG eschews combustion powertrains in favour of four electric motors, a two-speed gearbox and hefty batteries integrated into the ladder-frame chassis.

The result, promises the Stuttgartbased firm, is an “extremely off-road capable” vehicle with “enormous pulling power”. Look out, Schöckl test track.

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1. Model-specific 22-inch alloy wheels 2. Lockable box replaces spare-wheel cover 3. Gloss-black roof rack with LED strips 4. Illuminated grille star with 3D effect 5. Distinctive two-tone exterior paint APEX

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NEWS

MERCEDES-BENZ PROMISES THE FULLY ELECTRIC PRODUCTION MODEL WILL BOAST “ENORMOUS PULLING POWER”

MAYBACH WILL PLUG IN, TOO Mercedes-Maybach is likewise going electric, with the new SUV-shaped Concept EQS billed as a “clear preview” of the first batterypowered series model set to come from Benz’s traditionsteeped luxury sub-brand.

Expect a range of around 600 km when the all-electric production version hits the market in about 2023.

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ZED ALERT

Nissan’s seventh-generation Z has all the makings of a soul-stirring sports car and is backed up by 52 years of heritage.

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NEWS

WILL IT COME TO SOUTH AFRICA? Will we see the new Z on local roads? Well, Nissan South Africa says it is “studying” plans for a possible introduction. We’re optimistic, however, since the newcomer has already been confirmed for fellow right-hand-drive market, Australia.

I

t’s been more than 12 years since the Nissan 370Z coupé hit the global stage, but its replacement has finally broken cover. Meet the long-awaited seventh iteration of the Z, which unlike its forebears does without numerals in its name.

Just as the Japanese firm promised, the production model is virtually unchanged from the Z Proto concept revealed in 2020. While the platform is a thoroughly modified version of the previous underpinnings, the new

370Z COUPÉ ENGINE: 3.0 L, V6, turbopetrol

POWER: 298 kW @ 6 400 r/min TORQUE: 475 Nm @ 5 600 r/min LENGTH: 4 379 mm WIDTH: 1 844 mm HEIGHT: 1 316 mm WHEELBASE: 2 550 mm

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Z recipe has all the right ingredients: rear-wheel drive, a 298 kW twinturbo V6 and the option of a closeratio manual gearbox.

Although the automaker will also offer a nine-speed automatic transmission, it’s the six-speed manual cog-swapper that has piqued our interest, since it will be available with a high-performance clutch, a carbon-fibre composite driveshaft and a downshift rev-matching function.

Nissan, you have our attention.

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RALLY ROUND

, a new platform to s e d ra g p u tion of a fresh WRX retains the op Subaru’s boxd n a r e w o p more gains a little swapper. manual cog-

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espite having quit the World Rally Championship back in 2008, Subaru’s performance cars are still built with a dash of inspiration from the ultimate point-to-point motorsport genre. The latest example is the new WRX, which – bonnet scoop and all – shifts to the Japanese firm’s global platform.

Expected to arrive in South Africa towards the middle of 2022, the performance sedan draws its urge from Subaru’s new turbocharged 2.4-litre, flat-four petrol engine, which delivers 202 kW (just five units up on the old 2.0-litre boxer mill) and 350 Nm to all four corners. Of course, a full-fat, suitably bewinged STI version should

follow in a few months.

Thankfully, the short-throw six-speed manual gearbox survives the all-paw WRX’s move to a new generation.

There’s also the introduction of the so-called Subaru Performance Transmission, though that’s unfortunately merely an updated CVT. While the styling changes are largely evolutionary, we’re not so sure about the black plastic cladding affixed to the new WRX’s lower extremities. This dark trim features a hexagon-pattern finish that Subaru claims “reduces air resistance”, but it comes across as similar to what’s routinely flung onto a budget crossover. Perhaps it’ll look better in the metal (and plastic).

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NEWS

SUBARU WR

X l

etro , flat-4, turbop

ENGINE: 2.4L min kW @ 5 600 r/ POWER: 202 5 200 r/min 000 Nm @ 2 TORQUE: 350 9 mm LENGTH: 4 66

mm WIDTH: 1 826 mm 8 46 1 HEIGHT: 672 mm 2 E: WHEELBAS

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ADVERTORIAL

ALFAS T ENHANCED Boasting a host of improved technologies, the revised Alfa Romeo Giulia and Stelvio have touched down in South Africa.

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he opening gambits to their respective ranges, the Giulia Veloce and Stelvio Super are equipped with turbocharged 2.0-litre, four-cylinder petrol engines worth 206 kW and 400 Nm, coupled to eight-speed automatic transmissions. This allows for a 0-100 km/h sprint time of 5.7 seconds in both the rear-wheel-drive sedan

and the all-wheel-drive SUV. The former, however, boasts a top speed 10 km/h higher than its tall-riding counterpart at 240 km/h.

Owing to the standard adaptive suspension, ride quality is top notch, with the supple set-up providing a composed driving experience. The already sharp dynamic

2021/10/07 16:23

LOOKING INTO THE (NEAR) FUTURE Revealed in 2019 in concept form, the Tonale is an expression that looks into the future and embodies unique Italian design and unmistakable Alfa Romeo style. While the production version has yet to be officially revealed, the compact premium SUV is scheduled to arrive in South Africa in 2023. According to the automaker, the Tonale’s exterior styling recalls a number of time-honoured design elements, while the interior features the highest standards of technology.

FIVE OF 500 HEADING TO SA Five units (of the 500 produced for the world market) of the hardcore Giulia derivatives – the GTA and GTAm – have been ordered by Alfisti here in South Africa. These models are equipped with bespoke carbon-fibre bodykits, choice aerodynamic upgrades, myriad weight-saving items and 20-inch centre-locking wheels. A full Bell racing set is also included. An uprated 397 kW version of the 2.9-litre V6 powers the rear axle, with the obligatory 0-100 km/h sprint dropping to just 3.6 seconds.

its Quadrifoglio stablemate, the Giulia Veloce boasts an active front splitter for further improved aerodynamics.

Inside, all models ship standard with an 8.8-inch touchscreen infotainment system incorporating screen mirroring, plus a suite of safety systems, such as adaptive cruise control, a lane-keeping system and blind-spot assist. Quadrifoglio models, of course, gain myriad model-specific exterior and interior elements.

Speaking of these highperformance variants, the Quadrifoglio versions of the Giulia and Stelvio both retain the twin-turbo 2.9-litre V6, again producing 375 kW and 600 Nm. The result is a sprint to 100 km/h in 3.9 seconds for the former and, thanks to its Q4 all-paw system, 3.8 seconds for the latter. Top speeds are rated at 307 km/h and 283 km/h, respectively.

The Giulia Veloce is priced at R989 900, with the Giulia Quadrifoglio at R1 599 900.

The Stelvio Super bears an asking price of R1 159 900 and the Stelvio Quadrifoglio comes in at R1 749 900.

Like the 1965 Giulia GTA, 500 units of the modern version were issued for sale. All of these special, numbered examples have now been sold.

characteristics, meanwhile, have been further improved thanks to tweaks made to the steering set-up.

The most notable exterior updates come in the form of upgraded headlamps, replete with distinctive LED daytime-running lights, and 19-inch alloys for the Giulia Veloce, with 20-inch items for the Stelvio Super. Like

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FEATURE

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PERFECTLY IMPERFECT Restoring a classic Lamborghini while preserving every inch of its heritage is no small task. We visit the Italian firm’s Polo Storico division to find out exactly how it’s done.

Words: Gautam Sharma

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FEATURE 1

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1. Polo Storico is responsible for the preservation of Lamborghini’s extensive archives.

2. Francesco Stevanin (left) heads up heritage commercial management. 3. Detailed records facilitate restorations to factory spec.

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IT’S

interesting an authentic Picasso painting can be valued at more than $100 million, yet a replica that’s indistinguishable to the naked eye is worth a tiny fraction of that.

The same goes for a diamond versus a cubic zirconia. They look precisely the same, but their values are poles apart.

Obviously, authenticity is everything when it comes to valuable commodities and this is certainly the case in the realm of classic cars. Certain vehicles could even be considered sounder investments than gold, property or stocks.

There’s also the undeniable fact a classic car is an asset capable of providing far more enjoyment than one might draw from monitoring a share portfolio or managing investment properties.

In line with the trend of escalating classic car values, premium brands such as Lamborghini, Ferrari, Porsche, Aston Martin and Jaguar have set up their own in-house restoration divisions, which can not only return vintage models to factory condition, but also provide irrefutable certificates of authenticity stating every component in the car is utterly original.

Lamborghini’s Polo Storico heritage division in Sant’Agata Bolognese was established in 2015 and has since subjected more than 100 cars to painstaking restorations. Francesco Stevanin, who heads up heritage commercial management at Polo Storico, says the division restores cars built between 1963 and 2001, with the 350 GT, 400 GT, Islero, Espada, Miura and Countach accounting for the majority of restorations thus far.

“Documentation exists for 90 per cent of cars produced since 1963 and we are now in the process of digitising it all. We have a collection of nearly all the origi-

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nal production sheets and sales records showing where and to whom each car that came out of the factory was delivered,” says Stevanin, as he opens a large ring binder containing yellowing sheets in individual plastic sleeves.

“There are also details such as the car’s VIN number, engine number, paint colour, interior trim colour and material [vinyl, rather than leather, was the norm in the early days]. The records also show what kind of carburettors, crankcase, sump, pistons, intake and exhaust valves and so

IT’S A MATTER OF IDENTIFYING EXACTLY WHAT COMPONENTS WENT INTO EACH CAR AND RECREATING PRECISELY THAT

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forth went into that particular car.

“What I particularly like are the readings from the dynamometer that show the power, torque and rev range.

They also show the tuning for the carburettors – four IDL Webers in the case of this Miura. Some Miuras were fitted with Bosch spark plugs while others had Champion plugs [depending on what was readily available at the time], so it’s a matter of identifying exactly what components went into each car and recreating precisely that. Because this was

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FEATURE 2

1 & 3. The methods the Polo Storico team uses for both restoration and maintenance are as close as possible to the original. 2. Stevanin shows the author detailed documents the division has on file. 4 & 5. This V12-powered Islero has been faithfully restored.

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an early Miura – a P400 – the documents show it was fitted with smaller, 205 mm wide tyres on 15-inch rims.”

Once completed, each car was thoroughly tested, with the tester recording his name and the date it was evaluated. There are notes from every phase of testing, covering the drivetrain, electrical system, doors and locking system, air intrusion, carpets and seats, lights and so on.

When any car is brought in to Polo Storico, the first step involves detailed research. “There are two pillars of certification: authenticity and originality.

When I refer to authenticity, it means the car in front of me is really that car, with all documentation proving its identity, registration papers and continuous history. We have to ensure its VIN and engine numbers have not been molested in any way.

“Originality refers more to the technical specification. It’s rare nowadays to find a car that hasn’t already been subjected to a previous restoration elsewhere. The level of sensitivity when it comes to originality wasn’t the same in the 1980s or ’90s as it is now.

“So, the first step is to go through all the documentation and then completely disassemble the vehicle to determine its exact state. When we see that we have a

‘molested’ car in front of us, we are often able to get confirmation from one of our suppliers. Usually, it’s a case of very fine details, such as an incorrect screw or clip having been used.”

Even though modern technology and engineering equipment mean parts can be refabricated with far greater precision than was the case 40 or 50 years ago, Stevanin says the aim is not to make cars better than they originally were.

“We are not in the business of improving

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cars over when they left the factory. The aim is to respect the spirit of the original and to recapture that.”

Production tolerances in the 1960s and ‘70s were nowhere near as precise as they are now, so restoration projects take this into account to return each car to the state it would have been in when it left the factory. Forget about millimetreperfect shut lines and ultra-high-quality paint finishes. The focus here is entirely on authenticity.

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FEATURE

“To make a perfect car is easy. But if you want a perfect car, it’s not authentic.

If your restored car has perfect paint, you are making a fake. It’s about the little details that are not perfect. At the time, they were not so precise on some details because it just didn’t work like that,” Stevanin points out.

Back in the 1960s and ’70s, body panels were beaten by hand over a wooden mould. Polo Storico replicates that process today, although finding skilled craftsmen able to carry out such a task has become a challenge.

Polo Storico can manufacture engine, transmission and suspension parts to factory specification but Stevanin says the aim is to save and refurbish (rather than replace) as much of the original car as possible. “We also have a network of people and suppliers, some of whom were once employees of Lamborghini, plus we work with collectors of classic parts.”

TO MAKE A PERFECT CAR IS EASY. BUT IF YOU WANT A PERFECT CAR, IT’S NOT AUTHENTIC. IF YOUR RESTORED CAR HAS PERFECT PAINT, YOU ARE MAKING A FAKE He says the spend on a full restoration can range from €230 000 to €450 000 (about R4 million to R7.8 million), which means clients could end up shelling out more than they would on a new Aventador. It’s a bewildering amount of cash, but you can begin to see why when you consider more than 2 000 working hours can go into a single restoration. This is in addition to all the research that goes into the project before the restoration work even begins.

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“Our clients come mainly from Europe, North America, Japan and Hong Kong,” says Stevanin. “Sometimes they ask for something other than factory-spec in terms of colour or trim and then it is always a matter of compromise.

“We had one customer from the US who brought in two Espadas and for one of them he requested a colour that was never offered on that car. In the end, we compromised by agreeing on a silver that was not the colour the car was born

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1. A look inside the immaculate workshop. 2 & 3. This green Miura SV is the original pre-production unit that was displayed at the 1971 Geneva motor show. It underwent a full resotoration in 2015. 4. Work has started on a Miura S that once belonged to Eddie Van Halen. 5. This Miura P400 starred in 1969’s The Italian Job.

with but at least it was a colour that was offered on the Espada.”

Stevanin asks me to accompany him to a nearby warehouse where a handful of restoration projects are at various stages of completion. He points to a Miura S bodyshell that has been stripped down to bare metal and says: “This 1970 car formerly belonged to Eddie Van Halen [yes, that Van Halen]. The current owner has sent it in for a restoration but when we stripped off the paint we found it was completely covered in body filler.”

The Miura was a wedding gift from the late rock legend’s former wife Valerie Bertinelli and it was a car Van Halen drove daily through the streets of Beverly Hills. The sound of its V12 revving even features in the song “Panama”.

The fact Van Halen owned it gives this Miura an interesting backstory but it’s special in other ways, too, as it was modified by the Lamborghini factory and wore the designation “Lavorazioni Speciale” (roughly translating to “special by hands”).

The main changes were the adoption of

a widebody configuration with larger air intakes in the flanks and the fitment of wider Compomotive wheels.

Stevanin explains the vehicle will be returned to this spec. “Seeing as this car has historical significance, we will keep the – shall we say – ‘Van Halen configuration’.

As such, it will be painted red rather than the Verde [green] it left the factory in.

“We sometimes get cars such as this and then we’re faced with the choice of: do we take it back to how it left the factory or to a very precise moment in its history? In this case, the story behind the car prompted us to take it back to its early-1980s configuration.”

Having scrutinised the Van Halen Miura, we walk past a drop-dead gorgeous red Islero that’s been completely restored. Then we move to an Urraco S that’s in for a detailed but not all-encompassing restoration. “This is actually the first Urraco that’s been brought to us for restoration,” Stevanin reveals.

“When it left the factory, the car was red, but during the course of its life it has been painted silver, although this

is at least from the list of colours the Urraco was offered in. We’ve fully refurbished the engine and bodywork but we’ve saved as much as possible of the original interior as the owner wanted to take a ‘preservative’ approach.

“The owner didn’t want the car to be completely disassembled, so we found the right compromise in terms of safety and efficiency, and we completely reworked the mechanical components. The bodywork is not perfect, so the car will look a bit ‘lived’ but mechanically it will be just right.”

Stevanin adds: “Before we hand back a restored car to the client, we put it through the same testing and validation process it would have been subjected to ahead of leaving the factory. We provide a certificate of authenticity but that becomes invalid if the owner in subsequent years decides to alter the colour or change some other detail.”

A combination of art, science and exhaustive detective work, the domain of Polo Storico is a truly fascinating one.

After all, this division deals in diamonds, not cubic zirconias. A

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MEN’S CLASS V PULLOVER Stretchable, packable, easy-to-carry protection for your next adventure.

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ADVENTURE AWAITS

This season’s must-haves from The North Face are built for the long haul. Whether you’re heading up a mountain or down a trail, into the city or road-tripping through the countryside, outerwear like backpacks, headgear and lightweight jackets are essential.

Visit www.thedrop.co.za

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Words: Ryan Bubear

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Photos: Kian Eriksen

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LEGEND REMASTERED

After a lengthy gestation period, Toyota has finally replaced its flagship Land Cruiser. Let’s meet the box-fresh 300.

TOYOTA LAND CRUISER 300 3.5T ZX

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t’s fascinating to observe the approach automotive brands take when replacing the most iconic models in their line-ups. Some make a point of breaking from tradition and targeting an entirely new type of buyer (think Land Rover and its unibody Defender).

Others stick resolutely to the script, faithfully serving a tra-

ditional segment of the market even if logic might suggest that sector is shrinking.

Toyota and its flagship Land Cruiser – a storied nameplate that traces its roots right back to the BJ Series of 1951 – fall firmly in the latter camp.

Thing is, it seems the market for this particular all-terrain product is anything but withering. In fact, the waiting

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period for a new Land Cruiser 300 reportedly stretches not into weeks or months but years, with speculators already listing early units online at terrifyingly inflated prices.

Seemingly incessant COVID-19-related production interruptions at the Yoshiwara plant along with industrywide parts shortages are certainly playing a role in the

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vast disparity between supply and demand (Toyota SA Motors describes the current supply situation as downright dire), but there’s no doubt the 300 has captured the attention of the public.

At least some of that’s down to its styling. Although the upright grille, angular headlights and that distinctive channel running down the centre of

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AT A GLANCE TOYOTA LAND CRUISER 300 3.5T ZX Accomplished new V6 engines, more tech and perhaps even greater off-road prowess render the Land Cruiser 300 that much more compelling than its forebear. While the petrol version is pretty potent, opt for the lovely diesel lump if you favour cruising range.

Let’s just hope production ramps up soon.

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Price: R1 797 100 Engine: 3.5 L, V6, turbopetrol Transmission: 10-spd AT Driven wheels: 4

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Power: 305 kW @ 5 200 r/min Torque: 650 Nm @ 2 000-3 600 r/min 0-100 km/h: n/a sec Top speed: 210 km/h Fuel consumption: 12.1 L/100 km CO2: 291 g/km

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1. The boxy rear end allows the Land Cruiser 300 to easily accommodate a third row of seats. 2. Lovely loping gait on tarmac. 3. The ZX derivative’s distinctive front end features a wealth of chrome detailing.

4. This urban-styled derivative runs on 20-inch alloy wheels as standard. 5. Rear styling isn’t quite as eye-catching as the front design, though remains characteristically Land Cruiser.

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the expansive bonnet are obvious design highlights, it’s worth noting the new model retains the general proportions (and indeed dimensions) of the 200 Series that debuted way back in 2007. The rear, meanwhile, is far more generic in execution than the front.

Nevertheless, it’s the oily bits buried beneath that freshly formed body that are most

interesting. The seven-seater 300 rides on the Japanese firm’s new TNGA-F platform, which – much to the delight of off-road enthusiasts – is ladder-frame in construction.

These latest underpinnings bring a significant reduction in weight, a lower centre of gravity (further aided by the use of aluminium for body panels such as the roof) and

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an increase in overall rigidity.

