APEX 04 by APEX

APEX

THE PEAK OF SOUTH AFRICAN MOTORING

NEXT-GEN FORD RANGER MORE POWER, MORE TECH, MORE BAKKIE

Sonorous flat-six We strap into the Porsche 911 Carrera GTS

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Hybrid heroes Toyota RAV4 and Corolla Cross tested in hybrid form

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THE PEAK OF SOUTH AFRICAN MOTORING

LONE RANGER +

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Electrical storm Audi e-tron GT thrills us on a first drive

NEWS Range Rover • Mercedes-AMG SL • Rolls-Royce Black Badge Ghost • Porsche 718 Cayman GT4 RS LAUNCH PAD Bentley Continental GT Speed • BMW M240i xDrive Coupé DEEP DRIVE Audi Q5 Sportback • Peugeot Landtrek • Mini Cooper SE • Fiat 500 FEATURE INEOS Grenadier • BMW design • EVs heading to SA • Brian Gush • CLASSICS Aston Martin Vanquish turns 20

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The newThe C-Class new C-Class

by Mercedes-Benz by Mercedes-Benz

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CONTENTS ISSUE 04

22 NEWS

Mercedes-AMG SL

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FEATURE

INEOS Grenadier

LAUNCH PAD Audi e-tron GT

106

DEEP DRIVE

Peugeot Landtrek 4Action 4X4 AT

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80247

Be Alive. Be You. Be Connected.

PRE-COOL* PRE-HEAT

FUEL CHECK

REMOTE LOCK

Get a Connected Ford EcoSport Titanium or Trend today Download the FordPass App from the App Store or Google Play store

Go to Ford.co.za or contact your nearest dealer for more * Remote start allows you to activate your cabin Pre-heat/Pre-cool, dependent on your climate control settings and is only available on Automatic Transmission Models. FordPass Connect and embedded modem comes standard on selected 2021.75 MY ECOSPORT (excluding Ambiente-models).

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CONTENTS 16 18

FIRST WORD NEWS

New Range Rover, Mercedes-AMG SL, Rolls-Royce Black Badge Ghost, Porsche Cayman GT4 RS

FEATURE

30 Defender of the crown INEOS Grenadier 36 Ranger reimagined new Ford Ranger 74 Designing BMW’s future Adrian van Hooydonk 80 Plugged in EV’s en route to SA 136 Unsung no more Brian Gush

FEATURE

Ranger reimagined

LAUNCH PAD

44 Speed merchant Bentley Continental GT Speed 50 Electrical storm Audi e-tron GT 56 Middle child Porsche 911 Carrera GTS Coupé 62 Small grille, big bite BMW 2 Series Coupé

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NEWS

Range Rover

LAUNCH PAD

Small grille, big bite

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CONTENTS COLUMN

67 Steve Smith 69 Ernest Page 70 Jeanette Kok-Kritzinger

LIFESTYLE

84 Tiny epic Travel with Suzuki Jimny 128 Riding shotgun with Reuben Riffel 132 Eternal silhouette Porsche 911 tattoo

100

LIFESTYLE

Suzuki Jimny

142

CLASSICS

Aston Martin Vanquish

DEEP DRIVE

95 Toyota RAV4 2.5 Hybrid GX CVT 100 Audi Q5 Sportback 40 TDI quattro Advanced S tronic 106 Peugeot Landtrek 4Action 4X4 AT 112 Mini Cooper SE 118 Toyota Corolla Cross 1.8 Hybrid Xr CVT 124 Fiat 500

CLASSICS

142 The end of a new era Aston Martin Vanquish

FINAL WORD

162 Mat Watson on cars

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DEEP DRIVE

Toyota RAV4 2.5 Hybrid GX CVT

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FIRST WORD

’ve always had a deep appreciation for design. I consider those wielding a pen, paintbrush or tattoo machine – regardless of their areas of specialisation – as true artists. Since becoming enamoured with motor vehicles, there’s a group of designers for whom I’ve gained immense respect. These are the persons entrusted to ‘reimagine’ the silhouette of arguably the most iconic sports car ever created: the Porsche 911. It’s been said that the person at the head of designing the 911 has the most challenging job in the industry. The vehicle has to look different with each generation yet remain true to its original design. The 911 is, then, a product of evolution rather than revolution. It’s something I admire, so much so that I decided to have the 911’s timeless silhouette tattooed onto my forearm. There are, of course, other manufacturers who have managed to achieve the same, though with a more contemporary twist, with cars such as the three-door Mini Cooper hatchback and Fiat 500. The new Range Rover’s silhouette, too, remains true to its ancestor’s. Not to get too philosophical, but figuratively speaking, with each new year, there’s the opportunity to redesign and try, at least, to improve on the previous year. Start with a blank sheet of paper. It is easier said than done. I’ve found drawing that figurative pencil line doesn’t always come out as smoothly as I’d hoped. But it’s a learning curve. And that’s the point; learning and improving. As Dr Ferdinand Porsche once said: “Change is easy. Improvement is far more difficult.” On behalf of the APEX team and each of the talented individuals who contributed to the following pages, allow me to wish you a joyous and prosperous 2022. There is so much to look forward to in the coming months. Be sure to keep an eye on our website and social media pages for all developing news stories.

Enjoy the issue

Marius

mariusboonzaier

apexmag.co.za

@apexmagza

THE TEAM Publisher: Vann van Staden Editor: Marius Boonzaier Art director: Bianca-Leigh Nagel Lifestyle editor: Lauren Zuidema Contributors: Brett Hamilton, Ernest Page, Gautam Sharma, Ian McLaren, Jeanette Kok-Kritzinger, Jennifer Campbell, Juliet McGuire, Mark Smyth, Mat Watson, Roger Houghton, Ryan Bubear, Steve Smith, Vann van Staden Proofreader: Margy Beves-Gibson Advertising and editorial queries: 021 712 3842 / vann@apexmag.co.za Published by: APEX Exchange (Pty) Ltd Printers: Novus Print Distributor: On The Dot / Media Support

Printed by

A division of Novus Holdings

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TAG HEUER BOUTIQUES SANDTON CITY 011 784 7422 - V&A WATERFRONT 021 421 8539 FOR FURTHER INFORMATION PLEASE CALL 011 669 0500 WWW.PICOTANDMOSS.CO.ZA APEX 17 ISSUE 4

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Fifth Chapter A superb manifestation of Jaguar Land Rover’s vision to create the world’s most desirable luxury vehicles, the new Range Rover writes the next chapter for the British marque’s flagship SUV.

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NEWS

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NEWS

DEFINED BY THREE LINES

Tracing their origins back through the generations, three lines define the new Range Rover’s exterior design. Said Prof. Gerry McGovern, chief creative officer at JLR, “Informed by creative intellect and a desire for perfection, it doesn’t follow fashion or trend, but a modernist design philosophy, combined with over 50 years of evolution. It is quite simply the most desirable Range Rover ever created.”

FIFTH-GEN FIRSTS

■ Power-assisted doors ■ Haptic feedback on 13.1-inch Pivo Pro infotainment ■ Dynamic Response Pro 48 V electronic roll system ■ 4.4-litre V8 twin-turbo petrol engine ■ Upcoming all-electric model

SOPHISTICATED SURFACES

Boasting a drag coefficient of 0.30, the fifth-generation Range Rover is the most aerodynamically efficient SUV in the world.

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NEWS

INNER SANCTUARY

A 13.1-inch infotainment display dominates the cabin. The curved, touchenabled item incorporates JLR’s Pivi Pro infotainment software. The ‘floating’ 13.7-inch digital instrument cluster features new highdefinition graphics. A new rear-seat entertainment system, which features a duo of 11.4-inch HD touchscreens, can be found in the rear compartment. This system is operated via an eight-inch tablet.

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PROGRESSIVE POWERTRAINS

Scheduled to arrive in South Africa towards the middle of this year, the local Range Rover line-up will comprise “advanced” six- and eight-cylinder powertrains, p owertrains, all coupled to a “responsive” eightsspeed peed automatic transmission sending power and a nd torque to JLR’s intelligent all-wheel-drive ((iAWD) iAWD) system. The diesel D350 unit produces 257 2 57 kW and 700 Nm of torque. The duo of new n ew Extended Range plug-in hybrid (PHEV) variants – the P440e and P510e – are powered by a six-cylinder petrol engine incorporating a 105 kW electric motor. In total, the P440e and P510e produce 323 kW and 375 kW, respectively. Spearheading the range, the P530 model is endowed with a 4.4-litre, twin-turbocharged V8 engine that produces 390 kW and 750 Nm for a zero to 100 km/h sprint time of 4.6 seconds and a top speed of 250 km/h.

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NEWS

ROADSTER

H T R I REB

Combining the sporty genes of the original with the driving performance typical of AMG, the MercedesAMG SL has returned to its roadster roots.

nderpinned by a completely new 2+2-seater architecture, the latest-generation SL’s sculpted bodywork was designed on a blank piece of paper. The new model shares no components with its predecessor or the AMG GT Roadster. The chassis is designed as a lightweight composite aluminium structure, guaranteeing maximum rigidity and precise driving dynamics. Paying homage to its ancestor – the 300 SL race car from 1952 – the R 232-generation model’s Panamericana grille features 14 vertical slats and widens at the bottom. Tapered headlamps, replete with digital LED tech and striking daytime-running lights, flank the latter item. ’Round back, the active rear spoiler is integrated into the boot lid. An array of wheel sizes are on offer. Nineteen-inch alloys are standard. The hyper analogue cabin features an “aviationinspired” 12.3-inch LCD instrument panel. An 11.9-inch portrait-orientated infotainment display, incorporating Benz’s latest MBUX software, is cited between the front occupants. AMG-specific menu items include AMG Performance and AMG Track Pace to emphasise the SL’s sporty character. At launch, two models are on offer, the SL 55 and SL 63. Additional variants, including an E Performance hybrid, will

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be introduced at a later stage. Endowed with Affalterbach’s 4.0-litre twin-turbocharged V8 engine, the SL 55 and SL 65 produce 350 kW/700 Nm and 430 kW/800 Nm, respectively. A nine-speed Speedshift MCT transmission directs power to Benz’s 4Matic+ all-wheel-drive system. The SL 55 accelerates to 100 km/h from standstill in 3.9 seconds and tops out at 295 km/h. The SL 63 completes the obligatory sprint three-tenths of a second quicker, before reaching a maximum speed of 315 km/h.

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NEWS

“THE SL IS AN ICON… WITH THE REBIRTH OF THE ROADSTER FROM MERCEDES-AMG, THE NEW SL MORE THAN EVER REMAINS THE SYMBOL OF THIS TIMELESS FASCINATION” Britta Seeger, member of the board of management of Daimler AG and Mercedes-Benz AG, responsible for Mercedes-Benz Cars marketing and sales.

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BACK IN BLACK

NEWS

THE DARK SIDE OF POST OPULENCE

Although clients are offered the choice of 44 000 “ready-to-wear” hues or creating their own, the British luxury marque says most clients request the signature black colour option. To create the latter hue, which Rolls-Royce bills “the motor car industry’s darkest black”, 45 kg of paint is atomised and applied to an electrostatically charged body in white before being oven-dried. Two layers of clear coat are then applied and hand-polished to produce a high-gloss piano finish. According to the firm, this process takes between three to five hours.

Cloaked in a bespoke black shade, the Black Badge Ghost characterises the alter ego of Rolls-Royce: assertiveness, dynamism and potency.

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NEWS

DARK DETAILS

For hallmarks such as the Spirit of Ecstasy and Pantheon grille, a specific chrome electrolyte is introduced to the traditional plating process codeposited on the stainless-steel substrate. This darkens the finish. According to Rolls-Royce, the final thickness is “just” one micrometre. Each item is hand-polished with precision to achieve a mirror-black chrome finish. Reserved for the Black Badge Ghost, the model-specific 21-inch composite wheel barrels are fashioned from up to 22 layers of carbon fibre, which is laid on three axes and folded back on themselves at the outer edges of the rim, forming a total of 44 layers. The 3D-forged aluminium hub is bonded to the rim using aerospace-grade titanium fasteners. A lightly tinted lacquer is applied to the finish and allows clients to observe the wheels’ unique carbon-fibre construction.

ROLLS-ROYCE BLACK BADGE GHOST Engine: 6.75 L, V12, turbopetrol Transmission: 8-spd AT Driven wheels: 4 Power: 441 kW @ 5 000 r/min Torque: 900 Nm @ 1 700-4 250 r/min 0-100 km/h: 4.7 seconds Top speed: 250 km/h Fuel consumption: 15.8 L/100 km CO2: 359 g/km

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718 NEWS

MID-ENGINED MENACE

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An uncompromising driver’s car, the Porsche Cayman GT4 RS is designed to impress with its lightweight construction, extremely agile chassis set-up, sophisticated aerodynamics and unique soundtrack.