The bolshiest of said Land Cruiser devotees likely won’t be quite as charmed to see the trusty 195 kW/650 Nm 4.5-litre turbodiesel V8 finally put out to pasture. They needn’t fear, however, since the six-cylinder powertrain line-up offers both more under-bonnet verve and more choice. Oil-burning duties are taken care of by a silky smooth 225 kW 3.3-litre turbodiesel V6, which serves up a mighty 700 Nm between 1 600 and 2 600 r/min.

Not only is this punchier twin-turbo powerplant (codenamed F33A-FTV) considerably lighter than the revered eight-cylinder it replaces, it’s noticeably more refined and efficient. Toyota claims a fuel figure of 8.9 L/100 km. Since

the 80-litre fuel tank is supplemented by a 30-litre secondary unit as standard, the diesel-powered Land Cruiser 300 boasts a theoretical range well in excess of 1 200 km,

gine since the tail end of 2015, Toyota has seen fit to revive this flavour of fuel for the 300 Series, with the five-strong line-up including two derivatives powered by a twin-turbo

LAND CRUISER DEVOTEES LIKELY WON’T BE CHARMED TO SEE THE TURBODIESEL V8 PUT OUT TO PASTURE making it ideal for heading out to those hauntingly silent landscapes scattered north of our border.

Despite the local flagship Land Cruiser portfolio not having included a petrol en-

3.5-litre V6. Familiar from the Lexus LS luxury sedan, this responsive yet sophisticated six-pot churns out a brawny 305 kW and 650 Nm, with the latter on tap from 2 000 to 3 600 r/min (so, delivering a

meatier spread of peak twisting force than the diesel).

Though it’s markedly thirstier than the diesel alternative and thus settles for a less impressive cruising range, the V35A-FTS motor is undeniably the more alert of the two, offering pleasingly linear power deliver and feeling particularly well suited to brisk overtaking manoeuvres. Both engines send drive through Toyota’s 10-speed automatic transmission, which shuffles between its numerous ratios almost imperceptibly, along with permanent all-wheel drive and the requisite lowrange transfer case.

While the Japanese company has resisted the temptation to fit air suspension (such frippery is generally the preserve

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LAUNCH PAD of luxury German SUVs that seldom venture into remote areas, after all), the 2 600 kg Land Cruiser 300 features an adaptive variable set-up on all but the base model, riding with a great deal of pliancy on both the 20-inch tyres of urban-style ZX variants and the higher-profile 18-inch items of the new GR Sport derivatives.

And once the tarmac ends?

Well, we spent a couple of hundred kilometres barrelling along gravel roads in the Western Cape that the heavyset 300 predictably handled with aplomb, soaking up even severe undulations and generally feeling reassuringly planted. We furthermore performed some, admittedly fairly middling, off-roading, powering through loose sand and crawling over rocky terrain with no hassle at all.

Where the down-specced, entry-level GX-R model – billed as a diesel-only utility option best suited to overlanding and undercutting higher-spec variants by a significant R500 000 – ships standard with a rear differential lock, road-biased ZX-badged versions feature a Torsen limited-slip differential (LSD). When turning and accelerating, the LSD optimally distributes torque according to the load experienced by the rear wheels.

What about the interior?

Well, in an age of faciaspanning touchscreens, the chrome-nosed ZX’s cabin is somewhat surprisingly – and rather refreshingly for those of us who lament the broader

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1. This beige upholstery can be replaced by more sombre hues at no extra cost. 2. In profile, the two-box 300 bears a passing resemblance to the 80 Series. 3. Note the wood trim. 4. Switching drive modes is simple. 5. Plenty of amenities for second-row passengers. 6. Loads of space in the middle row, which also features entertainment screens and wireless headphones.

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industry’s shift to touch controls – well endowed with physical buttons, switches and dials (a little overwhelmingly so, for first-time users). The apparent throwback theme (the interior design leader, Katsutoshi Shibuya, started his career on the Land Cruiser 80) continues with a DVD player – remember those?

– and a smattering of wood panels, plus the beige leather upholstery you see in the accompanying images. The light-coloured material can mercifully be switched out for black or black-and-red schemes at no cost.

This isn’t to say the ZX grade of the Land Cruiser 300 is lacking in modern technology.

On the contrary, it features a 12.3-inch touchscreen display with Apple CarPlay and Android Auto functionality; power-adjustable (not to mention heated and ventilated) front seats; a centrally sited cool box; a brace of rear entertainment screens each measuring 11.6 inches in diameter and employing wireless headphones; as many as nine airbags and all sorts of driver assistance kit, including an overly intrusive lane-correction system that can thankfully be manually deactivated. No lengthy list of options here; only a towbar and certain paint colours are listed as extras.

As was the case with the 200, space in the second row is plentiful. The most meaningful update comes in the rearmost string of seats, where the two

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DAKAR CALLING? MEET THE GR SPORT The Land Cruiser 300 range includes a new GR Sport specification that can be combined with either of the V6 engines. Billed as an off-road performance variant under the Gazoo Racing banner – though technically not a full-fat GR product – the newcomer boasts model-specific exterior styling components (including a bespoke grille complete with bold Toyota lettering), dark 18-inch alloy wheels (wrapped in 265/65 R18 rubber) and an abundance of GR badges.

However, it’s the upgrades you can’t see that have the greatest impact. The GR Sport comes equipped with differential locks fore and aft, in addition to the central item, as well as Toyota’s evolved E-KDSS arrangement.

The latter automatically and electronically controls each hydraulically supported stabiliser

IN THE NEW GR SPORT, IT’S THE UPGRADES YOU CAN’T SEE THAT HAVE THE MOST MEANINGFUL IMPACT

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bar independently, linking them for optimised on-road handling and unlocking them for further improved wheel articulation when heading off-road.

The equipment level is similar to that of the well-appointed ZX grade, which means features such as the multi-terrain select system, a 14-speaker JBL sound system, adaptive cruise control and the full suite of driver assistance functions are all standard (though the GR Sport’s approach angle is fittingly more impressive at 32.0 degrees). The 3.3D GR Sport comes in at some R1 811 900 and the 3.5T GR Sport at R1 842 900, which makes each around R46 000 pricier than the equivalent ZX version.

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1 1. The new twin-turbo 3.5-litre V6 petrol engine is responsive but predictably thirsty. 2 & 3. The two rearmost pews are no longer stowed up and to the side but rather power-fold neatly into the luggage compartment floor, liberating loads of utility space.

occasional pews no longer fold up to the side when not in use but rather retract into the floor at the touch of a button. With the final row stowed in this manner, the width of the luggage compartment and thus its capacity improves drastically.

The Aichi-based automaker is hardly considered a luxury brand – there’s the Lexus division for that, after all – but the new Land Cruiser 300 certainly exhibits a newfound sense of plushness, whether you’re behind the wheel or in a passenger seat. In defiance of its robust underpinnings, it feels anything but utilitarian.

Yet, Toyota’s most expensive model is as capable as ever.

Of course, availability will likely remain a challenge for some time, both here in South Africa and across the world. A gross undersupply courtesy of the production woes outlined earlier means prospective buyers are facing indefinite

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waiting times, a situation that will prove frustrating both for consumers and Toyota.

Still, the Land Cruiser badge – the longest-surviving series in Toyota’s history (yes, preceding even the Corolla nameplate) – continues to resonate strongly with local buyers, as evidenced by the longevity of the likewise in-demand 70 Series, so many will be prepared to wait. This generation has been some 14 years in the making, after all.

Ultimately, the new 300 stays true to the enduring Land Cruiser ethos, albeit with a further degree of sophistication. It retains – or perhaps even enhances – the capability of the preceding model but is patently better to drive on tarmac than before thanks to its new underpinnings and more advanced powertrains.

Crucially, though, it still feels like a Land Cruiser. Master of Africa, remastered. A

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AUDI S3 SPORTBACK QUATTRO S TRONIC

CHANGE OF TUNE

Words: Ryan Bubear Ryan_Bubear

The new S3 Sportback arrives on the local market down on power. Is that enough to take the shine off Ingolstadt’s deputy hot hatch?

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utomotive fans have grown to expect the shift from a given model generation to the next to include some sort of progress, and rightly so. When it comes to performance cars, that improvement is often demonstrated in the form of a little extra oomph or perhaps a tenth or two shaved from the claimed 0-100 km/h time.

Rather curiously, this simply isn’t the case with the boxfresh S3 Sportback.

In fact, the entry point to the Audi Sport range has gone backwards on both counts.

Peak power drops from the outgoing model’s heady 228 kW to a less inspiring 213 kW (though maximum twisting force is unchanged at 400 Nm), while the latest iteration of Ingolstadt’s deputy all-paw hot hatch is a full three-tenths of a second tardier to three figures than its forerunner, taking a claimed 4.9 seconds to hit the mark.

Interestingly, Europe – a region that generally enjoys priority over comparatively small markets such as ours – receives the full-fat output, despite the previous-generation S3 offered in that part of the world having been detuned to 221 kW. It’s all a little puzzling but whatever Audi’s rationale for this latest move – be it fuel quality, climate or anything else – it’s worth keeping in mind a car’s about more than mere numbers on paper.

As before, the S-badged model slots in below the

1. The quattro system takes a small bite out of luggage space. 2 & 3. Optional package adds Matrix LED headlamps (with washers) and LED rear items. 4. An athletic figure.

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five-cylinder RS3 Sportback, which means its focus is firmly on blending performance and everyday usability. Like the closely related Volkswagen Golf R, this fourth take on the S3 rides on an updated form of its predecessor’s platform and again draws its urge from a version of the ubiquitous EA888 engine, driving all four wheels through the VW Group’s quick-shifting seven-speed dual-clutch transmission.

Although the turbocharged 2.0-litre, four-cylinder petrol engine exhibits a hint of lag low down, once the rev needle passes around 2 300 r/min, power delivery becomes pleasingly linear (in spite of being detuned, the mill’s peak power is intriguingly available over a wider rev range). Performance Audis typically go fast with very little drama and that’s again the case with this S3.

While the figures suggest it’s not quite as effortlessly quick in a straight line as its forebear, it feels a shade sharper

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through the bends and just as unflappable as ever.

Indeed, choice updates to the quattro system – the fully variable hydraulic multi-plate clutch ahead of the rear axle is now managed by a new modular dynamic handling control system – mean the five-door S3’s nose doesn’t wash wide quite as early as before, though oodles of mid-corner grip are still on offer. As a result, it’s a touch more involving to drive quickly even if it’s still not downright entertaining.

What is unexpectedly beguiling, however, is the soundtrack.

The exhaust note delivered via the quad-tailpipes is more aurally appealing than anticipated (and includes pops and crackles on the overrun, if that sort of thing amuses you).

Admittedly, what’s heard in the cabin is enhanced – there’s a distinct shift in reverberation once the engine sound is toggled to “pronounced” – but it’s fairly convincing and adds a dash of much-needed theatre to the experience.

So, is the S3 Sportback still a competent daily driver? The 1. The EA888 engine used in the SA-spec S3 makes 15 kW fewer than it does in Europe. 2. The latest version of the S3 Sportback is a shade sharper to drive than its predecessor.

AT A GLANCE AUDI S3 SPORTBACK QUATTRO S TRONIC A step back in some ways but a step forward in others. The driving experience isn’t vastly different to that of the outgoing model, though it is a fraction sharper.

The most obvious changes are found inside … and in the kW column.

Price: R795 000 Engine: 2.0 L, 4-cyl, turbopetrol Transmission: 7-spd dual-clutch Driven wheels: 4

Power: 213 kW @ 5 100-6 700 r/min Torque: 400 Nm @ 2 000-5 000 r/min 0-100 km/h: 4.9 seconds Top speed: 250 km/h Fuel consumption: 8.0 L/100 km CO2: 185 g/km

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1 1. The new S3 Sportback is around 30 mm longer than the outgoing model. 2. Optional 19-inch alloy wheels. 3. Audi’s peerless virtual cockpit plus ships standard. 4. Flat-bottomed steering wheel and 10.1-inch touchscreen dominate the uncluttered facia.

5. Though sports seats up front are standard, upgrading to fine Nappa leather upholstery will cost you extra.

short answer is yes, particularly if you specify the R13 000 adaptive dampers. Well worth the extra outlay, this upgraded suspension system allows the driver to add some welcome give to what is otherwise an unyieldingly firm ride. Even on our test unit’s R14 000 optional 19-inch alloy wheels, it dials in just enough suppleness when switched to the comfort setting.

Like the new A3 on which it’s based, the hot hatch’s cabin is a study in classy minimalism. The facia is largely uncluttered (certain functions have been relocated to the 10.1-inch touchscreen), but some physical buttons

Come early 2022, the Audi S3 Sportback will have another rival with which to contend, and this one will come from within the VW Group family. Yes, we’re talking about the new Volkswagen Golf 8 R, which boasts higher outputs (at 235 kW and 420 Nm), a further digitised cabin and even a dedicated drift mode. However, two key questions remain unanswered: just how much will the R-badged Golf cost in SA and will it arrive on local shores with its peak power figure intact?

thankfully remain, including those used to manipulate the climate control system. That said, the S3 does without a traditional volume dial, with that function instead assigned to an iPod-like, touch-sensitive disc positioned ahead of the exceptionally compact shifter.

Though the interior appears well screwed together, we did notice a slight dip in the quality of plastics applied to parts of the door and centre tunnel. Owing to a minor increase in both the hatchback’s length and width, the cabin offers a mite more room than that of the old model, even if the presence of the quattro arrangement dictates a small

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SIBLING RIVALRY

235 kW

sacrifice in luggage space.

While the S3 Sportback’s base price (which is interestingly around R5 000 less than that of the previous model) sees it undercut direct rivals such as the BMW

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420 Nm

M135i xDrive (R865 988) and Mercedes-AMG A35 4Matic (R916 000), buyers should be aware it’s entirely possible to push the price tag into seven figures should you be overly enthusiastic with the lengthy

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The S3 badge, of course, predates both of the aforementioned competitors, tracing its origins back to the original three-door version that hit the market in 1999.

Audi effectively created the blueprint for this flavour of all-wheel-drive premium hot hatch and has gone a long way to perfecting it since.

So, has progress been made with this generaton? Well, as

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we’ve come to expect from S-badged Audis, ultimate driver engagement simply isn’t the order of the day.

That’s perfectly okay since the new S3 Sportback again fulfils its mandate as a polished daily driver with a deceptively wicked (and easily accessible) turn of pace. Still, while power isn’t everything, the cut in kilowatts certainly puts a bit of a ding in this hot hatch’s street cred. A 4

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A LIGHT TOUCH

Words: Ryan Bubear Ryan_Bubear

VW has handed its popular Tiguan a nip and a tuck, including some interior treatments that will likely divide opinion.

VOLKSWAGEN TIGUAN 2.0 TSI 4MOTION R-LINE

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hich model do you imagine was top of the worldwide production charts for Volkswagen in 2020? The locally popular Polo, perhaps? Nope. The venerable Golf, then? Wrong again. The Tiguan was easily VW’s mostbuilt nameplate last year, with annual volumes having increased almost eightfold since the first full year of production in 2008. In fact, the global tally of Tiguan units built has already rocketed well past six million.

Here in South Africa, the Tiguan has been superseded as the local firm’s bestselling imported model by the smaller, more affordable T-Cross, but it remains right at the sharp end of its segment. So, now this second-generation model has had its mid-cycle update, just how drastically has the German firm dared to alter what has long been a winning formula?

Well, although the powertrain range in Europe has been rejigged – that market even gains a plug-in hybrid variant – the local engine lineup is entirely unchanged. That means three options are again on offer: the 110 kW 1.4 TSI (rather than the fresher 1.5 used on the Old Continent), the torquey 2.0 TDI and the 162 kW 2.0 TSI. VW SA has, of course, also confirmed the high-performance Tiguan R

1. The facelift includes faux tailpipes. 2. The 162 kW model boasts 4Motion. 3. LED headlamps are standard with Matrix items optional. 4. Specifying the 20-inch alloys forces the fitment of sports suspension.

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VOLKSWAGEN HAS SEEN FIT TO ROLL OUT FRESH TRIM LEVELS IN THE FORM OF BASE, LIFE AND R-LINE (which boasts 235 kW in Euro-spec guise) is scheduled to touch down early in 2022.

For now, the automaker has seen fit to roll out fresh specification levels, with the base, Life and R-Line names supplanting the familiar Trendline, Comfortline and Highline monikers (while the pre-facelift model’s optional R-Line package is now incorporated as standard on the top-spec variant). Styling updates are most obvious up

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front, where you’ll notice fresh LED headlights, a redesigned grille and a more aggressively contoured bumper.

Still, it’s inside where the most significant – and potentially divisive – alterations have been made. Taking its cue from the Golf 8 hatchback, R-Line versions of the refreshed Tiguan adopt a leather-clad steering wheel set apart by touch-sensitive controls that respond to both deliberate prods and light swiping actions.

Problem is, drivers may well find themselves inadvertently activating a function with the errant brush of a palm.

It’s a similar case with the air-conditioning system’s

1. The steering wheel in R-Line variants now features touch controls. 2. The configurable 10.25-inch instrument cluster.

3. The air-conditioning system’s controls have been digitised.

new digitalised control unit that favours illuminated touch panels and sliders over traditional rotary knobs and buttons. While ease of use should improve a little with familiarity, we’re of the opinion physical controls remain a more intuitive option when it comes to keeping the driver’s eyes on the road.

VW’s 8.0-inch Composition Media touchscreen now ships standard across the range,

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with the optional 9.2-inch Discover Pro arrangement (R18 500) adding niceties such as satellite navigation and wireless connections for Apple CarPlay and Android Auto.

Frustratingly for those who use older devices, VW has followed Mercedes-Benz in ditching conventional USB ports for USB-C outlets in this model.

The perceived quality of the Wolfsburg-produced

AT A GLANCE VOLKSWAGEN TIGUAN 2.0 TSI 4MOTION R-LINE Just enough tweaks to keep loyal Tiguan buyers content (and potentially draw in new customers), though the touch controls inside R-Line models won’t be popular with everyone. Keep an eye on the cost of your chosen options, too.

Tiguan’s cabin is just as high as before, with R-Line variants further boasting items such as a highly configurable digital instrument cluster and particularly comfortable Vienna leather seats replete with electric adjustment and heating functions up front.

The list of options, meanwhile, has been expanded to include elements like a Harman Kardon sound system (R11 400), wireless smartphone charging (R4 000) and a wider range of advanced driver assistance features. In fact, the list is now so extensive our test unit sported extra kit totalling some R130 000.

This derivative’s turbo4. Though the front end has been thoroughly revised, the five-seater Tiguan’s overall shape is largely unchanged.

charged 2.0-litre, four-cylinder engine again delivers 162 kW and 350 Nm (yes, it’s the EA888 unit in an earlier GTI-flavoured state of tune) to all four corners via a seven-speed dual-clutch transmission. Some other markets have upgraded to the full-fat 180 kW output, but the untouched SA-spec powertrain provides more than rapid enough acceleration and continues to be suitably refined on the long road.

Whereas the R-Line package offered on the pre-facelift model came bundled with sports suspension, it’s the act of specifying optional 20-inch Suzuka alloy wheels (for some R13 000) that forces the fitment of the lowered set-up on this updated Tiguan.

Though the primary ride still feels well resolved, the stiffer suspension and that extra

inch on the wheel diameter conspire to add a sense of brittleness to proceedings should the surface turn corrugated.

VW SA has shrewdly opted not to make wholesale changes to its strong-selling Tiguan line-up, choosing instead to freshen the styling and modernise the interior (but we’re unconvinced by those fiddly touch controls). In addition, the 162 kW version offers more than sufficient performance for most users, with the high-performance R flagship on the horizon for those who require yet more grunt.