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NEWS

he first 718 to don the RS moniker, the most hardcore Porsche Cayman to date, boasts a Nürburgring Nordschleife lap time of seven minutes 09.30 seconds. However, on the shorter, 20.6 km circuit, the Cayman GT4 RS registered a time of seven minutes 04.511 seconds. For reference, that’s a whopping 23.6 seconds quicker than its non-RS-badged GT4 sibling. To save weight, the Cayman GT4 RS has been equipped with myriad carbon fibrereinforced plastic components. These can be found on the bonnet and front wings. Lightweight glass and carpets and the removal of insulation material also reduce mass. For enhanced downforce (the GT4 RS has approximately 25 per cent more downforce than the standard GT4), the German marque has equipped the flagship model with a “highly efficient” fixed rear wing, replete with a swan-neck attachment, and an array of additional aerodynamic items. The RS-badged model also rides 30 mm lower to the ground than its 718 GT4 sibling.

718 Cayman GT4 PDK

Engine: 4.0 L, flat-6, petrol Transmission: 7-spd dual-clutch Driven wheels: R Power: 309 kW Torque: 430 Nm 0-100 km/h: 3.9 seconds Top speed: 302 km/h Weight: 1 450 kg

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Engine: 4.0 L, flat-6, petrol Transmission: 7-spd dual-clutch Driven wheels: R Power: 386 kW Torque: 450 Nm 0-100 km/h: 3.4 seconds Top speed: 315 km/h Weight: 1 415 kg

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FEATURE

INEOS Grenadier in SA

Defend of the

crown SENSING THAT, LIKE HIMSELF, THE ADVENTURE-SEEKING MOTORING WORLD WASN’T QUITE READY TO BID FAREWELL TO THE RUGGED CHARM OF THE ORIGINAL LAND ROVER DEFENDER, ONE BRITISH BILLIONAIRE TOOK IT UPON HIMSELF TO CONTINUE ITS LEGACY. Words: Ian McLaren

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nder APEX

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FEATURE

emember that time when you and your friends were standing around a braai, bemoaning the discontinuation of your favourite motor vehicle, and it suddenly occurred to you that you could all band together to build a new car that would serve as its replacement? Oh, how you all laughed and laughed… The news that Land Rover was planning on discontinuing the original Defender in lieu of a significantly more boutique version proved a bitter pill to swallow for Sir Jim Ratcliffe, British billionaire and founder of chemicals company INEOS. Armed with both the means and contacts required to tackle such a project, Ratcliffe established INEOS

Automotive in 2017, less than a year after the last of the original Defenders rolled off the production line. With more than 75 000 listed inquiries since global order books opened in September 2021, the Grenadier – named for the most capable soldiers (those entrusted with tossing the grenades) within an army division – is set to make landfall, including on South African shores when it lands here in July. Standing more than two metres broad and equally as tall, at first glance, there’s little doubt as to which legendary off-road vehicle’s profile INEOS’ designers drew inspiration from. That said, as with the original Defender, it was noted from the outset that the Grenadier would place function over form when it came to styling. As per the brief, the brand’s first production model is designed to favour off-road ability, including optimal approach and departure angles while providing a compelling platform to

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add any number of accessories, from overlanding to military gear. The Grenadier’s exterior styling pays homage to the Defender. INEOS Automotive entrusted Austria-based company Magna Steyr, the firm responsible for the running gear of the Mercedes-Benz G-Class, to engineer the Grenadier. It features a body-on-frame construction and fore and aft live axles. INEOS’s subsequent working relationship with BMW as an engine supplier is a significant one in terms of both overall performance and perceived reliability and, in a South African context, when it comes to maintenance and servicing. At launch, the Grenadier will be available with the choice of two six-cylinder engine options. The (B57) turbocharged oil-burner produces 183 kW and 550 Nm of torque, while the (B58) turbopetrol unit is endowed with 210 kW and 450 Nm. Both motors are coupled to a ZF-sourced eight-speed automatic transmission, which includes low-range ratios.

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FEATURE “We had Jeeps, Land Rovers, Toyota Hiluxes, a Toyota Land Cruiser, Nissan Patrols and even a Ford Bronco on hand during the planning stages of the Grenadier,” said Toby Ecuyer, head of design at INEOS Automotive. “And then we looked at vans, lorries, Unimogs, military vehicles and tractors. Africanspec vehicles proved particularly interesting. All of these shaped our plan for a vehicle that would be extremely capable but also very honest and uncomplicated.” Sharing an identical wheelbase, the Grenadier will be offered in three configurations. The five-seater will favour the leisure and lifestyle-

orientated buyer, while the two-seat model deletes the rear bench for maximum packing space and utility purposes. A double-cab bakkie version is set to be unveiled ahead of the launch. However, those interested can already configure their Grenadier online. Seven exterior colours are on offer, as well as a contrasting nose piece and rear barn door. Old-school steel wheels can be upgraded to alloy items. Touted to combine comfort with maximum convenience, the Grenadier’s interior features an array of storage compartments, as well as pre-wiring for optional switches and functions. These include switchgear for operating

a winch, aftermarket lighting and, indeed, weapons in the case of military application. Liberal use of glass panels on the roof adds both a sense of roominess and a level ambience. Climate control switchgear and audio settings are sited ahead of the BMWsourced transmission lever. The off-road driving mode selector and functions are housed within an aircraft-style switchboard, which is mounted to the roof lining. The ability to wash the floor area is offset by the fitment of a 12.3-inch touch-enabled infotainment display. While satellite navigation is accessed via smartphone screen mirroring, an off-road-

Who is INEOS? If the INEOS logo already seems familiar to you, imagine how tired the majority of current Formula One teams are of trying to keep pace with it as, since the start of the 2020 season, it appears on the wing of the all-conquering Mercedes F1 cars. Founded in 1998, chemicals company INEOS has grown its footprint via the strategic purchase of unwanted operations from the likes of BP. By 2006, it purchased the latter company’s refining and petrochemicals division, Innovene. The Londonbased conglomerate produces everything from synthetic oils and plastics to solvents used to make insulin and antibiotics. Beyond Formula One, INEOS purchased the Team Sky professional cycling team in 2019 and ran the INEOS Team UK America’s Cup sailing team. Living between Monaco and the UK, Sir Jim Ratcliffe owns the French Ligue 1 football club, OGC Nice. A keen adventurer, the 69-year-old billionaire was listed as the richest man in Britain in 2018.

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FEATURE

INEOS Grenadier Length (incl. full-size spare wheel mounted to rear): 4 927 mm Height: 2 033 mm Width: 1 930 mm Wheelbase: 2 922 mm Ground clearance: 258 mm Approach angle: 35.5° Departure angle: 36.1° Breakover angle: 27.8° Wading depth: 800 mm

focused system incorporates pre-planned routes. A compass is included for those unplanned excursions. A sponsor of an America’s Cup sailing team and a professional cycling outfit, the interior of the Grenadier features subtle port and starboard indications. A secondary hooter system is fitted to draw the attention of cyclists. “I believe we have remained true to our initial aims to produce an ‘honest’ offroader. There have been many temptations along the way to indulge in design ‘frills’, curvaceous corners and fancy electronic gadgets. We have done our best to be restrained and instead have focused our energies on the rugged chassis, the finest gearbox, and engines with real torque and 1

power,” says Ratcliffe. “The car is probably more than we envisaged four years ago. Some aspects necessarily so, as we must meet a myriad of ever-changing legislation and some things because we have worked with some of the world’s finest suppliers to take the vehicle’s capability further.” “We wanted to give customers the choice of how much they wanted to see us, which means providing a full combination of digital and physical options,” said commercial director Mark Tennant. Signed agreements with SMH Group for servicing in Gauteng and SMG Group for servicing in Cape Town and Durban means interested parties have an established network of dealerships on hand should they wish to kick a tyre. Furthermore, INEOS has a global working relationship with Bosch Car Service, offering even more options for the convenience of servicing and maintenance. The aim is to have any replacement part delivered to a respective workshop within 24 hours of order. While the brand aims to have a presence in both Namibia and Botswana by July, there are plans to significantly increase this footprint into the African continent in the future. Expect pricing for the INEOS Grenadier to start from R1 395 000. A 2

1. The Grenadier rides on upgraded Bridgestone all-terrain rubber. 2. Aux power switches and diff locks are operated via the overhead control panel. 3. Centre console laden with analogue switchgear, neatly spaced to allow ease of use when wearing gloves. Note the compass below the 12.3-inch display.

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R E G N R AREIMAGINED AFTER COMPLETING M ORE THAN 10 000 KM OF TESTING, THE LOCA LLY BUILT, NEXT-GENER ATION FORD RANGER FINALLY ENTERS SOUTH AFRICA IN A BID TO DOMINATE ITS DOUBLE-CAB CONTEN DERS. Words: Marius Boonzaier

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, IT'' S BEEN A LONG ,WAIT, HASN'' 'T IT?

In the world of bakkies, the development and subsequent introduction of a brand-new model – not accounting for the few facelifted variants in the lifecycle of its forebear – is more of a cross-country relay (yes, there exists such a thing) than a quick dash around the track. In magnificent style, Ford has handed the baton to the next-generation Ranger in a bid to dominate the double-cab bakkie sales race.

DOUBLE-CAB DEVELOPMENT Before entering one of the most competitive segments in South Africa, the Ranger (dressed in camouflage, of course) has been subjected to extreme tests – stressing it much more than a typical consumer would – to earn its Built Ford Tough status. “Earning ‘Built Ford Tough’ status is not something we take lightly,” said John Willems, chief programme engineer of the Ranger. “Every part of the next-generation Ranger was tested to the same standards that we demand of every Ford vehicle.” Willems added: “Whether it’s tackling muddy bush tracks, coping with the rigours of extreme tropical weather, towing over alpine passes, or enduring temperatures

of more than 50-degrees Celsius, the Ranger has to do it all.” “Our team was focused on one goal – to make this Ranger the toughest and most capable we’ve ever created,” said Graham Pearson, Ranger vehicle programme director. “We put it through one of the most exhaustive global testing schedules we’ve ever developed and would not rest until we were satisfied that it was Built Ford Tough.” During development, the new Ranger covered around 10 000 km of desert driving which, according to the Michiganbased marque, is the equivalent of more than 1.2 million km of customer driving and 625 000 km of rugged offroad durability testing. However, the Blue Oval brand was not alone when it came to developing the new Ranger. Ford says it has gone to significant lengths to gain input into consumers’ expectations from the latest model. “We know our customers push their Rangers to the extreme, so that’s how we test them. We go the extra mile to make sure the Ranger will do everything our customers want, over and over again,” said Pritika Maharaj, Ranger programme manager. “In a very real sense, our customers have been with us all along the vehicle development journey,” said Max Tran, chief designer for the Ranger. “We reimagined the Ranger from understanding and interpreting how our customers used their truck and what they expected from a pickup.” Ford spent hundreds of hours with global customers, conducting more than 5 000 interviews and compiling more than 1 800 pages of field notes for reference. The firm discovered that, despite its diverse customer base, Ranger owners

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share myriad personality traits. “We found that no matter what the market, our customers are doers. They like solving their own problems, and they like to feel confident in their truck, not just in the way the vehicle functions, but also in the way they feel when they’re driving it,” said Tran. The new Ranger is built at Ford’s South African and Thailand production plants. The SA market will receive its Ranger consignment from the former factory.

UNDER THE BONNET At the global premiere, the Ranger was revealed with a quartet of new (market-dependent) powertrain options, a trio of diesel engines and one petrol motor. The former includes a 3.0-litre turbodiesel V6 and a duo of 2.0-litre oil burners, one of which makes do with a single turbocharger while the other,

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“EARNING A ‘FORD BUILT TOUGH’ STATUS IS NOT SOMETHING WE TAKE LIGHTLY”

Bi-Turbo variant, is equipped with a duo of turbochargers. Ford will also offer the Ranger with a 2.3-litre, four-cylinder petrol engine in specific markets. “The 3.0-litre, turbodiesel V6 delivers,” said Maharaj. “When you drive a Ranger with the V6 turbodiesel, it feels like a much bigger truck. And it feels really tough in the sense that it’s got endless power and torque, which is exactly what our customers wanted.” Transmission options include an updated version of Ford’s familiar 10-speed automatic transmission. A second self-shifter and a manual ’box, both featuring six cogs, will also be available.

DUO OF DRIVETRAINS The Ranger will be offered with the choice of two four-wheel-drive set-ups. The first incorporates electronic shift-on-the-fly functionality. The second option comprises

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FEATURE

an advanced, full-time 4x4 arrangement, replete with a reassuring set-andforget mode.

RANGER’S RIDE REFINED According to Ford, “To develop the ride and handling expected of a bakkie… its engineers focused on the fundamentals.” For the new Ranger, the firm moved the front wheels forward by 50 mm and outwards for an improved approach angle of 30 degrees (up by 4.5 degrees)

1. Seen here, the range-topping Ranger - the Wildtrak variant boasts myriad model-specific interior elements. 2. Thanks to the increase in body width, the load bed offers even more carrying capacity. 3. Neat dividers keep luggage from rolling around. 4. A handy 12 V power socket located in the load bed.