Ultimately, the Tiguan remains a highly accomplished family SUV delivering the same impressive spaciousness (for passengers plus luggage) and premium atmosphere as before.

There’s a reason VW builds so many of them, after all. A

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Price: R720 700 Engine: 2.0 L, 4-cyl, turbopetrol Transmission: 7-spd dual-clutch Driven wheels: 4

Power: 162 kW @ 4 500-6 200 r/min Torque: 350 Nm @ 1 500-4 400 r/min 0-100 km/h: 6.5 seconds Top speed: 225 km/h Fuel consumption: 8.3 L/100 km CO2: 189 g/km

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LEXUS LC500 CONVERTIBLE

RAISE THE ROOF

Words: Vann van Staden winewheelsandwatches

Lexus has finally launched an open-top version of its sleekly styled LC coupé, complete with a sonorous V8 at the helm.

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hat makes a halo model?

Well, an attentiongrabbing exterior design certainly helps, as does a high-performance powertrain.

This type of model tends to live at the very summit of its automaker’s broader lineup, which is where the new LC500 Convertible has been positioned by Lexus, right alongside the LS luxury saloon.

We’d venture this is one of the best-looking drop-tops currently available on our shores. Priced at R2 345 500,

the convertible commands a premium of R154 900 over its coupé sibling, which puts it right in line with the likes of the all-wheel-drive BMW M850i Convertible.

Considering this Japanese open-top model was revealed as long ago as 2019, it’s been quite a long time coming for local buyers. But with a naturally aspirated 5.0-litre V8 petrol engine beating menacingly beneath than lengthy bonnet, it was certainly worth the wait. The brawny eight-cylinder unit kicks out 351 kW and 540 Nm, peak outputs that are delivered to

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the rear wheels via a 10-speed automatic transmission.

While more grand tourer than supercar in character, the LC500 Convertible is certainly quick enough for most tastes, with the obligatory sprint to 100 km/h completed in 4.7 seconds and top speed capped at a heady 270 km/h.

Turbocharged rivals offer more low-down twisting force but the high-revving V8 makes up for this with a wonderful noise under enthusiastic throttle inputs.

Yes, this is a vehicle best enjoyed with the roof down.

In terms of styling, the sleek coupé grabbed and held our attention, and the same can be said of the convertible.

Designers sometimes miss the mark when the top goes up, but that’s just not the case here. The four-layered roof (which is available in a variety of colours) is formed from wrinkle-free fabric, supported by a structure created using aluminium and magnesium.

1. Like its hardtop sibling, the Lexus LC500 Convertible boasts concept-car looks from virtually every angle.

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The top comes down in 15 seconds and can be operated at speeds up to 50 km/h.

Tadao Mori, chief designer at Lexus, makes an interesting point: “Few convertibles are stylish and elegant when the roof is open and when it is closed. We put maximum effort into realising the same beautiful roofline for the LC Convertible as for the coupé.”

Of course, as is often the case with this sort of vehicle, the rear seats are not particularly hospitable for adult passengers.

In fact, we’d suggest looking at this as a two-seater with fancy rear pews for your luggage.

The almost concept-like exterior design of the LC500 Convertible is testament to the sort of attention to 1. The free-breathing V8 makes a stunning sound best enjoyed with the roof stowed. 2 & 3. The LC500 Convertible looks great whether the roof is up or down.

4. Cornering hard and fast.

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detail we’ve come to expect from Lexus. There’s the hourglass-shaped grille, the distinctive daytime running lights and those bold, twotone 21-inch forged alloy wheels. Whether you love or hate retractable exterior door handles, there’s no denying they work visually on a model with as smooth a body shape as this. Like the coupé, the

AT A GLANCE LEXUS LC500 CONVERTIBLE While turbocharged rivals offer better onpaper performance, the LC500 Convertible is an absolute occasion to drive. It’s gorgeous, well equipped and features an aurally appealing atmospheric heart.

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open-top version is defined by its low and wide stance.

So, what’s it like to drive?

Well, the LC500 Convertible employs forged-aluminium suspension components, a hollow rear stabiliser bar and a rear performance damper, while also using clever systems such as adaptive variable suspension and active cornering assist familiar from the 4

Price: R2 345 500 Engine: 5.0 L, V8, petrol Transmission: 10-spd AT Driven wheels: R

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Power: 351 kW @ 7 100 r/min Torque: 540 Nm @ 4 800 r/min 0-100 km/h: 4.7 seconds Top speed: 270 km/h Fuel consumption: 12.7 L/100 km CO2: 290 g/km

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WITH THE ROOF RAISED, REFINEMENT LEVELS AREN’T FAR OFF THOSE OF THE HARDTOP VERSION coupé. While it’s certainly no featherweight, the result is a lovely mix of dynamic ability and settled ride quality. With various drive modes and a mechanical limited-slip differential, it’s sufficiently sharp to tackle the odd mountain pass yet comfortable enough for top-down boulevard cruising.

And, with the roof raised, refinement levels aren’t far off those of the well-sorted coupé.

Inside, you’ll find all the luxuries you’d expect from Lexus, including swathes of soft-touch leather available in various hues. This material has also been applied to the heated steering wheel; while we would have appreciated

a flat-bottom tiller, somehow the round wheel fits right in.

All sorts of driver assistance kit is present, along with a set of front-seat neck heaters.

The LC500 Convertible sports a 13-speaker Mark Levinson sound system linked to a 10.3inch multimedia screen that can be manipulated via the touchpad with which Lexus has persevered (though Apple CarPlay and Android Auto have thankfully been added).

In short, the LC500 Convertible is a beautifully designed drop-top featuring high levels of luxury and a particularly characterful V8 powertrain.

It’s entirely worthy of the description of halo model. A

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6 5. The cabin is trimmed in swathes of semi-aniline leather, available locally in a choice of four colours. Note the 8.0-inch, LFAinspired digital instrument cluster. 6. As you might expect, the rear seats aren’t particularly inviting for adult passengers.

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FRESH KONA PERSONA

Words: Ryan Bubear Ryan_Bubear

Sporty N Line styling cues and extra oomph breathe new life into Hyundai’s quirky crossover. But it’s also considerably pricier than before.

HYUNDAI KONA 1.6T N LINE DCT

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hen the boldly styled Kona made local landfall late in 2018, we questioned whether there was space for such a model in Hyundai’s burgeoning range of high-riders. After all, the South Korean firm had that particular gap well and truly filled by the similarly sized but staidly styled first-generation Creta, with which the Kona’s pricing overlapped.

Since then, the lines between segments have blurred further.

In addition, the smaller Venue has slotted in at the foot of Hyundai’s crossover line-up, while the second-gen Creta has also sauntered onto the scene, complete with a more distinctive exterior design.

Where does that leave the Kona? Well, since it’s predictably proved somewhat of an acquired taste – averaging sales of only around 80 units

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a month since its launch – Hyundai has used the opportunity presented by a scheduled facelift to make significant changes to the range, rejigging engine and transmission choices as well as rolling out a new N Line trim level.

For starters, the previously range-topping atmospheric 2.0-litre petrol engine has been demoted to entry-level status, ditching its six-speed torque converter in favour of

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the brand’s intelligent variable transmission (essentially a CVT with a chain belt rather than a push belt). The turbocharged 1.0-litre three-pot, along with its manual gearbox, has been binned entirely.

More significant, however, is the introduction of a turbocharged 1.6-litre, four-cylinder petrol powerplant, which drives the front wheels via a seven-speed dual-clutch transmission that can feel a

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1. The new N Line derivative boasts a twin-pipe exhaust outlet. 2. Note the red stitching on the seats, steering wheel and elsewhere. 3. The distinctive split-lighting design has been retained up front. 4. The gear lever gains an N badge.

mite indecisive at low speeds.

Although the turbopetrol unit’s peak outputs of 146 kW and 265 Nm are impressive on paper – as is the 0-100 km/h time of 7.7 seconds – the Kona 1.6T doesn’t feel or sound particularly sporty (the full-fat 206 kW Kona N due to arrive early in 2022 will surely solve that problem).

It certainly looks sporty, though. The mid-cycle update brings clear-cut styling changes fore (where the eccentric split-lighting design

1 2

AT A GLANCE HYUNDAI KONA 1.6T N LINE DCT Rather than trying to take the Kona mainstream, Hyundai has opted to shift this crossover further upmarket, handing it extra under-bonnet verve and even bolder styling than before. Still a touch compromised in terms of practicality, though.

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Price: R579 900 Engine: 1.6 L, 4-cyl, turbopetrol Transmission: 7-spd dual-clutch Driven wheels: F

Power: 146 kW @ 6 000 r/min Torque: 265 Nm @ 1 600-4 500 r/min 0-100 km/h: 7.7 seconds Top speed: 210 km/h Fuel consumption: 7.5 L/100 km CO2: 143 g/km

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side-mirror caps.

Despite the fact the suspension is still on the firm side, Hyundai’s ride-and-handling engineers have clearly spent some time fettling the spring and damper set-up, resulting in demonstrably suppler responses to irregular surfaces.

remains) and aft, with the N Line specification taking things a step further, adding items such as a modelspecific front bumper, larger air intakes, body-coloured cladding, 18-inch alloys, a twin-pipe exhaust outlet and a black roof with matching

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The brakes, conversely, feel curiously wooden.

Revisions inside include the adoption of an electronic parking brake and ambient lighting, while smartphones can now be wirelessly connected to the 8.0-inch infotainment system (an inductive charging pad for devices is also standard across the range). The N Line model gains black artificial leather upholstery for its seats, complete with red piping and stitching (a hue echoed on the air vents and gear lever), along with alloy pedals, a swanky 10.25-inch instrument cluster and a smattering of N badges. The flagship furthermore scores a raft of new driver assistance features, such as adaptive cruise control and lane keep assist.

Hyundai claims to have increased both rear legroom and luggage space, but the Kona is still not quite as practical as the majority of its competitors.

Lanky limbed rear passengers will struggle for legroom though they do gain a dedicated USB charging port.

In this case, the Kona’s broader change of approach – led by a powerful engine option and bold N Line package – renders this more than just a light facelift. The reshuffle does, however, come at quite a cost, as the line-up’s pricing bookends have ballooned to a heady R449 900 and R579 900. The Kona remains niche, but there’s now some space between it and the popular Creta. A

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CURRENT

Words and photos: Ian McLaren

AFF IR IanMcLaren76

Ready or not, here they come. SA will soon welcome a raft of new fully electric cars, so we set course for the Garden Route to document the pros and cons of EV travel.

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he slightest flex of a right ankle sees us surging towards the horizon with an undiluted rush of electric energy. Moments later, we’ve hit the speed limiter and yet, you feel as through there is more to come should this restraint be lifted. As the path ahead curves to the right, the front tyres

struggle to cope with the top-heavy shift in mass and squeal their desperate disapproval. At the same time, it’s impossible not to notice an alarming amount of wind noise gushing into the cabin.

To be fair, the golf carts used by Fancourt Hotel – situated on the outskirts of George in the Western Cape – are likely prepped to favour comfort over dynamics. Still, this sunset shuttle back to our accommodation from the currently lone charging station situated at the far end of the estate proved the perfect palate cleanser after the truly fascinating day now fleeting.

My experience of electric vehicles (EV) ranges from an economy run around the European countryside in a tiny Volkswagen e-Up to a longer local stint in Jaguar’s ground-breaking I-Pace. That said, I was

as anxious as I was excited to set course on an 800+ km road trip, backed up only by the promise of German engineering and, by all accounts, a neatly established network of charging stations along the way. Additional pressure to perform was served by my wife, who had confidently booked her birthday spa treatment for mere moments after our scheduled arrival time.

But is there such a thing as an estimated arrival time when heading off on such a trip, with no salvation on offer from the otherwise ever-welcoming fuel station forecourts along the way?

Setting the scene for the imminent arrival of examples from compatriot brands Audi, BMW and Mercedes-Benz, the all-electric Porsche Taycan has been available in South Africa since late 2020.

The indicated range figure can be a temperamental beast, known to fade rapidly should driving conditions prove less than ideal 1

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1 & 4. The Taycan’s uprated 93.4 kWh battery pack enjoys a much-needed top-up at a Jaguar-branded charging station. 2. The luggage compartment’s 407-litre capacity is ample yet is supplemented by an 84-litre version up front. 3. Destination in sight!

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While the nameplate was introduced via the flagship Turbo S derivative, sometimes less is more. By deleting the second, front-mounted electric motor fitted to Turbo models, the new entrylevel Taycan is around 90 kg lighter than its siblings but also by default, exclusively rear-wheel driven. The more powerful versions receive power at all four wheels.

That said, it’s still a Porsche, so it’s still very much performance oriented.

More than the additional 40 kW it adds, the fitment of the R137 000 optional Performance Battery Plus upgrade to this test unit meant both faster charging and, just as crucially, extended range capabilities.

Collecting the fully charged vehicle from Porsche Centre Cape Town, it was this 460 km range readout that instinctively caught my eye. From experience, this figure can be a temperamental beast, known to fade rapidly should driving conditions prove less than ideal or on encountering unforeseen route delays.

Yet, with our gear easily swallowed

by the 407-litre luggage compartment, to my pleasant surprise the Taycan’s distance-to-empty range didn’t suddenly dissolve, even after we exited Cape Town via the summit of Sir Lowry’s Pass. As we learnt to trust the forecasted remaining charge percentage readout located

PORSCHE TAYCAN Price: R2 277 000 Power: 240 kW (280 kW with PBP) Torque: 345 Nm (357 Nm with PBP) 0-100 km/h: 5.4 seconds Top speed: 230 km/h Battery capacity: 79.2 kWh (93.4 kWh with PBP) Range: 431 km (484 km with PBP) *PBP = Performance Battery Plus

alongside the ETA on the car’s crisp navigation system, we were able to relax and enjoy the drive that much more.

Championed by Jaguar South Africa and implemented by GridCars, there is a current network of about 150 charge stations dotted across the country. In fact, it’s claimed there is a station located no more than 200 km from the last on all three of the main routes within South Africa; the N1, N2 and N3.

Sailing confidently past the opportunity to top up in Caledon, had we shifted the car into its maximum range mode (which dials out air conditioning and limits the top speed to 100 km/h), we could potentially have reached George without needing to stop. Keen to experience a more authentic scenario, however, I drove as I would normally, blasting past slow-moving trucks and leaving behind the occasional cheeky hot hatch driver to reconsider his tailgating ways.

The Taycan tackled the N2 highway in a manner similar to the Audi A7 I drove on the same route a few weeks prior. That is to say, while the Porsche is obviously

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6 5. Taking a breather on Outeniqua Pass, where the fully electric Taycan proved it’s still a Porsche at heart. 6. Screens aplenty in the cabin, including a curved instrument cluster measuring a whopping 16.8 inches in diameter.

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silent around town, on the open road it presents similar levels of road and wind noise to those of a well-insulated modern premium sedan (okay, Sportback).

Curiosity compelled us to stop at the charging station at Buffeljagsrivier outside of Swellendam. It was worth it just to witness numerous Toyota Hilux owners react to the sight of an automotive photojournalist shifting aside two massive blue traffic cones to gain access to the two similarly blue-painted demarcated EV parking bays.

A coffee and a 30-minute DC charge in Riversdale meant we arrived at Fancourt with 11 per cent charge and 55 km of range remaining. We averaged 19.6 kWh/100 km over the 432 km, at an average speed of 87 km/h.

The sound of the charge station at The Links at Fancourt tripping the building’s main electricity supply is not one I will soon forget. While not being overly dramatic, it resulted in an uneasy night’s sleep, as I knew my remaining range meant my options were limited.

The following day, the kind folks at

Jaguar Land Rover George granted me access to their in-house charging station.

Despite leaving the car plugged in for around four hours, this facility curiously reset itself midway, resulting in a charge gain of just 17 per cent. First prize here would’ve been an app-based system to monitor and detect a potential problem during the charging process.

It was a bittersweet moment finally unplugging the Taycan after it received a boost to 81 per cent capacity via the Jaguar-branded station sited behind the KFC at the George Mall, where I was obliged to spend a couple of hours of my weekend away.

A compulsory blast up the Outeniqua Pass confirmed that, despite tipping the scales at around two tonnes, the Taycan is still very much a Porsche. But again I was reliant on the station at The Links for the juice required to make it back to Riversdale on the way home. The problem with this box unfortunately unsolved, it was left to the impossibly efficient staff at Fancourt to plug the vehicle into the mains of their admin building

for an overnight trickle charge.

Arriving in Riversdale the following day, a red illuminated fault light on the EV charge station corresponded with news the entire town would be without power for the day owing to maintenance work. Having wistfully sent an SOS to the WhatsApp helpline number displayed on the side of station, I was en route to sell my wife on the virtues of an overnight stay in this quaint town when Morné from GridCars called to brighten up my Sunday. As it turns out, the charging station is wired into the generator of the adjacent Engen garage and, with a few clicks of a mouse at the Gauteng-based customer centre, the Taycan was once again gobbling DC. An hour later and leaving town with more than enough caffeine and range to make it home, my wife’s observation that our car’s windscreen was still dirty was a poignant one. Many mainstream manufacturers have inked a deadline for their final combustion-engined vehicles leaving the production line, but where does this leave the South African market?

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2 1. The author tentatively moves a large cone to gain access to a dedicated EV bay. 2. The Taycan isn’t the type of vehicle you’d typically see used for an 800+ km road trip but it’s certainly capable and comfortable enough.

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One where, aside from many other factors, our petrol attendants are among the friendliest and most efficient service providers in the country? It’s a tough question to answer.

Like it or not, the future of motoring – and premium motoring in particular – in South Africa is electric. Not that I wouldn’t have enjoyed my road trip quite as much in an equivalently priced Porsche Panamera, for example, but what my weekend away in an electric vehicle proved is that these cars are and will continue to be capable enough. Now it’s a case of growing the infrastructure. A Big thanks for Fancourt Hotel for providing us with lovely accommodation … and useful electricity. Visit their website at www.fancourt.co.za.

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The sound of the charge station at The Links tripping the building’s main electricity supply is not one I will soon forget 3

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3. Desperate times call for desperate measures. 4. The Taycan posted an indicated consumption figure of 22.3 kWh/100 km on the return trip from Fancourt. 5. Plugged in and charging once again. 6. Striking a pose at the destination.

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The ones that got away You likely have a list of cars you regret not buying. But what about ones you’re glad you didn’t?

Words: Brenwin Naidu

NBrenwin

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ife as a lover of cars can be fraught with angst and heartache. I don’t know about you but I live in a perpetual state of longing. Forget what my bank account looks like; I’m still fantasising about machines I’d like to own. I’m squandering time and data on digital classifieds, leaving my face illuminated by a cold, blue screen at an ungodly hour while my partner sleeps peacefully next to me.

But baby, I was born this way, to borrow a line from Lady Gaga. And since you’re reading this fine publication, auto-exotic affixation is probably relatable.

You know what petrolheads want the most? A time machine. I was recently talking to an esteemed colleague about the cars we should have pulled the trigger on before the market cottoned on to their desirability. You can probably guess the kind of stuff we were talking about; aircooled Porsche 911s; VW’s Karmann Ghia and original T-series models; and tidy examples of the BMW E30 3 Series and Mercedes-Benz W123. It left us wistful and contemplative.

My thoughts later wandered from cars I should’ve bought to ones I’m glad I didn’t.

And there were a few. In many instances, the paperwork was just about signed before a change of heart struck and in

BN

Brenwin (28) is the youngest of four South Africans on the World Car Awards jury and is motoring editor of the Sowetan and Sunday Times Lifestyle titles, both owned

by Arena Holdings.

hindsight, that was probably for the best.