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didn’t hold back. We let our designers loose to really go for it… We really looked at Ranger as the F-150’s brother.”

DIGITALISED DOUBLE CAB “Customers wanted a flexible, modern cockpit that caters to both work and family duties,” said Ford. More connected than ever before, the Ranger’s cabin features an array of items fitted to adhere to customers’ expectations.

TRIO OF TRIM LINES

5. Large, portrait-orientated touchscreen reminiscent of the item found in the Mach-E EV. 6. The 360-degree camera system provides a bird’s-eye view of the bakkie. 7. Its 4x4 driving modes are operated via this dial.

and enhanced off-road articulation. The departure angle is up by 3.8 to 25.6 degrees. The rear suspension dampers have been shifted outboard for better on- and off-road ride quality. Width, wheelbase and track have each been stretched by 50 mm.

DESIGN DNA Visually, the new Ranger shares Ford’s global bakkie design DNA. “Customers told us the Ranger needs to look tough and inspire confidence,” said Tran. “Some of us looked to nature, some to architecture and some others to art for inspiration. We

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“WE LOOKED AT THE RANGER AS THE F-150’S BROTHER”

Locally, a trio of trim lines will be offered: entry-level XL, mid-tier XLT and range-topping Wildtrak. On the outside, the ready-to-work XL variants feature halogen DRLs and durable 16-inch alloy wheels, among others. The entry-level model’s fabric-upholstered cabin is equipped with a 10-inch touchscreen. The XLT upgrades to C-shaped LED headlamps, replete with distinct LED DRLs and 17-inch alloys in a Dark Sparkle Silver matte finish and leather interior trim. As mentioned, the Wildtrak gains a unique grille, complete with a toughlook mesh design, 18-inch grey wheels. The flagship model’s interior features a 12-inch touch-enabled display, an eightinch digital driver’s display and modelspecific trim. Customers are also offered the choice of three exterior packages to suit their camping, touring and off-road needs. All models are available in a choice of Frozen White and Carbonised Grey exterior hues. However, where the XL and XLT are available with Blue Lightning paintwork, the Wildtrak can be had in Luxe Yellow. A

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SPEED

MERCHANT The new Speed arrives as the sharpest version of Bentley’s Continental GT yet. We head to Italy and slip into the driver’s seat. Words: Gautam Sharma

BENTLEY CONTINENTAL GT SPEED

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entley’s Continental GT certainly lives up to the second part of its moniker. The suave two-door unfurls its vast performance envelope with such well-concealed violence that it requires a vigilant watch on the speedometer to ensure your driver’s licence doesn’t end up like confetti. Since even the entry-level V8-powered Conti GT is an eye-opening rapid grand tourer, meaningfully raising the performance bar would take some doing. No surprise, then, that the Bentley engineering team left no stone unturned in conceiving the Speed flagship. The latest addition to the GT range will be available in coupé and convertible formats with pricing in South Africa set to start at just short of R5 million (or more than R1 million pricier than the V8).

Naturally, the 6.0-litre powerplant has been tweaked to liberate some extra horses – 485 kW versus 467 kW for the standard W12 – but this is perhaps the least dramatic element of the Speed’s upgrades as the real story lies in the chassis development. The Continental GT is no minnow at 4 850 mm long and 1 964 mm wide. Then there’s that hefty bulk of just under 2.3 tonnes. Making something this big and heavy into an agile device couldn’t be achieved without some very clever engineering, and the GT Speed incorporates its fair share of that. The standard Continental GT already features air suspension and a 48 V electronic active roll control system that continuously adjusts the stiffness of the anti-roll bars for stable cornering. The Speed builds

on this with four-wheel steering that applies up to four degrees of angle to the rear wheels. At low speeds, the back wheels turn in the opposite direction to the front to reduce the turning radius and boost agility, while the inverse occurs at higher speeds to improve directional stability. Another key tech highlight is an electronic limited-slip (eLSD) rear differential – the Speed is the first Bentley to gain this feature – that enhances traction out of tight turns and allows the driver greater throttle adjustability when cornering. The eLSD works in tandem with a reprogrammed all-wheeldrive system that’s more rearbiased than before, sending a maximum of 36 per cent of torque to the front wheels in the comfort and Bentley drive modes.

AT A GLANCE BENTLEY CONTINENTAL GT SPEED

The new Speed is about more than just extra power and a heady top end. With its smartly upgraded chassis, the flagship W12-powered variant takes a significant step forward in the dynamics department yet remains as opulent as ever.

Price: R4 945 000 Engine: 6.0 L, W12, turbopetrol Transmission: 8-spd dual-clutch Driven wheels: 4

Power: 485 kW @ 5 000-6 000 r/min Torque: 900 Nm @ 1 500-5 000 r/min 0-100 km/h: 3.6 seconds Top speed: 335 km/h Fuel consumption: 13.7 L/100 km CO2: 311 g/km

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1. W12 engine’s 900 Nm of torque comes in from just 1 500 r/min. It catapults the Brit from 0-100 km/h in only 3.6 seconds. 2. GT Speed features a darkened grille, new side skirts, Speed badging and model-specific 22-inch alloys.

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3. Alcantara-wrapped steering wheel feels pleasing in the palms. 4. Contrast stitching in diamond motif. 5. Front wheels wrapped in 275/35 ZR22 Pirelli rubber provide massive contact patch. 6. Diamond-quilted leather seats suitably supportive of your torso. Note the Speed badging. 7. The GT Speed’s unladen weight is 2 273 kg.

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LAUNCH PAD In sport mode, the front wheels receive a maximum of 28 per cent of the torque, and in oversteer situations, only one-tenth of the torque to counter the slide is sent to the front wheels. The Speed’s stability control system has also been loosened up considerably – to an even greater degree than what Porsche allows in the Panamera – with dynamic mode allowing scope for some sideways action. There’s even an ESC off mode – never before offered on a Bentley road car – that enables skilled drivers to execute lurid, smoky drifts. The other vital component of the Speed’s dynamic package is its titanic carbonceramic braking set-up, claimed to be the biggest offered on any production car. The front stoppers feature massive 440 mm discs with 10-piston callipers. Crucially, this system reduces unsprung weight by 33 kg compared with the conventional steel brakes, further benefiting the Speed’s agility. So much for the ingredients, what you’d probably really like to know is how the Speed fares as an overall package. In a word: brilliantly. The Bentley events team chalked out an adventurous drive route winding through southern Sicily, putting both ride and dynamics under the microscope. The initial leg was across narrow, bumpy roads, with enterprising Sicilian drivers (who seemed to take great pleasure in straddling the centre of the road) potentially looming around every corner. Immediately evident is that the Speed hasn’t sacrificed the silken ride

quality of the standard Continental GT. In comfort mode, even the worst surface imperfections are ironed out without jarring your spine. The hulking 6.0-litre W12 likewise doesn’t intrude on the refined ambience, delivering its towering wave of torque (900 Nm is on tap from just 1 500 r/min) with nothing more than a muted growling whoosh. It almost doesn’t matter at what revolutions the engine is spinning; floor the throttle, and the GT Speed launches towards the horizon as though catapulted out of a giant slingshot. Bentley quotes a 0-100 km/h split of 3.6 seconds and a top whack of 335 km/h, which isn’t too far shy of the hypercar brigade. Twist the knurled drive mode selector to sport, and the Speed seemingly forgets how big and heavy it is. This becomes apparent across winding mountain roads strewn with hairpins and tight bends. The fourwheel steering dramatically enhances the car’s ability to rotate on roads such as this, which means you can fling it around more like a sportster than a grand tourer. The massive contact patch (via 275/35 ZR22 Pirelli rubber at the front and 315/30 ZR22 items at the rear) provides tremendous grip, further enhanced by the eLSD and all-wheel-drive setup. You can jump on the gas very early out of corners. The eight-speed dual-clutch automatic transmission is generally foolproof (shifts in sport mode are achieved twice as quickly as in the regular W12-powered Conti GT). The gearbox has the

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THE GT SPEED REPRESENTS A SIZABLE STEP UP knack of engaging the right cog at the right time typically. That said, sudden throttle applications can flummox the software, resulting in a moment’s hesitation and then downshifting one more gear than necessary. We’d been promised a surprise location for our lunch stop. This turned out to be the Comiso Air Base, a former WWII airfield that, later on during the Cold War, became a NATO site housing 112 nuclear cruise missiles. Rather innovatively, the Bentley events team had created what resembles a rally special stage in the tight, bumpy confines of this compound. It’s not the sort of environment in which you would typically contemplate manhandling a luxury grand tourer, but that’s precisely what we did. The Speed coped remarkably well, scooting around the course with great vigour. The brakes cop a pounding through the succession of mainly 90-degree turns, but stopping power remains solid right to the end. This offbeat exercise fully brings home the expansive repertoire of the GT Speed as it’s hard to think of too many competitors that can so deftly straddle the gulf between cosseting grand tourer and backroad blaster. The Speed may represent a sizeable step up – in dynamic terms – from

regular Conti GT models. Still, it takes a keen eye to pick up on its identity, with the only external clues being a darkened grille, new side skirts, Speed badging on the front fenders and those bespoke 22-inch rims. Far from being a strippedout, go-faster special, the Speed’s cabin is impeccably and opulently crafted. The diamond-quilted leather front seats (with “Speed” badging on the head restraints) are both aesthetically pleasing and suitably supportive of your torso. An Alcantara-wrapped steering wheel, piano-black wood veneer and lovely aluminium-ringed dials and rotary climate control vents round off the sporty atmosphere. It needn’t end here, as there’s ample scope for buyers to tailor the interior to their tastes. The GT Speed’s raw stats may not scream ‘massive improvement’ over the donor car, yet it’s precisely that. It’s faster and more rewarding across challenging roads and, better still, the Speed’s dynamic enhancement doesn’t come at the expense of the standard car’s lovely loping stride or cosseting refinement. All in all, this is pretty much a case of having your cake and eating it… except that this particular gateau comes with a hefty price premium. A

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AUDI E-TRON GT

ELECTRICAL STORM

Words: Mark Smyth Motorscribe

Audi is launching its electric e-tron GT in SA this year. We’ve had an early drive of it in England.

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udi has been dabbling in electrification for years. As well as designing and engineering various electric-powered concepts and prototypes, the Ingolstadt-based automaker trialled its first hybrid, the Audi 100 Avant Duo, in 1989. It did, however, never reach mainstream production. The German marque tried again in 1991 and six years later, in 1997, launched the A4 Avant Duo, the company’s first plug-in hybrid electric vehicle (PHEV). This was the same year Toyota introduced the Prius, but yet it seemed the world wasn’t quite ready for an Audi PHEV. Then, in

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2014, the four-ringed brand launched the first of several PHEV models under the e-tron banner. They were never sold in South Africa, however. But now, eight years later, Audi’s fully fledged e-tron line-up has arrived on SA shores, not as a hybrid but as fully electric models. They’ve taken their time, mind you. In 2018, the e-tron SUV was already launched in Abu Dhabi, with Audi promising it would be on sale in SA the following year. 2019 came and went, and, understandably, the local arm of the German firm decided 2020 wasn’t a great year to launch its new range of electric vehicles (EV). 2021 hasn’t been much different. But in the meantime, Audi has been on the electric offensive internationally with the e-tron Sportback, the Q4 e-tron and its all-electric performance fastbacks, the e-tron GT and its more powerful sibling, the RS e-tron GT.

Like many of Audi’s rivals, several models feel a bit like interim solutions, with batteries and an electric motor thrown together with some readily available components. Some work, some don’t, like the Q4 e-tron (not yet planned for SA), which feels much like an A-to-B solution, an appliance that will perfectly suit those who need an SUV to get them around without creating any excitement. The e-tron GT, on the other hand, is all about the excitement, the passion for the drive, the ability to convey four people and their luggage to their destination, even when they don’t know what

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that destination might be. It’s about the thrill of driving and the practicality of a fastback. It is, rather obviously, about being a GT. It sits on the same platform as the Porsche Taycan, which, for some, means it will be all about the looks when it comes to which one to go for. The Porsche looks elegant and organic, while the Audi is more angular, aggressive and, frankly, Transformer-like. Under the skin, the Audi

boasts two electric motors, one sited on each axle, together with a 93 kWh battery pack. However, as with all electric vehicles, it’s the useable output that counts. In the case of the Audi, that’s 84 kWh. The twin electric motor combination provides 350 kW and 630 Nm of torque. And then there’s launch control, which is provided by an added boost from the rear motor. This jumps up power to 390 kW for a short duration. But it’s enough to improve the standard zero to 100 km/h sprint time of 4.5 to 4.1 seconds. The top speed is limited to 245 km/h. Let’s not forget the all-important matter of range… Audi claims the e-tron GT will achieve around 450 km on a single charge, which is enough to last most people a week of commuting or deal

with the first couple of hours of a long-distance trip. Unlike many cities in Europe, most buyers in SA should be able to charge at home, and Audi SA will facilitate this for those buying an e-tron model. If you’re out and about, though, then you’ll be able to use Gridcars’ network of public chargers and those at Audi dealerships. Presumably, if you ask nicely, Porsche will let you plug in at its dealers, too.