Let’s go back to 2011. I’d just started my first job and thought it a great idea to spend money on a car, even though the brown Renault Modus lent to me by mom worked most of the time, despite an oil leak and non-functioning electric windows.

I’d always wanted an Alfa Romeo and

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our offices were a stone’s throw away from one of the brand’s more popular Johannesburg dealerships. A charcoal-hued 2004 156 2.0 Twin Spark Lusso caught my eye and I was smitten. The instalments would have swallowed most of my meagre earnings, with the remainder to be used for fuel.

In 2012, there was another episode involving a 159 1750 TBi in white. Then, in 2014, I started a new gig and had it in my head I was definitely going to get some wheels. But none of that finance stuff: I planned to drop cash on something older and way more characterful than the Polo Vivos and Figos my contemporaries chose.

A 2001 BMW 3 Series Compact would be the ticket. I saw a blue 318ti and decided it wasn’t for me. I then checked out a regular 320i of the same vintage (it was still a six-cylinder in those days) and thought it a pleasant thing, with amber indicator lenses and a cassette player. A discussion about preventative maintenance meant that when the salesperson reached out, I blue ticked him.

Then there was a 2006 Subaru Legacy 3.0 GT. It was a little pricier but what a looker, replete with frameless doors. The high cost of insurance killed that deal.

But insurance would likely have been the least of my concerns, given some of the stories I’d later hear about basic upkeep costs associated with the powerful boxer. The search then cooled, though further itches led me to a Volvo C30 T5 R-Design and another Alfa Romeo (this time a MiTo). Still, I’m glad I didn’t take the plunge.

When I did eventually put my money where my mouth is, the subjects were far removed from the left-field assortment mentioned here. But that’s a story for another time. This whole anecdote serves to tell you when all is said and done, motoring journalists tend to be generally pretty sensible when it’s their own funds at stake.

I’d still love to dip a toe into Alfa Romeo ownership but I fear that like love and chicken pox, it’s more dangerous when caught at an older age. A

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Indian summer

South African consumers facing sustained economic pressure have been thrown a budget-car lifeline by India’s fastgrowing production hub.

Words: Khulekani Dumisa

@khuleonwheels

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he local automotive industry has not been spared the effects of South Africa’s shrinking economy, with fewer consumers in a position to buy new vehicles. Recent challenges, such as the COVID-19 pandemic and the unprecedented civil unrest that led to looting and further weakening of the economy, have certainly not helped matters.

Amid these developments, an intriguing trend has emerged. Vehicles made in India have thrown the average consumer a lifeline of sorts. In fact, four of the five most affordable passenger cars on the market in SA hail from the world’s second-most populous nation, which has become a vital global production hub for entry-level vehicles.

Indeed, India was easily the top country of origin in terms of volume of passenger cars and light commercial vehicles (LCV) imported into South Africa in 2020.

According to Naamsa, imports from the subcontinent accounted for as many as 87 953 units last year – more than double the number shipped in from Japan and Germany combined – which translates to a whopping 43.2 per cent of the total light vehicles imported.

While Volkswagen’s locally manufactured Polo and Polo Vivo hatchbacks have long dominated the passenger space in South Africa (and continue to sit at the top of the sales pile), a fresh picture is starting to form, with more and more key products

KD

Khulekani is an admitted attorney and founder of online motoring publication Khulekani on Wheels.

He also heads up KoW Marketing and Automotive Events Co.

in the budget space produced in India.

Such cars dominate the modern A-segment, with pertinent examples including the Hyundai Atos, Datsun Go, Renault Kwid and Suzuki S-Presso. Even those looking for slightly larger hatchbacks are well catered for, thanks to the presence of vehicles like Toyota’s Starlet (plus the Suzuki Baleno on which it’s based) and Ford’s Figo.

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Khulekani Dumisa

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Sub-compact crossover consumers are also enjoying the reprieve. The likes of the Hyundai Venue, Kia Sonet (already the brand’s best-seller locally), Nissan Magnite, Suzuki Vitara Brezza and Toyota Urban Cruiser are all achieving strong sales figures. Look out for the new Renault Kiger, too, which is poised to grab a large piece of the pie.

Indian manufacturing giant Mahindra has similarly found favour in the local market, with its bakkie range breaking into a segment traditionally dominated by mainstream players. So confident is the firm on positive returns from its South African operations that it has set up an assembly line in Durban, resulting in much-needed local employment opportunities.

So, what about the downsides of Indian-built cars? Historically, the safety record of products from this country has been questionable at best. While most have complied with minimum standards, seeing any automaker cut corners in this department is downright deplorable.

Remember the backlash Datsun faced after its original Go (sans ABS or airbags) failed to score a single star in its Global NCAP crash test?

Still, safety standards have improved, with some of these products even gaining reinforced structures and most at least upgrading to two airbags, ABS, EBD and seat-belt pretensioners. Though these strides are certainly welcome, they’re far off the mark when compared with global safety standards.

The main attraction of Indian-sourced products is their generally affordable price tag. The only other country that could perhaps match this is China. After a few attempts, GWM (and its Haval SUV sub-brand, in particular) has finally enjoyed a breakthrough. The Chinese marque has steadily grown its local sales tally, with the new Jolion already proving a firm favourite with buyers.

In fact, it seems the local success of made-in-India products has inspired the Chinese to push the boundaries even further. Let’s see what the future holds. A

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Electric or not?

Is the local transition to electric mobility inevitable or will South Africa’s specific challenges stand in its way?

Words: Leo Kok

@LeoKokSA

S

o, are we going electric or not?

These days, the debate seems as polarising as discussions about vaccines, politics and, dare I say it, Kanye’s latest album. You feel as though it’s necessary to first read the room before making your views known.

On the one hand, the transition appears almost inevitable. Tesla has made the tech cool, the Japanese have made batteries last for miles and the Germans have embraced the change as a way to completely rethink the car-human-technology interface.

Then there are the looming policy changes. Norway will start with a ban on internal combustion engines (ICE) by 2025 and the rest of Europe is poised to follow suit by 2030, with a five-year extension for hybrid vehicles. Even Japan, a major force in engine manufacturing, is discussing an ICE ban from 2035.

Still, there are strong and seemingly sensible opposing views. Cars are now more efficient than ever. Anyone who has seen something like a Porsche 911 GT2 in action will agree we’ve reached peak internal combustion.

We – and now I’m talking about South Africa specifically – are part of a continent where a lack of infrastructure and an overwhelming demand for affordable mobility make uneasy bedfellows with this new electric technology. Does this not mean we should continue building and buying the cars Africa needs?

LK

Leo is Agency Lead at Panthera Media, a boutique communications consultancy that focuses on the auto and finance industries. He has spent the past 20 years working in various parts of the industry.

And then there’s the CO2 debate. In a world where flatulent cows (to quote photographer Danie van Jaarsveld) and planes taking off from Heathrow produce more emissions than all the cars on the road, why pick on this industry?

People much smarter than I am will furthermore dig into the debate around politics and the environmental impact

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of mining the rare-earth metals needed for EV production as well as the source of the electricity that will charge our car batteries (did someone say Medupi?).

I have even heard economists quote the Jevons paradox, where the use of a resource increases in step with the efficiency with which it’s manufactured, leading to overconsumption and unintended damage to the environment.

But back to the main question. Without being able to read the room right now, I think the transition is inevitable and will happen faster than we think.

For one, the biggest export market for SA-built cars is Europe, not Africa. If we want to keep the factories in KwaZuluNatal, Gauteng and the Eastern Cape humming, we’ll have to build cars our global customers want.

Speaking of Africa, our northern neighbours are probably more open to EVs than we think. Ghana’s government recently launched a “Drive Electric” campaign to encourage car buyers to “reduce their reliance” on petrol and diesel.

In Kenya, taxi owners are importing grey Nissan Leaf models to reduce their reliance on sporadically available petrol in certain parts of the country. Even Zimbabwe is installing EV chargers.

Then we have our policy. The Automotive Production and Development Programme (APDP) is perhaps one of the most efficient pieces of policy aimed at stimulating economic development. It and the preceding Motor Industry Development Plan (MIDP) have helped turn our inwards-looking industry into a profitable part of the global automotive supply chain.

While government officials are quoted as saying we need to tweak the policy before switching to EV production, a quick read suggests it’s perfectly written for any type of propulsion, so there’s nothing to hold back the industry.

Only time will tell, but by my last count more than 10 new EV models are scheduled to launch in South Africa in the coming months. As more and more arrive, I see adoption speeding up and overtaking ICE in a shorter space of time than you might think. A

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Highland fling A celebratory drive in the two extreme ends of Aston Martin’s range on some of Scotland’s best roads makes for quite the experience.

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t’s raining heavily but there’s still a sizeable grin on my face. I don’t care if I’m getting soaked; my only concern is that the next town or village might compel me to slow to a halt. You see, as long as the Aston Martin V12 Speedster is moving, little water makes it into the cabin.

My face is another matter, though. Scottish rain blast sounds like some sort of facial treatment you’d pay handsomely for at a luxury spa. It doesn’t come cheap here, with the V12 Speedster starting at nearly R16 million. It’s exclusive, too, with just 88 to be built. Last time we asked, they were all accounted for.

The DBX behind me is another matter. Aston Martin will build you one of those for R3 899 000, but you’ll need to get your facial more conventionally.

Why are we here? Well, why not? The idea began gestating after discussions on what a post-lockdown trip sans foreign travel might involve. Figuring two extremes of a company’s line-up would be fun had us looking for a duo with the greatest divide and Aston Martin came up with the goods.

You couldn’t really pick two more different vehicles.

The V12 Speedster is easy to mock as a rich person’s

Words: Kyle Fortune Photos: Mark Riccioni

Kyle_Fortune mark_scenemedia

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FEATURE folly, a limited-series car built as somewinter and usually in the dark. thing of a greatest hits piece, with the This time, we’re heading north on the front elements of the chassis being DBS, longest day of the year, perfect for phothe middle bearing DB11 parts and the tographer Mark Riccioni’s army of camerrear borrowed from the Vantage. Naturalas and drones. That means more time for ly, all clothed in a gorgeous body. both photography and driving. We’re due As the name suggests, it’s a V12 – speto rendezvous with the V12 Speedster cifically an all-alloy, 48-valve, quad-cam, just outside Stirling since Aston Martin twin-turbo 5.2-litre V12. Sure, its peak will be trailering it up to understandably power is a little shy of the 534 kW offered limit unnecessary mileage. The DBX is by the DBS Superleggera, but the 515 kW our conveyance to that meeting.

Aston Martin quotes is ample. As is the SUVs might be divisive things – and 753 Nm of torque, directed to the rear wheels via a ZF-sourced THE eight-speed automatic transmisROUTE sion and limited-slip differential.

Given its limited production KYLESKU run, the V12 Speedster is a rare sight and one that immediately attracts a sizeable crowd. The DBX is the support act here, though its specification is such that it would INVERNESS be a fine companion in its own right. Aston Martin is a bit late to the SUV party but it certainly SCOTLAND arrived with intent. The DBX is powered by a twin-turbo 4.0-litre V8 with 405 kW and 700 Nm. Of GLENCOE M O U N TA I N course, it dispatches all that via all R E S O RT four wheels, though it’s rather rear STIRLING biased. It’s able to reach 100 km/h in just 4.5 seconds and if you’ve EDINBURGH GLASGOW the space – and it’s legal to do so – will run all the way to 291 km/h.

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he location? Scotland, because if you want big scenic country and near-deserted (not to mention brilliant) driving roads, then there’s not much better. The weather? Well, we’ll take our chances with that. The route isn’t Scotland’s North Coast 500 because it’s become so popular, the roads are generally quite busy. Instead, our escape takes in lanes I used to drive in my youth when heading to Scotland’s ski resorts. We’ll be on tarmac I know and love, though previously I was driving them in a knackered Volvo 240 DL estate rather than either of these Aston Martins.

Likewise, with ski resorts as my youthful destination, I was always driving in

performance ones particularly so – but it’s difficult not to be seduced by the DBX’s attributes as a hugely comfortable cruiser. Leaving Aston’s Gaydon headquarters, we’re looking at a six-hour stretch behind the wheel, with stops only for fuel (petrol for the V8 and caffeine for us). The DBX whiles away the route with utter impunity. The sizeable 22-inch wheels and tyres create little road noise, the ride is impressively supple and the twin-turbocharged engine barely turns over at the UK motorway speed limit.

It’s familiar Aston Martin inside; that’s

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1 & 6. Though the Speedster and DBX are very different vehicles, they share some distinct styling cues. 2. Aston's SUV is powered by a twin-turbo 4.0-litre V8 supplied by Mercedes-AMG. 3. The Speedster draws a crowd wherever it goes. 4. Its twin-turbo 5.2-litre V12 offers oodles of torque. 5. Body work separates the driver and passenger.

to say, beautifully finished if slightly quirky, and using some recognisably borrowed – and previous generation – Mercedes-Benz infotainment gubbins. White paint wouldn’t be my first choice for the DBX, particularly with colour-matched rather than black contrasting sills, but it should certainly pop against Scotland’s mercurial backdrop.

That the DBX was going to play the support role to the V12 Speedster was never in question, but reacquainting myself with Aston Martin’s windscreen- and roof-less machine (here in the glorious DBR1 specification, bearing Racing Green paint with white roundels on the bonnet and doors, and a silver anodised grille) sees even the bright white DBX pale into obscurity. Windscreen-less cars often look oddly proportioned, but Aston Martin’s stylists have nailed it with the V12 Speedster, which ripples with a real muscularity that’s athletic rather than pugnacious. The rear buttresses under which you can store luggage or a pair of helmets look fantastic, while the beautiful detailing in the sculptural recesses along the flanks and the DB5-aping intake – a necessary and happy styling coincidence to give clearance for the 12-cylinder unit underneath – mean it looks downright stunning in the metal.

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lipping into the driver’s seat is a treat. If the exterior wows, then so too does the cabin. It’s concept car in its style, with cool exposed carbon and fine metal finishes throughout. The fabric inserts on the incredibly supportive lightweight bucket seats look fantastic. They clutch you, with the height

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FEATURE of the cabin-dividing bodywork meaning despite your exposure, you feel ensconced.

The aero flick screen ahead doesn’t look as though it’d do much to protect you from buffeting, but it actually works well.

I’ve a helmet with me, although previous experience driving this car revealed putting it on only adds to the buffeting; it’s actually more comfortable without, though you do have to put to the back of your mind the possibility of a kicked-up stone or any errant flying wildlife – insect or avian – which might decide to demise all over your face. Glasses and a hat it is then, with the helmet staying in its bag for the duration of the trip.

There are plenty of detractors of cars like the V12 Speedster and they’re at least partly right. Such creations are expensive, ridiculous and frankly unnecessary playthings for the privileged handful. The majority will be secreted away in collections, never to be driven. This car will certainly be driven, though. I’ve had around 130 km in it prior to today and our route should add at least 1 000 km to that (likely more given the need to run roads a few times for Riccioni’s camera, not that I’m complaining). The DBX is along for the ride and its driver Simon Fox needs to be converted to the virtues of a well-sorted, high-performance SUV.

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e’ve not travelled far before the reason we’re here becomes majestically apparent. Having left Stirling following the A84/A85 though Callander, we’re heading for Crianlarich before taking the A82 towards Glencoe. The road is spectacular, a ribbon of meandering tarmac that flows through some incredible scenery. The view gets ever bigger as we head towards Glencoe Mountain Resort.

1. The two Aston Martins cross the famous Kylesku bridge. 2. The DBX does well to keep up with its V12-powered cousin over these roads. 3. Windscreen?

Who needs one of those? 4, 5 & 6.

Despite a starting price of nearly R16 million, Aston has already found buyers for each of the 88 examples of the V12 Speedster set to be produced.

The road sits at the bottom of the valley, sometimes near arrow straight for kilometres, before being punctuated by sections where the route is dictated by the topography, climbing and twisting as the landscape demands. It eventually opens up, revealing another incredible view and dropping back down into another valley.

Glencoe is mind-meltingly beautiful; there are clouds stirring between the mountains, giving fleeting glimpses of what’s behind.

The moving, rugged landscape with its palette of greens, yellows, ochres, browns and

A STO N M A RT I N V 1 2 S P E E D ST E R Price: from £765 000 (around R15.6 million) Engine: 5.2 L, V12, turbopetrol Transmission: 8-spd AT Power: 515 kW @ 6 500 r/min Torque: 753 Nm @ 5 000 r/min 0-100 km/h: 3.5 seconds Top speed: 300 km/h

A STO N M A RT I N D BX Price: R3 899 000 Engine: 4.0 L, V8, turbopetrol Transmission: 9-spd AT Power: 405 kW @ 6 500 r/min Torque: 700 Nm @ 2 200-5 000 r/min 0-100 km/h: 4.5 seconds Top speed: 291 km/h

greys makes for a stunning vista.

Even among such views, the V12 Speedster is unsurprisingly attracting attention.

Stopping to skirt around the back of Glencoe, enthusiastic onlookers gather for photographs. Aston Martins often invite admiration but this one more so than usual. The DBX isn’t being ignored and SUV-disliker Fox appears to be warming to it. The big car simply works on these brilliant roads, masking its bulk with fine responses and ample performance, and not having too much trouble keeping up with the open car.

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That’s not unexpected because for all of its abundant power, capability and ease, there’s something wonderfully engaging about just tickling the V12 Speedster along. Its openness means you’re so much more aware of (and enjoy) your surroundings, with the result being lower velocities than you might be doing in a similar car with a windscreen and roof. For all the visceral engagement, the physicality of the wind rushing past you means you rarely hear the V12’s notes. It’s only noticeable when you really wind it up (and even then it’s still a touch muted), with its glorious sounds ricocheting off rockfaces, walls or tunnels.

By comparison, the DBX benefits from a gnarly soundtrack, particularly if you dial the driver settings to maximum attack. Do that and the V8 is loud enough to almost drown out the V12 of the Speedster.

Still, the V12 Speedster feels like an event, a car defined by its ridiculously open nature. But it’s gloriously addictive, too. That it’s so different in character makes it that much more fulfilling to drive. Yes, you’d be just as quick (or likely quicker) in a DBS, but the V12 Speedster isn’t about numbers or indeed the speed its name suggests. It’s rather about a connection, a rawness and an additional element to the drive that’s long been lost as we’ve become accustomed to travelling in boxes, isolated from our environment.

The V12 Speedster gloriously evokes open racers of old (the DBR1 this car’s livery apes among them) and brings with it modern performance. Not that you often feel the need to really exploit it.

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e overnight in a simple hotel on the outskirts of Inverness. I catch up with Fox and Ricci because during much of the day we’ve been in isolation, piloting different cars with the country proving a visual distraction.

There’s much anticipation for the next day, which will take us spearing back south, but only after we’ve headed to the fishing port of Ullapool and beyond it to Kylesku bridge.

After an early start to exploit both the light and the lack of traffic, the road

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becomes even more meandering the further north we head. Kylesku’s a curious mix of coastal road and mountains, and thanks to the changeable weather, the view from the beautiful bridge changes every time we cross it.

Temptation in the V12 Speedster is building; the roads are deserted and streaming wet. What follows are some incredible moments, giving the V12 Speedster a decent workout and revealing that it just keeps getting better. The rain doesn’t detract from the experience but adds to it. Indeed, it’s the absurdity of the situation that makes it impossible not to find myself grinning maniacally as I revel in the purity of the drive.

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urning around and heading back much the same way we drove redoubles my assertion that the V12 Speedster is about as brilliant a supercar as you could buy. By definition, supercars are pointless

things, only with the V12 Speedster there’s an element in the driving mix that means it can genuinely be enjoyed at speeds that aren’t antisocial.

That’s reinforced on the route south, passing back around Inverness towards Nairn then heading towards Grantownon-Spey, where we stop for the obligatory Scottish delicacy of haggis and chips. Next, we trace the routes of my youth on Scotland’s snow roads. There’s no traffic, save for the odd local and amusingly about 20 disguised Land Rover prototypes out testing. The road climbs past two of Scotland’s ski areas – the Lecht and Glenshee – with the views nothing short of epic. It’s as memorable as it was all those years ago.

The rain suddenly reaches biblical levels.

The DBX shrugs it off but the V12 Speedster isn’t quite as unmoved. As we hit towns on our journey back to Stirling, the many traffic lights see the cabin become a bit damp, though Aston’s designers have cleverly cowled all the major controls.

It’s improbable any of the 88 owners of

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This Speedster boasts the DBR1 specification, which includes Racing Green paint, white roundels (on the bonnet and doors) and a silver anodised grille.

the V12 Speedster ever will do so, but I’d heartily recommend taking one for a long drive on proper roads in any weather. Doing so reveals just how very special this machine is. And the DBX? After more than 1 000 km chasing the V12 Speedster around Scotland without ever losing its tail, the SUV has gained favour from Fox. He’s rather taken by it, in fact, but he’s been utterly seduced by the Speedster. And by Scotland.

After 16 months of isolation, every one of those miles has been wonderful for the soul and every one of them in the V12 Speedster is tattooed on my memory.

The sight of our little convoy put smiles on everyone’s faces and that’s the biggest learning from all of this. Driving can bring great purity and enjoyment, regardless of what you’re in, but especially so if your route takes in a country like Scotland. A

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PUT THE ’S’ IN SUV

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well-judged ride and handling; loads of safety kit

no standard bed liner; facia lacks soft-touch materials

Nissan Navara 2.5D DC Pro-2X 4x2 AT There’s plenty riding on this thoroughly refreshed Navara, which is now produced right here in SA. So, is the revised bakkie up to the task?

Words: Ryan Bubear Photos: Kian Eriksen

Ryan_Bubear kian.eriksen

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et’s not beat about the bush: Nissan’s original D23-generation Navara was anything but popular with South African buyers. In fact, over the four-plus years it was on the local market, the Japanese bakkie routinely found itself languishing at the foot of the bestsellers list, moving a fraction of the monthly volumes achieved by the likes of the Toyota Hilux, Ford Ranger and Isuzu D-Max. So, why have we afforded the Navara such a prominent position in this issue? Well, we’re convinced this bakkie’s facelift is comprehensive enough – and its range reshuffle suitably shrewd – for it to claw its way back up the sales charts in the coming months.

In fact, we’re tipping it to quickly carve out a regular spot in the top five.

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Like the three venerable rivals mentioned here, the refreshed Navara is now produced on local soil. Thanks to Nissan’s R3 billion investment in its Rosslyn plant, the updated bakkie rolls off the assembly line alongside the half-tonne NP200, both for the local market and for export to other sub-Saharan African countries (the long-in-thetooth NP300 Hardbody, meanwhile, is finally being put out to pasture).

Nissan’s local division jumped at the concomitant opportunity to broaden the Navara range, swelling it from 10 to 17 derivatives and adding single-cab workhorse variants, a body style not offered in the pre-facelift lineup. Though the more varied offering will certainly help the Navara’s cause, it’s worth noting the increased tally of derivatives still doesn’t match the vast Hilux or Ranger portfolios (each of which numbers well in excess of 30). Rather refreshingly in a world of seemingly relentless price hikes, however, the upgraded bakkie is a little more affordable than the imported version.

The renewed Navara certainly boasts more on-road presence than the model it replaces, clearly drawing styling inspiration from the full-size Titan truck offered over in North America. Standout features up front include an oversized grille and a fetching set of quad-LED headlights reserved for high-spec models. What you see here is the rear-driven Pro-2X, which alongside the four-wheel-drive Pro-4X serves as the flagship trim level (unless Nissan cooks up something more extreme to take on the Ranger Raptor, that is).

of a top-spec model such as this would certainly have appreciated a standard protective bed liner (and perhaps even a tonneau cover, though this is available as an accessory).

In addition to its more imposing appearance, the Navara’s mid-cycle update brings intriguing changes to the bakkie’s oily bits. The pre-facelift lineup’s 2.3-litre twin-turbodiesel engine has been dropped in

1 2

THE REVAMPED NAVARA RANGE 3

SINGLE CAB Derivatives: 6 Engines: petrol and diesel Drivetrains: 4x2 and 4x4 Transmissions: manual only Rear suspension: leaf springs Price: R316 700-R534 000

Distinguishing exterior features include a black finish for items such as the grille surround, running boards, over fenders, roof rails, side-mirror caps, door handles and sixspoke alloy wheels, as well as the requisite set of Pro-2X decals. The Kanagawa-based automaker has furthermore added a smattering of orange accents and blacked-out Nis-

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1. Note the Pro-2X decals and black detailing. 2. The load bed does without a standard protective liner, though the tailgate is damped. 3. Highspec variants feature striking quad-LED headlights.

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san badges. Keen to tap into a significant demand for aftermarket accessories from local buyers, Nissan SA also offers a raft of factory-approved accoutrements, such as a nudge bar, sports bar and the customary collection of plastic addenda.

While the load bay comes fitted with a clever system of channels and cleats that can slide and tighten down, buyers

DOUBLE CAB Derivatives: 11 Engines: diesel only Drivetrains: 4x2 and 4x4 Transmissions: manual and auto Rear suspension: five-link, coil springs Price: R479 000-R749 000

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favour of the older single-turbo 2.5-litre oil-burner, which is presented in two states of tune (the entry-level single-cab variant, meanwhile, can be ordered in petrol flavour).

Although it may appear to be somewhat of a step backwards, the high-output 140 kW/450 Nm version of the trusty YD25 four-cylinder unit matches the outgoing bi-turbo mill on both power and torque, even if it’s a shade less efficient and its maximum twisting force arrives slightly later in the rev range (at a still usefully low 2 000 r/min).

Many local buyers will no doubt welcome the return to a powerplant with a lengthy history of dependability.

Driving the rear axle via a well-matched seven-speed automatic transmission, the 2.5-litre turbodiesel engine delivers more than sufficient grunt to take advantage of both the increased payload capacity (now 1 086 kg and

BAKKIES THE NAVARA PRO-2X HAS TO BEAT

accessed via an easy-lift tailgate with a torsion bar) and the class-competitive braked towing capacity of 3 500 kg.

There’s also been a marked improvement in refinement, however, that’s largely thanks to liberal use of more sophisticated sound insulation.

Choice suspension tweaks also play a role in the general reduction in vibration transmitted into the cabin. As before, the Navara is the only mainstream double-cab bakkie that employs a five-link set-up with coil springs at the rear rather than the more traditional leaf-spring arrangement (though the latter is used on single-cab Navara workhorses).

Owing to yet more fine-tuning of this design – rumour has it Nissan even adopted some

TOYOTA HILUX 2.8GD6 DC LEGEND 4X2 AT

R735 100 150 kW/500 Nm 7.4 L/100 km

FORD RANGER 3.2TDCI DC WILDTRAK 4X2 AT

R725 800 147 kW/470 Nm 8.2 L/100 km

1. Seven-speed auto remains.

2. Cluster is easy to read.

3. Though the cabin receives some neat Pro-2X touches, it's not quite as premium as those of other flagship bakkies.

MAZDA BT-50 3.0TD DC DYNAMIC 4X2 AT

R759 400 140 kW/450 Nm 8.0 L/100 km

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upgrades Mercedes-Benz engineers developed for the since-departed X-Class – the Navara rides with a newfound SUV-like suppleness.

So, with improved damping, revised mountings and a strengthened rear axle, the Navara’s unladen ride (most leisure-oriented 4x2 double cabs will travel without a full load bed most of the time, after all) on both tarmac and gravel is anything but agricultural. It’s a relatively composed handler, too, now boasting a quicker steering rack.

The head-turning Pro-2X’s Dunlop Grandtrek AT25 tyres (255/65 R17) are interestingly an inch smaller in diameter and feature a higher profile than the road-biased rubber used by the LE variants positioned just below. It’s worth noting that despite

sporting these all-terrain tyres and an electronic rear differential lock, the Pro-2X’s approach, departure and breakover angles are inferior to those of pre-facelift 4x2 models. Still, in the same way

market for a 4x2 derivative.

The alterations inside aren’t quite as radical as those applied to the exterior and under the bonnet, but high-spec derivatives have been upgraded to an 8.0-inch touchscreen with

THE NAVARA'S UNLADEN RIDE ON BOTH TARMAC AND GRAVEL IS ANYTHING BUT AGRICULTURAL many high-end SUVs seldom leave sealed surfaces despite boasting serious off-road chops, the majority of topspec double-cab bakkies aren’t often called upon to head far off the beaten path, so this needn’t be a deal breaker, particularly for buyers in the

Apple CarPlay and Android Auto functionality. The Pro-2X furthermore gains items such as satellite navigation as well as Nissan’s 360-degree camera system (particularly handy for parking a vehicle of this size), model-specific leather upholstery (replete with red

and white stitching), a restyled steering wheel (bearing the black and orange Nissan emblem) and a nifty powered sliding rear screen.

That said, the cabin doesn’t feel quite as premium as those of some other (indeed more expensive) flagship double cabs, chiefly owing to the facia’s lack of soft-touch surfaces. The Navara’s steering column still wants for reach adjustment (a criticism that can admittedly be levelled at the majority of contenders in the segment), while the front perches are high sited and flat of squab, meaning they’re not the final word in long-road comfort. Additionally, the top tether points for the outer rear 1. Chunky new radiator grille design helps lend the Navara a more imposing front end.

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of seven airbags.

The fact the Navara ships with this sort of kit leads us neatly to our conclusion. The days of bakkies being regarded as mere tools of a given trade are long gone. With the rise in local popularity of the double-cab body style, this once largely commercial genre now includes all manner of do-everything lifestyle models.

And the Pro-2X iteration of Nissan’s refreshed Navara looks exceedingly well positioned to take advantage of this shift in buying patterns.

Thanks to more macho styling, notably improved refinement, further polished ride quality and the return to a proven powertrain, the expanded range means the locally built Navara is finally again a viable alternative to the segment’s strongest sellers (even if the latter offer broader ranges). We’ll certainly be keeping a beady eye on those sales charts. A

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NISSAN NAVARA 2.5D DC PRO-2X 4X2 AT Price: R699 000 Engine: 2.5-litre, 4-cyl, turbodiesel Transmission: 7-spd AT Driven wheels: 4

4

Power: 140 kW @ 3 600 r/min Torque: 450 Nm @ 2 000 r/min 0-100 km/h: n/a Top speed: n/a Fuel consumption: 8.1 L/100 km CO2: 214 g/km Length: 5 260 mm Height: 1 845 mm Width: 1 875 mm Wheelbase: 3 150 mm Weight: 1 943 kg Max payload: 1 086 kg Fuel tank: 80 L Warranty: 6 years/ 150 000 km Service plan: 6 years/ 90 000 km

THE VERDICT

4 5 Isofix anchors are especially tricky to access.

These foibles aside, the Navara’s interior remains fittingly practical. Space on the rear bench – which can be folded up and secured in place, revealing a pair of handy storage compartments – is more than adequate for most purposes, and occupants back there

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2. Navara name is stamped into the tailgate. 3. The 17inch alloys are wrapped in Dunlop's Grandtrek AT25 rubber. 4. Nissan has returned to the YD25 engine.

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enjoy dedicated air vents and a USB port (in addition to the one USB-C and two conventional items offered up front).

The list of driver assistance functions is comprehensive, too, and includes autonomous emergency braking, blind-spot warning, lane-departure warning and rear cross traffic alert.

There’s also a full complement

Courtesy of tweaks in virtually all the right places, the locally built Navara range is now what it should always have been, with this boldly styled Pro-2X variant arriving as a particularly well-resolved example of the modern leisure bakkie.

Kudos, Nissan.

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wonderfully communicative chassis; lots of standard kit

heavier than its forebear; not exactly a bargain

BMW M3 Competition M Steptronic How much substance hides behind the G80-generation BMW M3 Competition’s divisive snout? Let’s disregard the face for a moment and find out.

Words: Ryan Bubear

Ryan_Bubear

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ust how challenging should a performance sedan be to drive rapidly? It’s a question we find ourselves considering moments after exiting a deserted traffic circle with perhaps a dash too much enthusiasm (all in the name of vehicular evaluation, of course). The new BMW M3 Competition’s rear-end steps out a touch, but the electronic nannies intervene and smartly correct the slide.

The roads are dry and the tyres warm, yet the G80-generation M3 still eagerly wags its tail, exhibiting the sort of playfulness – rightfully so, considering the rear axle receives a peak output of 375 kW – that has seemingly been filtered out of so many modern performance cars (and, curiously, manufactured into numerous all-wheel-drive hot hatches in the form of a so-called drift mode). Thing is, it’s not quite as lairy as the F80 that came before it.

Indeed, the new M3 – available in South Africa in full-fat Competition guise only as there’s apparently little interest in the lower-powered, manual-equipped variants – offers a great deal of adjustment. There are the pre-set driving modes as well as the option

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of configuring engine, chassis, steering and even braking parameters independently of one another, with the preferred mix of sub-system settings saved to the steering wheel’s M1 and M2 buttons.

As before, the transmission’s shift characteristics can be tweaked (now using a lever-mounted button), while the intricate traction control system offers as many as 10 stages of wheel slip adjustment. Is it all just a little com-

plicated? A little unnecessary, even? Yes and no.

When an appropriate opportunity presents itself, most drivers would prefer not to spend 10 minutes parked at the foot of an empty mountain pass, fiddling with the iDrive controller and fine-tuning every conceivable variable. But the ability to incrementally evolve the M3’s persona does allow the driver to not only tailor the car to his or her current level of

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ability, but also recalibrate the vehicle as their skills behind the wheel improve over time.

Regardless of the chosen set-up, there’s little doubting the prowess of the S58 engine. Based on the B58 powerplant familiar from the likes of the M340i (and indeed Toyota’s GR Supra) but extensively redeveloped, the twin-turbo 3.0-litre inline six-cylinder unit supplies a thick slab of twisting force across a pleasingly broad rev

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range, rendering it eminently tractable. Bolted into the engine bay of Munich’s apex 3 Series, the straightsix feels noticeably more responsive than it does in the (admittedly even heavier) X3 M Competition, and it exhales through a model-specific exhaust system with more aural menace, too.

As a result, BMW claims the M3 Competition will hit 100 km/h from standstill in 3.9 seconds, though the rear

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1. The M3 Competition wears its launch colour of Isle of Man Green metallic. 2 & 6. M Carbon exterior package adds swathes of CFRP finishes, including for the side-mirror caps and diffuser insert framing the tailpipes. 3. BMW's laser lights ship standard. 4. The divisive front end of the G80 M3. 5. The standard alloys measure 19 inches fore and 20 inches aft, seen here with red callipers.

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wheels – each an inch larger than the items at the front – struggle for traction off the line in real-world conditions.

Top speed, meanwhile, is listed as 290 km/h owing to the standard fitment of the M Driver’s Package in South Africa.

Although many consider the divisive grille treatment the most controversial departure from the model that came before, it’s the G80’s adoption of a conventional torque-converter automatic transmission that warrants more debate. Gone is the thump-in-the-back dual-clutch unit of the F80, replaced by a suitably slick version of ZF’s ubiquitous eight-speeder.

THE FACES THAT CAME BEFORE

Sure, it doesn’t deliver upshifts with nearly as much violence (nor with quite as much immediacy, it must be said) as the old cog-swapper but for all bar the most spirited of drives, that’s a largely welcome change. The upshot, of course, is a far greater level of comfort and smoothness in day-to-day pootling.

So, what happens when you ditch the daily grind and point that gaping maw (that’s the last time we’ll mention it, we promise) at a twisty slice of tarmac? Well, the M3 Competition’s biggest party trick isn’t its penchant for oversteer, even if BMW has elected to debut the somewhat

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gimmicky M Drift Analyser in this model. Rather, it’s an astonishing ability to hide the added heft that accompanies the sporty saloon’s move to this latest generation. Aided by a low centre of gravity courtesy of items such as the carbon-fibre-reinforced plastic roof, the performance sedan feels far lighter on its feet than the scale suggests it has any right to.

While the lack of low-speed traction is ever present in the driver’s mind (the all-paw version costs about R42k more, though it isn’t the one you want, is it?), tackling higher-paced bends unlocks unexpectedly lofty levels of grip and an indelible feeling of surefootedness. The chassis is communicative, the body tightly controlled and the whole experience palpably more 1. The sedan is some 122 mm longer than its predecessor.

2. BMW says the large grille allows optimal engine cooling.

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(2014-2018)

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DEEP DATA BMW M3 COMPETITION M STEPTRONIC Price: R1 877 388 Engine: 3.0 L, 6-cyl, turbopetrol Transmission: 8-spd AT Driven wheels: R Power: 375 kW @ 6 250 r/min Torque: 650 Nm @ 2 750-5 500 r/min 0-100 km/h: 3.9 seconds Top speed: 290 km/h Fuel consumption: 9.6 L/100 km CO2: 221 g/km

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THE VERDICT

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Length: 4 794 mm Height: 1 433 mm Width: 1 903 mm Wheelbase: 2 857 mm Weight: 1 730 kg Luggage capacity: 480 L Fuel tank: 59 L Warranty: 2 years/ unlimited km Maintenance plan: 5 years/100 000 km

Sublime chassis and stonking engine. Allow yourself to be distracted by that grille and you may fail to appreciate just what a fine job BMW has done here. Stick with the rear-wheel-drive model for maximum amusement.

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3. Standard M sports seats aren't as extreme as the optional carbon-shelled buckets. 4. The cabin features a smattering of sporty cues. 5. The familiar and intuative iDrive controller has thankfully been retained.

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composed than that offered by its forebear. It’s a similar case with the ride as the standard-fit adaptive dampers offer a wide range of flexibility.

There’s a useful level of adjustability to the driving position, too, yet we’d suggest steering clear of the optional carbon-shelled bucket seats.

Although these R82 500 pews offer equal parts lateral support and visual pizzazz, most will find it tricky to enter or exit the cabin with any semblance of grace … and without bruising one of the many muscles of the posterior chain.

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The cabin is crammed full of carbon-fibre trim and offers the same lofty levels of build quality, ergonomics and practicality as the G20generation 3 Series on which this M3 is based. The SA-spec Competition is furthermore well stocked with standard kit, resulting in an options list far shorter than we’ve come to expect from BMW. That said, there’s still plenty to be spent should you desire items such as M Carbon ceramic brakes (R141 000), the M Carbon exterior package (R100 800) or seat heating (R12 200,

including the rear bench).

So, back to our original question: just how testing should it be to pilot a performance saloon at eight or nine tenths? Well, the answer depends largely on the driver’s level of skill. Handily, then, the latest rear-driven M3 Competition strikes a fine balance, offering the ability to either challenge or flatter the driver, depending on the selected setup. In a world where so many high-powered sports cars have gone the all-wheel-drive route, such depth of character is becoming increasingly rare. A

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storming performance; capable of cossetting

positively portly; GLE53 offers far better value

Mercedes-AMG GLE63 S Coupé 4Matic+ 9G-tronic Affalterbach’s swoopily styled performance SUV is seemingly trying to be all things to all (well-heeled) people.

Words: Ryan Bubear

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t boasts a race mode, a lap timer and launch control. The wheel arches bulge menacingly, the exhaust system culminates in four enormous tailpipes and it’ll thunder to three figures quicker than the rear-driven BMW M3 Competition evaluated on the preceding pages. It even has the word “coupé” in its name.