AT A GLANCE AUDI E-TRON GT QUATTRO The industry is plugging in, and there’s a palpable feeling of electrical charge in the air as more choices arrive. That most of the options are in the premium segment is no surprise, but as the likes of the e-tron GT show off the technology, it won’t be long before those choices become even greater.

Price: R2 715 000 Battery capacity: 93.4 kWh Transmission: 2-spd AT Driven wheels: 4

1. Thanks to the 800 V charging system, a five to 80 per cent recharge takes only 22.5 minutes. 2. All-wheel drive provides for excellent handling in the bends. 3. Whereas some e-trons are available with digital side mirrors, the e-tron GT makes use of traditional items. 4. Audi is a pioneer in lighting technology.

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Power: 350 kW (390 kW in overboost) Torque: 630 Nm (640 Nm in overboost) 0-100 km/h: 4.5 seconds (4.1 seconds in overboost) Top speed: 245 km/h Electric consumption: 19.9 kWh/100 km CO2: 0 g/km

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That’s all well and good, but what’s the e-tron GT really like? Is it cool? Is it the future? The latter is the easiest to answer because, yes, it is the future. The world is on the road to electrification, whether that’s hybrid, pure electric or hydrogen. Some of the cars will arguably be a tad bland, but the e-tron GT is not one of them; it well and truly ticks the ‘cool’ box.

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AUDI TALKS ELECTRIC We speak with Tarryn Knight, head of product, marketing and PR at Audi SA, about the company’s electric plans. The e-tron GT will not be the only EV launched by Audi in the first quarter of 2022; the RS e-tron GT will be the headline act. However, the e-tron 50 and 55 SUV and Sportback models will also be released. The pandemic has delayed the plans, but Knight feels the time is right. “Conversation in South Africa around electric vehicles has picked up exponentially in the last couple of months, and we want to expand that conversation,” she said. “We don’t want to just launch electric vehicles; we want to serve South Africans and inspire them to see that this is the future of premium mobility, this is the next step in discerning motoring enjoyment.” Taking that step requires investment, and Knight says 10 Audi dealers will be

selling the EVs initially, six in Gauteng, two in the Western Cape and two in KwaZulu-Natal. All of those dealers will have 50kW charging facilities installed but more could be on the way. “We are looking at options in terms of where we’ll invest, and we’ll definitely be investing as both Audi and as the Volkswagen Group,” she said. Then there’s the matter of pricing, with the e-tron GT starting at a heady R2 715 000. Audi’s EVs will not be directly comparable to petrol or diesel models because the technology is new and expensive, and import duties remain high for EVs. Knight points out there are no government-backed incentives to go electric, but urgent conversations are happening, and there is optimism that things might change in this regard in 2022.

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The interior has a modern Audi feel, with the virtual cockpit instrumentation, a widescreen infotainment screen and quality materials. There are still some physical buttons for operating climate control, and, of course, you have several controls on the steering wheel. The low driving position is comfortable with lots of adjustment, and there’s surprisingly good space for front and rear passengers. The boot can swallow up to 405 litres. It’s all very modern, very Audi and very comfortable. So how does it drive? As you’d expect, it is rapid off the line, especially if you engage launch control. Put it in Dynamic mode, and a bit of seemingly annoying synthesised sound tries to create some theatre, but it’s really all about getting that electric torque down onto the

5. Single touch-enabled display is a refreshing departure from Ingolstadt’s now-familiar dual-stacked arrangement. 6. Audi arguably makes some of the best steering wheels. 7. Cossetting front pews. 8. Launch control will no doubt see the digital needle jump to 100 per cent.

road and enjoying the rush. Handling in the corners is excellent, thanks in part to the quattro all-wheel-drive system and rear-wheel steering. The steering itself provides a good level of feedback and precise turn-in, and it doesn’t take long to appreciate the dual character of this Audi. It’s willing to excite in the corners or cosset on long highway cruises. We drove around central England, visiting the motoring mecca that is Caffeine and Machine, taking in some tremendous old Roman roads like the Fosse Way and chewing up the miles on the highways. The instant response of the electric motors made light work of overtaking.

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It was happy to sit in traffic, and while the wheels did feel the bumps on occasion, it was generally excellent when transporting the family in comfort. The navigation system did an excellent job of getting us to charging points. You won’t be disappointed if you are expecting the new Audi e-tron GT to be as dramatic and exciting to drive as it looks. It’s not as sharp and precise as the Taycan, but that’s its advantage. It’s a more comfortable all-rounder, with good interior space and comfort. It could well be in for a big fight when the new electric BMW i4 Gran Coupé comes along shortly, but the Beemer won’t beat it in the design stakes. A

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MIDDLE CHILD

Words: Ryan Bubear Ryan_Bubear

The GTS badge is back, slotting into the centre of the 992-generation 911 range. So, is it again the pick of the litter? PORSCHE 911 CARRERA GTS COUPÉ PDK

wenty-five. At last count, that’s how many derivatives you’ll find shoehorned into Porsche’s seemingly ever-expanding 992-generation 911 line-up. To anyone vaguely unfamiliar with the Zuffenhausen-based firm’s nomenclature, the apex sports car range must look decidedly complex. The latest badge to be tossed back into the mix is the GTS, which fits

snugly in the middle of the vast portfolio, just above the base Carrera and Carrera S but in some way (in terms of price, anyway) below the ballistic Turbo and Turbo S. A familiar trio of body styles – coupé, cabriolet and targa – is on offer, with the first two available in conjunction with rear- or all-wheel drive and the latter built exclusively in all-paw form. The hardtop version can even be ordered

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in seven-speed manual flavour, should you insist on rowing your own gears rather than leaving the frankly excellent eight-speed PDK to its own devices. The Gran Turismo Sport moniker has long signified a precisely balanced mix of dynamic prowess and everyday usability, sort of like a Carrera S with a raft of tasty performance extras fitted. That’s again largely the case

with this latest iteration, though it feels decidedly edgier than the 991.2 GTS that came before it. Part of that’s thanks to the obligatory increase in oomph. Motive force again comes from a rear-mounted, twin-turbocharged 3.0-litre, flat-six engine, but Porsche has seen fit to hike peak power to 353 kW (an increase of 22 kW) and maximum torque to 570 Nm (up 20 Nm).