Such details probably conjure up images of some or other low-slung sports car conceived to obliterate lap records. But what we’re actually describing is an SUV. An especially corpulent one at that, tipping the scales at almost 2.5 tonnes. Despite its extensive performance credentials, the new Mercedes-AMG GLE63 S Coupé also happens to have four doors, a trail mode and heaps of space for the family. It’s all rather incongruous.

Of course, Mercedes-AMG isn’t the only automaker to have built such a thing (and it certainly won’t be the last), although this is one of the most broadly talented examples of what we nevertheless maintain isn’t an entirely convincing concept. But more on that later.

Much of this model’s character springs from

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beneath its bonnet, where Affalterbach’s twin-turbo 4.0-litre V8 petrol engine does duty, powering both axles (fully variably) via a ninespeed automatic transmission.

The eight-cylinder unit is a performance behemoth in its own right, shunting out a massive 450 kW and 850 Nm, and here it’s further supported by the German firm’s so-called EQ Boost arrangement, combining the starter and alternator into an electric motor squeezed between the engine and gearbox. These mild-hybrid elements serve to temporarily plug any tiny valleys in the combustion en-

too many when pushing on – though handy from an efficiency standpoint during highway cruising – since the transmission has a habit of upshifting at an entirely inappropriate moment (mid-bend, for instance). This can thankfully be mitigated somewhat by switching to manual mode and putting the aluminium shift paddles to use.

Despite its extraordinary ability to reel in the horizon (and not begin pitching and rolling at the mere sight of a curve), the GLE63 S Coupé is still an eminently pliant thing. Owing to the standard fitment of air suspension with adaptive dampers, there’s a substantial difference in ride comfort between the sportiest and tamest driving modes. As a result, it’s able to float along with markedly more fluency than something like BMW's firmer X6 M Competition (though the latter is a shade sharper to drive), even on standard 22-inch alloys.

gine’s otherwise impressively unwavering torque curve.

The result is mind-bendingly rapid acceleration (the obligatory 0-100 km/h sprint is done and dusted in a claimed 3.8 seconds), an experience made all the more visceral by AMG’s signature V8 soundtrack.

Thanks to the company’s crafty 48-volt active roll stabilisation system, the hefty super-SUV will even corner remarkably flat, largely unruffled by sudden camber changes in the road surface. There is, however, no way to completely mask its significant heft.

In addition, nine forward ratios are perhaps a few

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1. Note the AMG-specific grille.

2. The already potent turbocharged 4.0-litre V8 engine benefits from electrification, too. 3. The roofline tapers dramatically towards the rear.

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DEEP DATA MERCEDES-AMG GLE63 S COUPÉ 4MATIC+ 9G-TRONIC Price: R2 970 920 Engine: 4.0-litre, V8, turbopetrol Transmission: 9-spd AT Driven wheels: 4 Power: 450 kW @ 5 750-6 500 r/min (+16 kW EQ Boost) Torque: 850 Nm @ 2 500-4 500 r/min (+250 Nm EQ Boost) 0-100 km/h: 3.8 seconds Top speed: 280 km/h Fuel consumption: 12.6 L/100 km CO2: 286 g/km Length: 4 961 mm Height: 1 720 mm Width: 1 947 mm Wheelbase: 2 995 mm Weight: 2 445 kg Luggage capacity: 655 L Fuel tank: 85 L Warranty: 2 years/ unlimited km Maintenance plan: 5 years/100 000 km

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DEEP DRIVE The plushness continues inside, where the standard GLE’s cabin bones are carried over, albeit with a smattering of AMG-specific appointments (including additional information presented on the pair of 12.3-inch displays that form the now-familiar widescreen cockpit) and two-tone Nappa leather. The interior feels both special and spacious; rear legroom is plentiful and headroom ample despite the dramatically sloping roofline.

Since the standard GLE was designed to comfortably accommodate a third row, the luggage compartment in this five-seater is likewise sizeable.

So, to the price. The GLE63 S Coupé kicks off at just short of R3 million (a mere R200k short of the flagship GLS63), which you’ll agree is a significant outlay but not much more than you’d cough up for the closely matched X6 M Competition. There is, however, the small matter of

the GLE53 Coupé – admittedly making do with two fewer cylinders yet still utterly rapid for a hulking SUV – costing more than a million less.

Therein lies the rub. The 63-badged GLE Coupé boasts stupendous performance (and its abilities are downright remarkable from an engineering perspective, even if most examples will seldom see a winding road, never mind a track), but is that what buyers really want from their luxury SUVs? The overwhelming majority of requirements would be more than adequately filled by the GLE53 Coupé, which is capable of being just as cossetting while displaying almost as much attitude.

Of course, we’re entirely aware that an extravagant SUV – particularly one with a coupé-mimicking roofline and a V8 at its pointy end – will never make for a rational purchase. Equally, we appreciate the sales figures suggest there

4. Opting for a black finish for the 22-inch alloys will cost you nearly R11 000 more. 5. Buttons on the left control the adaptive dampers and exhaust note, with the air suspension manipulated with the centre rocker. 6. Widescreen cockpit, present and correct.

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is indeed some sort of market for such a thing. Nonetheless, our misgivings about the broader concept remain.

That said, the GLE63 S Coupé is one of the most compelling takes on this bemusing genre, able as it is to finely balance those seemingly incompatible elements of brutal acceleration and sumptuous comfort. We simply can’t deny that. A

THE VERDICT

4 5 If you’re into this sort of thing, the GLE63 S Coupé is one of the most rounded coupé-style performance SUVs of the lot. Colossal performance, clever tech, cushioned ride and unapologetically attention-grabbing styling.

Hefty price tag, though.

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sophisticated driving manners; proper off-road ability

a bit too pricey for most; barely cheaper than the 110

Land Rover Defender 90 D300 X-Dynamic HSE AWD AT It’s not easy creating a successful sequel to an iconic vehicle. Has Land Rover managed to do exactly that with the new Defender 90?

Words: Marius Boonzaier

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roducing a sequel to a film widely regarded as a classic can be a daunting task. Often, compared with the first instalment, such an attempt fails miserably when it comes to winning favour among critics and garnering the desired results at the box office. The same applies to the automotive industry, especially when it comes to vehicles as iconic as the Land Rover Defender.

When the British marque announced a second-gen version was in the works, enthusiasts seemed wary, with many criticising the sequel before it had even premiered. Dyed-in-the-wool Defender aficionados, for instance, were taken aback the new model would abandon the rudimentary ladder-frame roots that had served it well for so long. Still, the second iteration of the Defender nameplate has proved a smash hit (it’s now the brand’s best seller), perhaps in part because of its switch to a unibody configuration rather than in spite of it.

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The latest Defender is an amalgamation of retroinspired exterior styling, innovative technologies and true-to-its-roots off-road ability.

Indeed, the automaker says the short-wheelbase version is not only the most connected Land Rover to date, but also the most capable. So let’s start there, with the 90’s capabilities.

In the confines of the city, the three-door Defender fares remarkably well. With its predecessor’s on-road driving manners in mind, the second version is far better suited to urban environments. Endowed with the Whitley-based automaker’s D300 motor, the 90 delivers a sophisticated driving experience. The twin-turbo 3.0-litre inline-six oil-burner develops a generous 221 kW and 650 Nm, with the latter available as soon as the digital tachometer needle hits the 1 500 r/min mark. This, together with the

smooth-shifting eight-speed automatic transmission, allows for effortless overtaking during open-road driving.

The steering is well weighted, facilitating precise handling.

It feels suitably light when manoeuvring in tight parking bays but firms up just the right amount when cruising at speed. Although fitted with a set of 20-inch alloys as standard, the Defender 90’s ride is supple.

Owing to its boxy dimensions (it measures 4 583 mm long, 2 008 mm wide and 1 974 mm tall), body lean is certainly present through the bends. Still, this is expected of an SUV standing this tall and boasting ground clearance of 225 mm.

The driving position is spot on, with the 14-way

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1. Up front, the new 90 is virtually no different to the long-wheelbase 110. 2. Drop the rear seats for added utility.

3. Shorter, three-door body suits the boxy styling.

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4. Pivi Pro infotainment system ships standard on this variant.

5. With optional air suspension fitted, the 90 boasts ground clearance up to 291 mm.

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DEEP DATA LAND ROVER DEFENDER 90 D300 X-DYNAMIC HSE AWD AT Price: R1 421 752 Engine: 3.0 L, 6-cyl, turbodiesel Transmission: 8-spd AT Driven wheels: 4 Power: 221 kW @ 4 000 r/min Torque: 650 Nm @ 1 500-2 500 r/min 0-100 km/h: 6.7 seconds Top speed: 191 km/h Fuel consumption: 7.6 L/100 km CO2: 199 g/km Length: 4 583 mm Height: 1 974 mm Width: 2 008 mm Wheelbase: 2 587 mm Weight: 2 198 kg Luggage capacity: 297 L Fuel tank: 89 L Warranty: 5 years/100 000 km Maintenance plan: 5 years/100 000 km

electrically adjustable, heated and cooled front seats and the electrically operated steering column affording the driver a clear look at the optional head-up display (R20 100) and a commanding view of the road ahead.

With likewise optional air suspension fitted to our X-Dynamic HSE unit, ground clearance can be increased to 291 mm at the touch of a button when exchanging town roads for those less travelled.

Set to the loftiest position, the additional ride height provides approach, departure and breakover angles of 37.5 degrees, 40.0 degrees and 31.0 degrees, respectively, plus an impressive wading depth of 900 mm. Further enhancing off-road capability, this test unit is fitted with an R11 300

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off-road pack that includes Terrain Response 2 and allterrain progress control.

Opening the doors of the 90 X-Dynamic via keyless entry reveals a minimalist (by modern standards, at least) cabin featuring an array of convenience and safety items.

As standard, this derivative ships with Jaguar Land Rover’s Pivi Pro touchscreen infotainment system. Arguably one of the user-friendliest arrangements on the market, this set-up features items such as Apple CarPlay and Android Auto functionality along with satellite navigation and a 360-degree camera system.

Adaptive cruise control, blind-spot monitoring and lane-keeping assist are furthermore included in the suite of driver assistance systems.

Despite making do with less space in the rear compared with the long-wheelbase Defender 110 (tested in issue 01), the 90’s second-row bench is surprisingly usable, as is the luggage compartment.

Producing a critically acclaimed sequel to an iconic vehicle is an endeavour many manufacturers have attempted and failed. With the new Defender, however, Land Rover has succeeded in producing a second instalment that completely exceeds expectations.

The six-cylinder motor, eight-speed self-shifter and (optional) air suspension result in polished driving characteristics, both on- and off-road, while the X-Dynamic HSE level of specification includes plenty of convenience and safety features. In short, the second-generation Defender 90 is a true all-round SUV and a fitting follow-up to the original, even if it does things differently to its forebear. A

THE VERDICT

4 5 The Defender 90 is as capable in urban environments as it is off the beaten track. The short-wheelbase version is the more charming of the two available body styles and in D300 X-Dynamic HSE guise, this three-door model gains an even more sophisticated persona.

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Pep from the turbocharged engine; improved rear legroom

Three-pot too vocal at times; rear bench lacks split-folding function

Hyundai i20 1.0T Fluid Hyundai’s once-humdrum i20 has been reinvented as a sharply styled hatchback finally offering the option of turbo power.

Words: Ryan Bubear

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f you’ve seem photographs of Hyundai’s new spaceship-mimicking Staria and retro-futuristic Ioniq 5, you’ll be well aware the South Korean firm’s design team isn’t afraid of penning a radical exterior or two. Many of the brand’s established nameplates have received the same sort of treatment; the second-generation Creta and fourth-generation Tucson, for instance, bear very little likeness to their comparatively staid predecessors.

It’s a similar – if not quite as extreme – case with the latest i20. While the first two iterations of the Seoul-based company’s supermini proved steady performers on the local sales charts (handily also finding favour on the rental market), neither was particularly interesting to look at. That’s certainly changed with this third-gen version, though.

As with so many modern automotive designs, a broad grille dominates the front end, stretching from headlight to headlight, while deep creases in the bonnet are echoed by bold character lines etched into the vehicle’s flanks. The beltline rises sharply towards the rear, kicking up further still aft of the unusual C-pillar, and the wrap-around taillights are connected by a neat red trim strip. There’s even a gloss-black

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WHAT ABOUT THE i20 N?

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faux diffuser at the rear and chunky side-sill mouldings (complete with the i20 logo) in the same hue. In short, the latest interpretation of Hyundai’s five-door hatchback looks decidedly sportier than its forebear.

While the Indian-built model offered in South Africa is a mite shorter (3 995 mm, allowing it to qualify for tax benefits in its country of origin) than its Euro-spec equivalent, it’s interestingly a shade wider. It stands taller than its made-in-Turkey cousin, too, with ground clearance hiked to 170 mm; useful should you plan on occasionally tackling a gravel road.

Snappier styling aside, the biggest news is the introduction of forced induction, with Hyundai’s 1. The taillights wrap around into the flanks. 2. The lamps are connected by a red trim strip. 3. The SA-spec hatchback measures 3 995 mm long, with a wheelbase of 2 580mm.

THE BIGGEST NEWS IS THE INTRODUCTION OF A TURBOCHARGED ENGINE

Engine: 1.6-litre, 4-cyl, turbopetrol Transmission: 6-spd manual Power: 150 kW Torque: 275 Nm 0-100 km/h: 6.7 seconds Top speed: 230 km/h

turbocharged 1.0-litre, threecylinder petrol unit slotting in at the summit of the fivestrong range, above the old naturally aspirated 1.2- and 1.4-litre four-pots, which carry over unchanged. Already doing duty in the Venue, the turbotriple mill powering the i20 delivers 90 kW to the front axle via either a six-speed manual gearbox (as in the model tested here) or a seven-speed dualclutch transmission.

Although the punchy little powerplant is fairly refined at low revs (peak twisting force

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Since South Africa’s new-vehicle market isn’t exactly bursting with B-segment hot hatches (the Clio RS, Fiesta ST and 208 GTi are no longer offered, leaving the Polo GTI and new GR Yaris to fly the flag), you’re no doubt wondering whether the front-driven i20 N is destined for local shores. Well, Hyundai Automotive SA says it has “no plans” to bring in the Turkish-built tyke “at the moment”. So, you’re telling us there’s a chance, then?

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DEEP DATA HYUNDAI i20 1.0T FLUID

is on tap from 1 500 r/min) and punts along the circa-onetonne hatchback with gusto, the three-cylinder thrum turns surprisingly vocal as engine speeds increase. The manual cog-swapper, meanwhile, doesn’t offer the most precise shift action though the clutch pedal is at least light and easily modulated. Despite a moderately firm suspension set-up, the primary ride is well resolved; the upshot being a newfound sharpness to the way the i20 handles.

The most noticeable benefits of the BI3-generation i20’s increased exterior dimensions and wheelbase go to the rear occupants, who gain considerably more legroom than before. Claimed luggage capacity, too, improves some 26 units to 311 litres, even with a

full-size spare wheel shipping standard. The centrally seated rear passenger, however, has to settle for a lap belt, while the single-piece bench does without the split-folding function offered by most rivals.

This top-spec 1.0T Fluid model is full of features, such as an 8.0-inch touchscreen (with Apple CarPlay and Android Auto), rear parking sensors, a reversing camera, cruise control, a wireless smartphone charging tray, blue ambient interior lighting, six airbags and automatic headlights. The latter, however, are of the halogen rather than LED variety, while the range-topper has interestingly been downgraded from proper automatic to manual air conditioning.

Another highlight is the smart new 10.25-inch digital

Price: R333 900 Engine: 1.0-litre, 3-cyl, turbopetrol Transmission: 6-spd manual Driven wheels: F Power: 90 kW @ 6 000 r/min Torque: 172 Nm @ 1 500-4 000 r/min 0-100 km/h: 9.7 seconds Top speed: 190 km/h Fuel consumption: 6.5 L/100 km CO2: 124 g/km

4. Wireless smartphone charging is included. 5. A sixspeed manual gearbox is standard, though there's also the option of a seven-speed DCT unit. 6. Touchscreen stands proud. 7. Instrument cluster seemingly inspired by BMW. 6

THE VERDICT

Length: 3 995 mm Height: 1 505 mm Width: 1 775 mm Wheelbase: 2 580 mm Weight: 990 kg Luggage capacity: 311 L Fuel tank: 37 L Warranty: 5 years/ 150 000 km (7y/200k for powertrain) Service plan: 4 years/ 60 000 km

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instrument cluster, which bears more than a passing resemblance to BMW’s example. Spend an extra R5 000 for two-tone exterior paint and you also score a few neat design details inside, including red piping and stitching for the artificial leather trim applied to the comfortable yet supportive seats.

Despite the seemingly relentless rise of the crossover in general and the explosion of the small crossover segment in particular, B-segment hatchbacks are still big business in South Africa, even if the locally built Volkswagen Polo customarily grabs the fattest slice of the pie. The new i20 is exceedingly well equipped to continue playing a significant role in Hyundai SA’s success, finally offering the option of turbo power, serving up vastly improved driving manners and representing a substantial step forward compared with its predecessor. The striking new styling doesn’t hurt, either. A

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A decidedly more compelling product than its forerunner in virtually every department, the new i20 is destined to enjoy even broader appeal from both private and rental fleet buyers.

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trademark versatility; perceived quality

bit of a price hike; curious name change

Honda Fit 1.5 Elegance CVT Goodbye Jazz, hello Fit. The latest iteration of Honda’s practical supermini has switched badges but stays true to the original’s ethos.

Words: Ryan Bubear

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hat’s in a name? Despite the Jazz badge holding plenty of brand cachet here in South Africa, Honda has curiously switched to the Fit nameplate for this fourth generation. The reason? Well, the firm’s local arm claims it rebranded its versatile hatchback in a bid to target a “more diverse [read: younger] group of customers”.

We’re not entirely convinced it was the right decision. Still, even though the Fit moniker is largely unfamiliar to local buyers, it’s by no means a new one, having been applied to the five-door supermini in its domestic market of Japan (as well as many other nations) since the model’s inception in 2001. It’s interesting, however, that the Jazz name soldiers on in major right-hand-drive markets such as the United Kingdom.

The fourth-generation Fit range – which, unlike its Indian-built predecessor, is imported from Japan – is both narrower and pricier than the six-strong Jazz line-up it replaces, largely as a function of the axing of the entry-level 1.2-litre petrol engine and the lack of a manual gearbox option. Four derivatives are now

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on offer, including a flagship hybrid variant (see sidebar).

The remaining three employ Honda’s tried-and-tested 1.5-litre petrol mill, as used in the latest Ballade. The Fit sticks with natural aspiration, unmoved by the fact the majority of its B-segment rivals have gone the forced induction route. Though its peak outputs are virtually unchanged, the four-pot driving the front axle does at least boast better claimed fuel efficiency than the old unit.

A continuously variable transmission (CVT) ships standard, complete with a largely superfluous sport mode. While it’s tempting to roll out the usual list of gripes about such a transmission, we’d rather point to the fact it does a fine job of keeping the powerplant on the boil, particularly considering the modest peak twisting force of 145 Nm is available only once the tachometer needle nudges 4 300 r/min.

Clearly not designed to offer engaging driving dynamics (yet still encouragingly surefooted), the Fit majors in comfort and refinement instead. The ride is particularly pliant, with the suspension smartly tuned to iron out small to moderate tarmac imperfections, and the cabin is pleasingly isolated from road noise (the engine becomes thrashy only under full-throttle inputs).

Visibility from the well-padded driver’s seat is superb, owing to the unusual A-pillar design and generous glasshouse, and headroom up front is plentiful. The same goes for legroom in the rear, where the latest rendition of Honda’s unrivalled Magic Seat configuration offers both fold-flat and flip-up flexibility (and the ability to

boost claimed luggage space from 309 to a whopping 1 210 litres, measured to roof level).

With SA-spec models sourced from Japan once more, there’s an obvious step up in cabin quality compared with the outgoing version.

The facia features soft-touch material, while the rotary controls for the automatic air-conditioning system twirl with a reassuring sense of solidity. Black and grey are the hues of choice for much of the interior, but Honda has added off-white panels to the steering wheel, in-dash cupholders

1. The Fit features classy rear combination lamps and a distinctive C-pillar. 2. Note just how slim the A-pillar has become, improving visibility.

and gear-lever surround.

This mid-spec Elegance model features an easy-toread TFT instrument cluster and a fast-reacting 9.0-inch touchscreen, the latter tilted back to match the angle of the dashboard and complete with Android Auto and Apple CarPlay functionality. Other noteworthy standard features on this derivative include LED headlights, 16-inch alloys, four USB ports, stability control, six airbags and a reversing camera (although strangely no rear parking sensors).

Ultimately, the Fit is just

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HYBRID HOMECOMING

3

DEEP DATA HONDA FIT 1.5 ELEGANCE CVT Price: R370 700 Engine: 1.5-litre, 4-cyl, petrol Transmission: CVT Driven wheels: F Power: 89 kW @ 6 600 r/min Torque: 145 Nm @ 4 300 r/min 0-100 km/h: n/a Top speed: n/a Fuel consumption: 5.5 L/100 km CO2: 132 g/km Length: 4 043 mm Height: 1 537 mm Width: 1 694 mm Wheelbase: 2 530 mm Weight: 1 119 kg Luggage capacity: 309 L Fuel tank: 40 L Warranty: 5 years/ 200 000 km Service plan: 4 years/ 60 000 km

4

THE VERDICT

5 3. Off-white trim panels have been added to liven up the cabin. 4. The Fit's 9.0-inch touchscreen is positioned between two air vents. 5. The only transmission is a CVT.

styling, of course). Despite the badge switch, the Fit stays true to the values that have long defined its Jazz-badged predecessors; it’s sensible, versatile and comfortable. Whether the name change will see it appeal to younger customers – and not alienate loyal Jazz buyers – is another question altogether. A

like the Jazz that came before it, though with more impressive build quality, better fuel efficiency and an even loftier level of practicality (plus fresh

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Not too long ago, Honda had one of the most comprehensive hybrid ranges in South Africa, including the Insight and a dual-energy version of the second-gen Jazz.

But the quirky CR-Z’s quiet exit from the market in 2016 suggested the company’s local arm had abandoned this flavour of powertrain.

The launch of the new Fit, however, sees Honda return to this space, while also marking the debut of the new e:HEV badge.

The R484 000 Fit flagship is powered by a 1.5-litre petrol engine, two electric motors and a lithium-ion battery, and uses a fixedgear transmission. Total system outputs come in at 80 kW and 253 Nm, with fuel economy rated at 3.7 L/100 km. Note, however, the hybrid gubbins do take a small bite out of luggage space.

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3½ 5 Just like its forebears, the new Fit is all about function, boasting the most versatile and practical interior in its class. Build quality has improved but the powertrain is still a touch bland (though very likely bulletproof).

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capacious luggage compartment; very competitively priced

just two airbags; steering column lacks reach adjustment

Kia Pegas 1.4 EX Kia SA has tossed its hat back into the budget sedan ring with the Pegas.

Question is, do private buyers still have an appetite for such a vehicle?

Words: Ryan Bubear

Ryan_Bubear

W

hile there’s undeniably still a market for premium sedans in South Africa, a number of mainstream manufacturers have virtually given up on the threebox body shape. Hyundai’s local line-up, for instance, no longer includes a saloon, with the Accent having been quietly put out to pasture earlier in 2021. It was a similar case at Kia, with right-hand-drive production of the Rio Sedan grinding to a halt a couple of years back.

Somewhat surprisingly then, the South Korean firm’s range has gained a sedan. The Pegas arrives as a long-awaited replacement for the aforementioned Rio Sedan and is interestingly imported from China. It’s been built at the Yancheng plant since 2017 and touches down to do battle with Volkswagen’s Polo Sedan, Ford’s Figo Sedan and the underrated Suzuki Ciaz.

Whereas certain Indian-built budget saloons (think Honda Amaze and Suzuki Dzire) have been designed to slot into the sub-four-metre class, the Pegas isn’t bound by such restrictions, measuring 4 300 mm long, with a wheelbase of 2 570 mm. The result is impressive rear legroom and a commodious luggage compartment capable of swallowing a claimed 475 litres.

Perfect for e-hailing services, right? Well, Kia SA insists its focus is on young families, though we suspect fleet buyers will account for a significant

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portion of Pegas sales. Still, this EX model is equipped to function as a family hauler, boasting items such as a 7.0inch touchscreen (with Apple CarPlay and Android Auto), a reversing camera, rear parking sensors, cruise control, leather trim for the tiller, wide-opening rear doors and Isofix child-seat anchors.

That said, it makes do with dual front airbags and lacks stability control (the latter a common complaint in this segment), while sections of the faux-leather upholstery on the seats are light enough to invite toddler-induced grubbiness.

In addition, the rear bench is fixed in place (though a folding function may be added in the future) and the boot is opened via an old-school keyhole rather than a button.

The steering column lacks adjustable for reach, however, the squab angle of the loftily positioned driver’s seat can be fine-tuned. Other cabin quirks include centrally sited window switches, the absence of a one-touch indicator function and the fact that none of the otherwise useful storage holes between the front pews features a lid (leaving oddments in full view of prying eyes).

Propulsion comes courtesy of the Seoul-based firm’s naturally aspirated 1.4-litre, four-cylinder petrol engine, familiar from the Rio hatch but detuned slightly to 69 kW and 132 Nm. Although these peak outputs – directed to the front axle through a fivespeed manual gearbox (a fourspeed auto is also on offer) – aren’t particularly inspiring

1

on paper, they’re more than sufficient given the vehicle’s kerb weight is a just a shade over a tonne.

With a model such as this, ride comfort is more pertinent than performance figures, and here the Pegas truly excels. The suspension has been tuned for suppleness (the trade-off is some lean through fast bends), while the squishy 70-profile tyres wrapped around the 14-inch alloy wheels further iron out any road imperfections.

In short, the Pegas offers basic motoring at an attractive price; it’s considerably cheaper than the Rio hatch.

In a way, it feels like a family sedan from a bygone era, created to function first and foremost as an appliance.

We’re not damning the Pegas with faint praise, either; since it does this with great utility, lending it appeal not only to fleet buyers but also those increasingly rare value-hunting private consumers immune to the crossover bug. A

1. That bootlid hides a whopping 475 litres of luggage space. 2. The electric window switches are sited centrally, below the air-con controls.

2

THE VERDICT

3½ 5 Despite what the sales figures suggest, not everyone wants a high-riding crossover. And while the Pegas will surely appeal to fleet buyers, there’s clear value for private purchasers here, too. A practical budget sedan at a very tempting price.

DEEP DATA KIA PEGAS 1.4 EX Price: R236 995 Engine: 1.4-litre, 4-cyl, petrol Transmission: 5-spd manual Driven wheels: F Power: 69 kW @ 6 000 r/min Torque: 132 Nm @ 4 000 r/min 0-100 km/h: n/a Top speed: 170 km/h Fuel consumption: 5.7 L/100 km CO2: 135 g/km Length: 4 300 mm Height: 1 460 mm Width: 1 700 mm Wheelbase: 2 570 mm Weight: 1 036 kg Luggage capacity: 475 L Fuel tank: 43 L Warranty: 5 years/unlimited km Service plan: 4 years/60 000 km

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FEATURE

GR joyridiNG WITH GINIeL — mariusboonzaier Words: Marius Boonzaier kian.eriksen Photos: Kian Eriksen

South African racing legend Giniel de Villiers takes us for a an memorable off-road drive (and insightful chat) in the Toyota GR Yaris Rally.

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T

feels right at home in er to driving at speed off the beaten path so Dakar superstar Giniel de Villiers is no strang seat. nger terrifying from the passe the new GR Yaris. We must admit, it's mildly

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FEATURE

It’s

a cool six degrees Celsius as I arrive at Ruitersvlei Wine Estate in Paarl, Western Cape. The cold feels razor-sharp against my skin as I open the driver’s door but quickly disappears as I shift my focus to the menacing little hot hatch parked alongside me. It’s the Toyota GR Yaris, one of the most highly anticipated hot hatches of recent years.

I’m immediately reminded of the time ( just a few weeks prior) I spent with this exciting hatchback at a duo of racecourses on the local launch. At that same event, I also rode shotgun with South African racing legend Giniel de Villiers as he pushed the all-paw hatch to its limits. It was an absolute hoot. Now, a similar opportunity has arrived, although this time it’s on a stretch of gravel, a place where the rally-inspired GR Yaris should feel very much at home.

I climb into the flagship GR Yaris, put on my seatbelt and turn to Giniel.

Since he’s already driven this vehicle on

1

2

various surfaces, I ask him what he thinks of it just before we set off.

“It’s…” Giniel pauses. With his eyes firmly set on the length of dirt road ahead, he releases the clutch and depresses the throttle in one effortless movement. The Michelin rubber bites into the gravel and the GR Yaris sets off in spectacular fashion. The endearing note of the world’s most powerful seriesproduction turbocharged three-cylinder engine springs from the twin exhaust outlets. A cloud of dust, followed by a camera drone, trails behind us.

With a tug on the manual handbrake lever and a flick of the multifunction steering wheel, he directs the vehicle into a seamless drift. Much like in a television

“stUnts

seeN Here

3 1. Giniel chats to the two-wheel enthusiasts who came along for the ride.

2. The author prepares to experience what the GR Yaris is really capable of on gravel. 3. Here's the GR Yaris Rally living up to its name.

Have beeN

carried

oUt by

prOfessionals”

THE GRABBER X3 TYRE GOES ON AND ON...

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..

The flagship Rally version of the GR Yaris boast s a Torsen limited-slip differential on each axle, performancetuned suspension and 18-inch BBS forged alloys wrapped in Michelin rubber.

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advert where experienced stunt performers ply their trade, at this particular part of the article it seems appropriate to advise “not trying this at home” and point out the “stunts seen here have been carried out by professionals”.

“It is such a lekker plaything,” Giniel says, finally completing his initial sentence as we come to an abrupt halt. “The thing about this car is, it’s so well balanced. I can do this [drift] with one hand.”

For Giniel, the handling and finely honed chassis are the standout characteristics of the GR Yaris. There is, however, one thing he would have appreciated.

“I would have liked it to have a little more power,” admits the 49-year-old. “Just around 50 kW more. On the tarmac, you can’t break traction. There is just so much grip. If you want to put it into a slide, you have to use the handbrake.”

Remembering my time spent in the passenger seat while Giniel was at the wheel during a jaunt round a Formula K racetrack, I certainly understand his reasoning. On that tight and twisty racetrack, which is located on the outskirts of Johannesburg, it was astounding to experience just how composed the GR Yaris was around corners.

“When driven on a dirt road, the GR Yaris is great,” continues Giniel. “If you want proper fun, this is where you should drive it. Here, the power is more

1

Gdein ie l Villie rs

Giniel was just four years old when he started racing in a pedal kart on his father’s farm. The Barrydale-born racing driver’s first official race took place at the age of 17 in 1989. In circuit racing in the years to come, he won the South African touring car championship four times in succession from 1997 to 2000.

Having switched to off-road racing, Giniel made his debut in the Dakar Rally in 2003, finishing in a commendable fifth place. Fast-forward to 2009 and Giniel (alongside navigator Dirk von Zitzewitz) claimed victory at the gruelling off-road race.

Now boasting myriad championship titles in various disciplines of motorsport, he aims to repeat the latter feat in 2022 with the Toyota Gazoo Racing Dakar Rally team.

“It is sUcH

a lekker

playtHiNg” 2

1. Just how scary can we make this ride for author Marius? Publisher Vann gets plotting. 2. Toyota's angry little hot hatch in its natural, dusty environment.

...AND ON

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..

how many modern hot r rally-bred homologation special. After all, It's not difficult to tell the GR Yaris is a prope dirt? to turns c tarma the when home at hatches are

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FEATURE

Gazoo than sufficient to break traction. But you have to drive it in sport mode.”

Set to the latter, the GR-Four set-up sends 70 per cent of torque to the rear axle, with the remaining 30 per cent channelled to the front. Dialled to the normal setting, torque is distributed in a 60:40 split, with track mode adjusting that to a pleasingly balanced 50:50.

1

YARIS GRMN

2

1. The posterior of the Toyota GR Yaris is pretty beefy to accommodate the wider rear track. 2. Lovers of all things mud engaged in conversation.

Racing relatives

Inspired by the Japanese automaker’s return to the World Rally Championship, the Yaris GRMN was the first road-going Toyota released under the GRMN umbrella. For this limited-edition hot hatch, a team based close to the Nürburgring focused on giving the car superb dynamic performance. The supercharged engine was developed with input from Lotus and installed

by Toyota Motor Manufacturing France, where the Yaris GRMN was assembled. Only 400 units were built, though the GRMN wasn’t offered for sale in SA.

Price: n/a Engine: 1.8-litre, 4-cyl, supercharged petrol Transmission: 6-spd manual Driven wheels: F Power: 156 kW @ 6 800 r/min Torque: 250 Nm @ 4 800 r/min 0-100 km/h: 6.4 seconds Top speed: 230 km/h

“When producing a road car, manufacturers obviously have to favour understeer for safety reasons. But switch to sport mode and the GR Yaris is awesome.

I know I said I would’ve wanted the engine to produce an additional 50 kW or so, but the 1.6-litre turbocharged motor is still unbelievably responsive,” he adds, his hand resting on the six-speed manual gearbox’s leather-trimmed lever.

In SA-spec form, the turbo-triple produces 198 kW (available once the rev needle races past 6 500 r/min) and some 360 Nm (on tap from 3 000 r/min). According to Toyota, this allows the GR Yaris to accelerate from standstill to 100 km/h in 5.5 seconds and reach a maximum speed of 230 km/h.

“It moves,” exclaims Giniel, depressing the clutch and again selecting first gear before billing the GR Yaris as the most exciting road car ever produced by Toyota.

Speaking of thrilling road cars built by the Japanese manufacturer, I can’t help but think of the Yaris GRMN. I ask Giniel how the GR-badged homologation hot hatch compares to its front-driven forebear.

“The Yaris GRMN is an impressive car.

It had an ample amount of go. But with its all-wheel-drive system, the GR Yaris is just that little bit better. The GR Yaris is the better balanced of the two and the manner in which it comes to a halt is impressive [thanks to four-piston calli-

...AND ON

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..

Two wheels better than four? When it come s to the GR Yaris, we're not so sure we agree . Regardless, bringing these two machines together certainly make s for some exciting photographs.

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FEATURE

Gazoo

Racing relatives 1

GR YARIS RALLY

2

3 1. Can you imagine arriving at a wine estate and seeing Giniel thundering past in a GR Yaris? 2. Setting up for another exciting shot. 3. The body shell is constructed from lightweight materials such as carbon and aluminium.

Developed with help from Tommi Mäkinen Racing (Toyota’s partner in the WRC), the GR Yaris was born from the firm’s title-winning experience in this discipline of motorsport. Toyota’s claim the GR Yaris brings motorsport technologies and design to the road is more than mere marketing.

Billed as the spiritual successor to the Celica GT-Four rally car, it’s the first Toyota homologation model since 1999. A pure driver’s car, the GR Yaris is a blast to experience, particularly when you have Giniel de Villiers at the helm.

Price: R726 300 Engine: 1.6-litre, 3-cyl, turbopetrol Transmission: 6-spd manual Driven wheels: 4 Power: 198 kW @ 6 500 r/min Torque: 360 Nm @ 3 000-6 500 r/min 0-100 km/h: 5.5 seconds Top speed: 230 km/h

pers and brake discs measuring some 356 mm in diameter up front],” explains the Barrydale-born rally star.

“The GR Yaris feels just right. If I had to choose between the two, I’d definitely take the GR Yaris.”

With the off-road drive over and my clammy palms starting to dry, Giniel prepares to trade in the hot hatch’s keys for those of the Toyota Gazoo Racing Hilux that he’ll use to compete in the Dakar Rally. Shortly after our morning spent at this dirt track in the beautiful countryside of the Boland region, Giniel leaves South Africa and heads for the dunes of the Namibian desert, where the Toyota Gazoo Racing team starts its preparation for 2022’s instalment of the Dakar Rally.

Arguably the most challenging racing series in the world of motorsport, the 44th edition of the Dakar Rally is due to take place in Saudi Arabia in the first half of January 2022. We wish Giniel and his teammates the very best of luck. A

Many thanks to Giniel de Villiers for taking time out of his busy schedule to join us; to Richard Carew from Cape Dirt for affording us access to one of the Western Cape’s most picturesque dirt tracks, located on the Ruitersvlei Wine Estate; and to the directors of Trail Freedom Commission, Graham Hedgcock and James Hatting, for coming along with their two-wheelers.

For more info or to book this venue, contact admin@capedirt.co.za

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FEATURE

YOUNSG GUN

SIASTS R ENTHU A C G N U EW YO APHY. HT ON A F HOTOGR IG P L R T O O F P S N A PASSIO WE SHINE DISTINCT A E V A H WHO assionate ted by a p es is popula e n e en it com h sc me case w utomotive a sa ’s e a th ic fr ’s uals. It South A hy. ed individ hotograp APEX, like-mind re of car p u lt u group of g here at -c n b to the su y of motori jo follow, e t th a g th in the pages ut spread o n b O a . ll ce a n e ntry’s most uth a cha Since we’r of the cou give the yo e to m d so e f d nsman. o ci we’ve de phic work out each le details ab e photogra w th fe ram. d g n a a fi s st ’ll lu you appers, p over on In ) sn s! r u ca d g n n you them (a passionate holds for see, follow what you t the future a e h lik w u e yo se If wait to warriors.

We can’t ming lens o -c d n -a these up

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SIMON LUCKHOFF Having held a camera for the first time six years ago, Simon immediately fell in love with the art. Combining this with his passion for cars, he’s certainly found his niche. Simon is currently a freelance automotive photographer and also completing a Bachelor of Arts in Visual Communication.

Age: 20 / Favourite car photographed: Ferrari F8 /

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@simonluckhoff

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FEATURE

TIMOTHY KAPEND An automotive and lifestyle photographer, Timothy is passionate about entrepreneurship, photography and networking. He says he’d love to someday own a fleet of creatively specified vehicles and be not just behind the lens, but in front of it, too.

Age: 23 / Favourite car photographed: Jeep Wrangler (his own) /

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@creatingwithtim

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MATTHEW BARNARD SLEEP There’s something special about capturing a moment and looking back on it, says Matthew.

In the case of car photography, his images remind him how a specific car made him feel on that particular day. Matthew is an engineering student and points out that combining his passions of photography and motoring is akin to blending art and science.

Age: 21 / Favourite car photographed: Porsche 718 Cayman GT4 /

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@matts_cars_za

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FEATURE

TIMOTHY THORNE A freelance photographer who works primarily in the motoring industry, Timothy also has a strong interest in driving. In fact, he harbours dreams of one day becoming a professional racing driver.

Age: 23 / Favourite car photographed: Volkswagen Golf 7 R /

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@lifeoftimooo

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ZAHEER JEEBHAY As he loves travelling and capturing the world around him (something his father afforded him the opportunity to explore from a very young age), it’s little surprise Zaheer has settled into the world of car photography. With further encouragement from two cousins specialising in wildlife photography, he hasn’t looked back. Zaheer is in his second year of studies at UCT and hopes to become a photographic journalist or an automotive photographer and videographer.

Age: 19 / Favourite car photographed: Nissan R34 GT-R /

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@unknwneditz

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LIE ZEL FEATURE

RIDING S H OTG U N WITH

VAN DER WESTHUIZEN

WE GET BEHIND THE WHEEL OF A MINI WITH A POPULAR MEDIA PERSONALITY TO CHAT ABOUT EVERYTHING FROM THAT NICKNAME TO THE 1960s PORSCHE SHE’S HAVING RESTORED. Words: Vann van Staden

winewheelsandwatches Photos: Brandon Jacobs

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LIE ZEL FEATURE

I OFTEN GET NERVOUS

In fact, I’m a bundle of nerves at the best of times. So, when I had the chance to link up with one of my idols, Liezel van der Westhuizen (aka, the Giraffe), I was predictably a bit of a mess. She’s a powerhouse of a woman – TV personality, actor, voice-over artist, personal branding coach and marketing mogul – yet, within seconds of meeting her, it was like I was chatting to an old friend.

Liezel arrives in a bright yellow Porsche 911 GT3, attracting loads of attention.

After a quick intro and catch-up, we’re off on a jaunt around the coast in the Mini John Cooper Works Countryman. Our conversation goes something like this.

VANN: So, I’m sure everyone wants to know: what’s the giraffe connection?

LIEZEL: A few years ago, in a gossip column, a journalist covering an event described my sibling and I as “the giraffe sisters”. Sure, we’re tall but not overly so. On that particular evening, though, since we were both wearing heels, we absolutely towered over some of the guests. What started off as a tease ended in – and marked the start of – The Giraffe Brand Academy.

VANN: Bullied to business coach, then? That’s no mean feat.

LIEZEL: About four years ago, a business coach by the name of Niyc Pidgeon approached me from the United States and asked me to talk to her clients about my personal giraffe brand. “What giraffe brand?” I asked. She said she noticed

how I took the situation of being teased about my height and turned it into a positive, ultimately unwittingly creating my own brand. The penny dropped and here we are. I started the academy with the aim of helping entrepreneurs to understand the value of their personal brand and how it can play a role in business. In short, I coach people on how to stand out and tower above the rest, just like a giraffe.

VANN: Colour?

VANN: Not everyone can turn a negative into a positive. Speaking of inspiration, I recently joined your 5am club, with one eye half-closed but a success nonetheless. Every day it gets easier (or the coffee stronger). You also help people with their fitness journeys, right?

LIEZEL: That’s right. I’m on Kfm, 702 and CapeTalk. Every single day I talk about fitness, from the latest tips and advice to gear, and it all comes from my personal experience. My fitness drive is not just to achieve overall health and wellness but also because a personal trainer once suggested to me that I should sit out such things. He pointed out that I was at the back of a triathlon race and simply too slow.

The next day, I posed a question to my listeners on radio, asking if anyone had experienced being put down in the fitness arena. The response was overwhelming. So many people had been made to feel bad about themselves either by trainers or by others in their lives. I decided to do just the opposite and play a role in helping people cope better, feel better and do better, all at their own pace.

VANN: Speaking of pace, what’s your

LIEZEL: Red but it’s being changed to yellow. There are so few yellow cars on the road and I have noticed the smiles on people’s faces when a bright yellow car drives past. Yellow is also one of my favourite colours because it reminds me of sunshine and happiness.

VANN: Rumour has it you have a

restoration project going on at the moment, too.

LIEZEL: Yes! It’s a Porsche 356 B that used to belong to my dad. Everything is still original. We are still trying to find the right people to do the restoration, but I absolutely cannot wait to finally have this dream become a reality.

We could’ve talked for ages, but the road comes to an end and so does our outing. After spending some time at the wheel, Liezel has positive things to say about the Mini Countryman.

She loves the space (and all those cup holders!) plus its quirky infotainment system. The fact that it’s in John Cooper Works guise doesn’t hurt either.

This girl loves fast cars, after all. A MINI JOHN COOPER

WORKS COUNTRYMAN

R886 840 225 kW/450 Nm 0-100 km/h: 5.1 seconds Top speed: 250 km/h

daily drive at the moment?

LIEZEL: A Range Rover. I’m on the

beach all the time and I have dogs. I

Find Liezel on social media

@liezelonline

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need a car to be able to handle my mountain bikes and my SUP board without hassle.

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@liezelv

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CLASSICS

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Last chance saloon Words: Brett Hamilton

BrettAtLarge

SHOPPING FOR A CLASSIC CAR? DON’T OVERLOOK THE SEDAN BODY STYLE OR YOU RISK MISSING OUT ON A HOST OF PRACTICAL OPTIONS. HERE’S OUR ADVICE.

IT’S

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JAGUA R MK (1959) 2

inevitable that any attempt to list desirable classic or modern classic cars will be crammed full of compact coupés and racy roadsters. Sleek red-andyellow machines with engines in strange places and hardly any space for passengers. As a writer, this is the easiest list to make and in the previous two issues I've had loads of fun doing just that.

But this does a disservice to a raft of practical classics that warrants your attention. I am, of course, talking of the venerable saloon. That four-door, three-box, booted family chariot capable of offering luxury, practicality and – very often – a healthy dollop of performance.

So, here I’ve put forward a list of saloons I really wouldn’t mind having in my garage. Composing such a register is exceedingly difficult, specifically because there is such a long inventory of simply superb candidates from all four corners of the globe. Indeed, it’s here where Ferrari and Lamborghini stand back for the likes of Volvo and Datsun. Perhaps I am doomed to disappoint even myself with what ends up on the cutting room floor, but let’s dive right in.

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Modern performance 1

AUDI RS4 B7 (2006)

When the RS4 came to South Africa, it was a revelation for Audi. Sure, there was the RS2 Avant in the 1990s but other than that the brand was slightly stodgy.

Things have changed since those days and while the R8 may have stolen the poster space on the wall, it’s the RS4 that first shook things up on the street.

What made it special was the naturally aspirated 4.2-litre V8 under the bonnet.

The eight-cylinder pushed out 309 kW and 430 Nm, and was mated with a six-speed manual gearbox. Performance was exhilarating and the noise from the oversized pipes was utterly addictive.

Prices are still reasonable but given its driving character, it’s important to look for a well-kept model with low mileage.

Prices: R150 000–R300 000+

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1

BMW M3 E36 (1994)

Don’t get me wrong; BMW’s E46 M3 arguably remains the best M3 of all time.

In fact, I’m tempted to say it’s one of the best performance cars ever. Thing is, it was never available with four doors, so I need to put aside my fond memories. Luckily, I don’t have to look far to find a replacement in the slightly older, less flashy E36.

This was the first M3 to reach SA shores and despite its subdued looks it packs a mean punch. The inline six is responsive, top speed is over 250 km/h and the driving dynamics are superb.

Good examples are becoming increasingly rare, so prices can be steep.

Prices: R150 000–R350 000

3

Audi RS4 B7 BMW M3 E36 BMW M5 E28/E34

BMW M5 E28/E34 (1984/1988)

Sure, we listed the E34 as a top choice in our inaugural issue, but the M5 is certainly

2

worth mentioning twice. For good measure, I’ve thrown in the E28 (1984).

While the E34 remains my first choice, given the role it played in establishing the M nameplate in the modern era, the first-generation M5 is equally understated and desirable. It was billed as the fastest production saloon in the world at its

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launch back in 1984.

The M88/3 inline-six is something to experience for the purist and while later M5s are better in terms of driving dynamics, the E28 remains a special item.

Naturally, prices reflect this.

Prices: R250 000–R500 000/ R750 000–R1 000 000

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CLASSICS

3

BMW'S FIRST-GENERATION (E28) M5 WAS BILLED AS THE WORLD'S FASTEST PRODUCTION SALOON AT ITS LAUNCH BACK IN 1984

OKAY, HEAR ME OUT

• MITSUBISHI LANCER

• SUBARU IMPREZA

Launched around the same time as the Audi RS4, the Lancer Evo IX was somewhat drowned out in a crowded market. This was unfortunate because it was such a capable and rewarding car to drive. Its 2.0-litre turbo engine was free-revving and eager and its steering was precise and light. It was immense fun to drive.

Not many were sold, so they're not easy to find.

Yes, I know we mentioned the Impreza WRX STI in our modern classics piece in the previous issue, but if you’re searching for a handy alternative to the likes of the M3 and RS4, look no further than this. Given it’s based on an Impreza, the STI is slightly less refined than the German models mentioned above, but its engine’s deep rumble is also far more visceral.

EVOLUTION IX (2005)

WRX STI (1992/2000)

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GOLDEN OLDIES

Jaguar Mk2 Citroën DS Mercedes-Benz W114/W115

1

OKAY, HEAR ME OUT • ROLLS-ROYCE SILVER SHADOW (1965)

1

JAGUAR MK2 (1959)

Many rate the Jaguar Mk2 as one of the finest British cars of all time. Get behind the wheel of these ageing beauties and you’ll be hard-pressed to disagree.

Jaguars used to be marketed as offering “grace, space and pace”, and the Mk2 certainly delivered on this promise. It was not entirely a sports car but did manage to enjoy great motorsport success, even being piloted by Sir Stirling Moss. In modern terms, it’s quite an enjoyable car to drive and certainly isn’t averse to being pushed along. It was available with a raft of straight-six engines, with the range-topping 3.8-litre offering the most grunt of the lot.

Prices: R250 000–R500 000

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CITROËN DS (1955)

Let’s forget for a second this is technically a fastback. When the DS was launched, it was a technological marvel wrapped in striking design. Today, it remains admired for both of these attributes. It’s often described as the goddess of effortless style and was defined by the complex hydraulic system that powered its brakes, clutch and suspension.

Even 70 years later, driving one is an absolute joy as the car effortlessly glides over bumps and potholes, all while exhibiting minimal body roll through corners.

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It was offered in various body shapes and with numerous engine options, so we will not try to narrow our discussion.

Prices range depending on model and condition. Though these tend to be remarkably reliable, they do require good maintenance to the hydraulics.

Prices: R200 000–R750 000

3

3

MERCEDES-BENZ W114/W115 (1968)

To be honest, I could add a list of about 15 models from Mercedes-Benz in this section alone. Still, I will try to remain composed. In a previous issue, I elaborated on the venerable W123 as a practical and sensible purchase. I stand by that but here I will cast my gaze further into the past to the W114/W115, the long-lamped predecessor to the W123. Touted as a new-generation model sitting below the S-Class, the W114/W115 was the successor

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I mean, why not? The Silver Shadow was advertised as being the best car in the world. Ever.

That was a big cheque to cash, but what is clear is that the Silver Shadow was a significant car in the marque’s history. With sales slipping and British automotive production under pressure, RollsRoyce needed to modernise to protect its future. As such, the Silver Shadow used a monocoque construction that was a first for the company. Its design was a major departure from the previous Silver Cloud and – significantly – had smaller proportions while affording occupants greater interior room.

The key here is to shop carefully.

These cars can be reliable but require careful maintenance. In many cases, this has sadly not been the case.

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to the W110 Fintail and sported a stylish three-box design by Paul Bracq.

Engines included diesel units displacing from 2.0 to 3.0 litres. Many clean examples can still be found today, though prices are starting to climb.

Prices: R50 000–R250 000

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2021/10/06 16:23

CLASSICS

THE JAGUAR XJ SERIES PAVED THE WAY FOR A RAFT OF SALOON CARS FROM THE BRAND

1

BIG LUXURY 1

Jaguar XJ Series 1/2/3 BMW 7 Series E32 Mercedes-Benz S-Class W126

JAGUAR XJ SERIES 1/2/3 (1968/1973/1979)

At the introduction of the Jaguar XJ, a usually reserved William Lyons, managing director of the company at the time, stated: “I believe you will agree that 1968 has been Jaguar’s year.” And it was. The XJ Series 1 was a sleek, capable and refined triumph, rivalled only by the S-Class. Even by today’s standards, it’s a beautiful car. It also paved the way for a series of saloon cars (XJ40 in 1987, X300 in 1994 and X350 in 2003) that has ensured Jaguar’s survival in often-dire situations.

While my heart skips a beat whenever I see an X350 and specifically the facelifted X358 of 2008, the focus here is on the Series models. Produced between 1968 and 1987, the Series 1, 2 and 3 were each in essence meant to be a “stretched” E-Type and very quickly made the rest of the firm’s line-up look pretty dated. Later models had a few reliability issues, so look for a clean one with a good record.

Prices: R50 000–R350 000

2

2

BMW 7 SERIES E32 (1986)

Interestingly, the second-generation BMW 7 Series arrived on the scene about the same time as the Jaguar XJ40. And there was simply no comparison. The BMW was better in terms of quality, refinement and performance. As it’s a BMW, it was naturally sportier than its rivals, which stands it in good stead nowadays. It has aged well

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and a recent version I drove felt surprisingly tight. It’s a big car though, so keep this in mind before getting too spirited with it.

The E32 was originally available with straight sixes and a V12, with V8s following in the early ‘90s. Its looks are still sublime and fit well with BMW’s other box-shaped classics: the E30 3 Series and E34 5 Series. Also consider the earlier E12 or E28, or indeed the later E39.

A clean version should serve you well.

Prices: R75 000–R200 000

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BIG LUXURY

Jaguar XJ Series 1/2/3 BMW 7 Series E32 Mercedes-Benz S-Class W126

OKAY, HEAR ME OUT • HUDSON HORNET (1950)

3

3

MERCEDES-BENZ S-CLASS W126 (1979)

For many, the Mercedes-Benz S-Class remains the benchmark large luxury sedan. In most cases, it is. Officially, the first S-Class was the W116 (1972), but its lineage can be traced back to the 1956 Ponton, W111/W112 Fintail and W108.

While the W116 laid the foundation for Mercedes-Benz’s rise to the level of bench-

WILD CARDS VOLVO 122 (1956) The Volvo 122 (also called the Amazon) is a favourite with tuners. Still, this is one which I would prefer keeping in original trim.

Volvo may not be known for producing the most exciting cars in the world (besides the P1800), but

mark in this class, the second-generation W126 perfected it. It boasted numerous technologically advanced features and industry firsts, though the W126 was essentially a modernised W116 rendered more refined, durable and lighter. The result is relative luxury combined with a pretty easy drive.

Prices are climbing, so make your move sooner rather than later.

Prices: R100 000–R250 000

in some markets. It’s since gained cult status as a tuner’s dream car and is why I’ve singled it out here.

the styling of the 122 is certainly coming into its own and muted prices make it an easy entry point to classic saloon ownership.

SAAB 900 (1978)

DATSUN 510 (1968)

Attractive? No. Cool?

Absolutely. Right? Saab is perhaps best known for its technical prowess, specifically for its work with turbochargers. Back in the 1970s, the company took the motor from a Triumph Dolomite, slapped a turbo

I have to admit the number of cars from Honda, Suzuki, Datsun, Nissan, Renault, Alfa Romeo and Fiat that could have made this list was seriously lengthy. The Datsun 510 was a compact saloon also sold as the 1600

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Yes, a little cliché, but the Hudson Hornet boasts some serious accolades. Besides, it has four doors and a boot. Hudson was the first auto company to become involved in stock-car racing and the Hornet was a formidable competitor. That being said, it offers a refined ride (as most large American saloons do), rumbling performance and good finishes. They are highly collectable and rare in South Africa.

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on it and managed to extract immense performance. Most importantly, it remained reliable. Saab then became a first choice for a niche type of motorist: the intellectual. You know, the kind of person who has a typewriter in his home but not for typing. Later Saabs are equally cool, but prices have plummeted since the company went bankrupt in 2011. So you may as well go for a classic model. A

ISSUE 3

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GARAGE

SEE IT BUY IT OWN IT APEX

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FEATURE

02

THE READING ROOM

THE LINCOLN HIGHWAY Emmet Watson is an 18-year-old who served a sentence for involuntary manslaughter at a juvenile work farm.

On the drive home with the warden, he notices two friends from the farm are stowed away in the boot.

This book bursts with life, charm and adventure, all while depicting an extraordinary journey through 1950’s America.

Author Amor Towles absolutely nailed this one, delivering a true adventure piece that is easy to get lost in.

These must-read books are at the very top of our list this season.

Let’s dive right in.

Words: Morgan Ashley

03

MILLIONAIRE IN THE MAKING: BUILDING GENERATIONAL WEALTH BY INVESTING WISELY “I want to help those of you who feel stuck in the rat race like I did. I hope to educate all South Africans on how to build a stronger financial position with multiple streams of income, while also protecting their wealth for generational success,” says author Laurens Boel.

The educator and property expert shares his wisdom and opinions on wealth generation, how the economy works and how to earn passive income through side hustles.

04

HARLEM SHUFFLE Multi-award-winning and bestselling author Colson Whitehead indulges us with his latest novel about heists, shakedowns and rip-offs.

“Ray Carney was only slightly bent when it came to being crooked.” The lead character in this story set in Harlem in the 1960s is initially an upstanding salesman of reasonably priced furniture, trying to make a decent life for his family. Cash is tight, especially with those instalment-plan sofas, so it’s a slippery slope as he starts discreetly selling jewellery that his cousin Freddie occasionally drops off. He soon finds himself involved in a hotel heist that doesn’t go to plan.

It’s a family saga masquerading as a crime novel; a hilarious morality play, social commentary about race and power, and ultimately a love letter to Harlem. A

01

POWER PLAY: ELON MUSK, TESLA AND THE BET OF THE CENTURY Author Tim Higgins, an automotive and technology reporter for the Wall Street Journal, delves into the fastpaced business story of Tesla, detailing SA-born Elon Musk’s battle to build a mass-market electric car to change the world.

Tesla underwent a hellish 15 years, beset by rivals, pressured by investors, hobbled by whistleblowers but ultimately buoyed by its loyal supporters. This book promises to be a good read; a story of power, recklessness, struggle and triumph.

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2021/10/06 16:16

Franschhoek Motor Museum celebrates the harnessing of original horsepower into over 100 years of motoring history

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2021/10/07 15:41

FINAL WORD

MAT WATSON MW

ON CARS

matwatsononcars

Since our friend from YouTube has driven so many exotic vehicles in his time, it takes a lot to stir up a true feeling of want. But the Lotus Emira has done just that.

LOTUS EMIRA

P

lease don’t judge me for saying this, but after some 20 years of car reviewing, I’ve become a little blasé about new-model launches.

In recent years, only a few cars have managed to evoke that feeling of want in me.

Toyota’s GR Yaris and the Suzuki Jimny are two and I now own an example of each. The latest Porsche 911 GT3 is another. But owing to lengthy waiting lists and, well, the price, I’ll probably never have the opportunity to have one of those.

Thankfully, there’s another box-fresh model that I consider a surprisingly affordable and attainable GT3 alternative: the new Lotus Emira. This thing looks like a Ferrari 488 Pista but is set to go for a quarter of the price. Interior quality is more Porsche than Lotus and you can even buy one with an old-school supercharged V6 and a manual gearbox.

So, the want is back. I just never thought such a feeling would be revived by a Lotus… A

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Engine: 3.5 L, V6, supercharged petrol Transmission: 6-spd manual Power: 298 kW Torque: 420 Nm 0-100 km/h: sub-4.5 seconds Top speed: 290 km/h

ISSUE 3

2021/10/14 15:07

Does your medical aid suit your family?

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