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In the rear-driven GTS coupé PDK, the result is a blast from standstill to 100 km/h in a mere 3.4 seconds, making it a full three-tenths quicker than before and just as rapid in a straight line as the track-biased (but atmospheric) GT3. Though the boxer engine constantly spurs on the driver to send the tachometer needle barrelling towards the 7 500 r/min redline, the broad spread of twisting force – peak figure is accessible from 2 300 all the way to 5 000 r/min – lends the GTS a handy level of everyday tractability. Thing is, unlike its predecessor, this new GTS feels as though it’d rather be screaming towards the next corner than warbling along in its highest ratio. In short, there’s an amplified sense of rawness here that simply wasn’t present in the old model. It’s markedly more vocal, too, since the German automaker has opted to bin sections of the interior’s sound-deadening material, allowing pronounced intake noises to be broadcast into the cabin and intensifying the wide range of chuckleinducing sounds that spring from the GTS-specific sports

1 1. Standard Sport Design package adds a darkened finish for the headlights. 2. Rear-driven GTS coupé PDK blasts from standstill to 100 km/h in a mere 3.4 seconds.

exhaust system. A less desirable consequence of the reduced insulation is, of course, a little more tyre roar on the highway. The extensive updates to the chassis feel just as fundamental to this model’s shift in character. The suspension arrangement is derived from that of the 911 Turbo (complete with adaptive dampers, helper springs on the rear axle and a 10 mm drop in ride height in the case of this coupé), lending the new GTS tighter body control and facilitating remarkably flat cornering at speed. The grip on offer is mind-boggling and renders the R110 000 more expensive all-paw version all but redundant…in dry conditions, anyway. The tradeoff that comes with the more aggressive chassis tune and

that scalpel-sharp front end seems to be a slight reduction in ride comfort, even in the tamest driving mode. Porsche, however, puts that down to its decision to run the launch units at the maximum recommended tyre pressure. Make of that what you will. If you were in any doubt about just how fiercely the new 311 km/h GTS is able to accelerate, take note it pilfers its high-performance brakes straight from the aforementioned 911 Turbo. Stopping power is downright immense, with the 408 mm discs fore and 380 mm items aft clamped by six- and four-piston callipers, respectively. These hefty stoppers are framed by classy centre-lock wheels (also nicked from the 911 Turbo) in 20- and 21-inch sizes, front to rear.

THE BOXER ENGINE SPURS ON THE DRIVER TO SEND THE TACHOMETER NEEDLE BARRELLING TOWARDS THE 7 500 R/MIN REDLINE

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AT A GLANCE PORSCHE 911 CARRERA GTS COUPÉ PDK

A sublime powertrain, an updated version of an already staggeringly well-sorted chassis and a typically classy styling combine to form one of the most compelling variants in the 911 range. Even sharper than the GTS that came before.

Price: R2 290 000 Engine: 3.0 L, flat-6, turbopetrol Transmission: 8-spd dual-clutch Driven wheels: R

Power: 353 kW @ 6 500 r/min Torque: 570 Nm @ 2 300-5 000 r/min 0-100 km/h: 3.4 seconds Top speed: 311 km/h Fuel consumption: 9.7 L/100 km CO2: 221 g/km

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3 3. A Porsche staple, the centrally sited tachometer is flanked by digital displays. 4. Low-slung seats upholstered in RaceTex microfibre material. 5. Pleasingly analogue switchgear operates dualzone climate control.

Besides those alloys (and the GTS badging), what exterior clues are there to this model’s identity? Well, several body elements are finished in black, including the front spoiler lip, engine-cover louvres and tailpipes. The Sport Design package is standard, too, adding a darkened finish for the headlights as well as distinctive trim for the front, rear and side sills. Inside, the driver is presented with a lovely GT steering wheel (complete with the characteristic Sport Chrono dial), four-way electrically adjustable sports seats (with the option to upgrade to full buckets as part of a new lightweight package) and swathes of Porsche’s Race-Tex microfibre material on items such as the pews, armrests and tiller.

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THE 992 911 COUPÉ HIERARCHY Carrera

283 kW/450 Nm From R1 719 000

Carrera S

331 kW/530 Nm From R2 020 000

GTS

353 kW/570 Nm From R2 290 000

GT3

375 kW/470 Nm From R3 109 000

There’s also the firm’s latest touchscreen-based infotainment system, which gains various choice upgrades. So, is the GTS still the sweet spot in the broader 911 range? Well, from a pricing point of view, it certainly makes a strong argument. This rear-driven variant comes in some R270 000 above the Carrera S but a whopping R1.1 million below the Turbo (though the list of options is lengthy enough to seriously swell the base price, should you be so inclined). In real-world conditions, there’s very little opportunity to enjoy the extra shove offered by the storming all-paw Turbo or the hypercar-humbling

6 6. Front 408 mm discs, clamped in six-piston callipers, provides immense stopping power. 7. Fore and aft centre-lock alloy wheels measure 20 and 21 inches in diameter.

Turbo S. In fact, so immersive is the GTS driving experience that most would seldom find themselves yearning for any more oomph. It’s devastatingly fast in its own right. While its predecessor was content to do the GT thing, gobbling up mile after comfortable mile, the

new model goads on the driver, beseeching him or her to edge ever closer to the limit. That puts some extra space between it and the more relaxed S and ultimately makes this GTS feel just a little more special than its forebear. In our minds, this remains the 911 of choice. A 7

Turbo

427 kW/750 Nm From R3 400 000

Turbo S

478 kW/800 Nm From R3 903 000

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SMALL GRILLE, BIG BITE Words: Gautam Sharma

The G42-generation 2 Series may have the smallest grille of contemporary BMWs. However, the M240i xDrive offers plenty of bite. BMW 2 SERIES M240I XDRIVE COUPÉ STEPTRONIC

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ust as we were getting used to BMW’s newfangled oversized grilles, the German marque’s design team throws a curveball with the allnew 2 Series Coupé. In stark contrast to its current 4 Series sibling, the newcomer has a minuscule pair of nostrils flanked by slit-like eyes. It’s hard to fathom this abrupt departure from the Bavarian automaker’s new design direction, but, at the very least, the G42-generation 2 Series Coupé should please all those who have been up in arms about the Munich-based manufacturer’s recent XXL grilles. But enough of the grilling, let’s get to the good bits. The new 2 Series Coupé reprises the spirit of BMW’s iconic ‘02’ models, which were built from 1966 to ’77. Look closely, and you’ll spot a few design elements linking the newbie to its half-century-old ancestors. These include a boxy glasshouse and squaredoff flanks. The basic ingredients bode well for the new 2 Series Coupé. Torsional rigidity is up by 12 per cent, while weight is distributed in an almost perfect 50:50 split over the front and rear axles. It also has a more sizable footprint on the tarmac. Overall length and width have been incremented by 105 mm and 64 mm, respectively. The fore

and aft tracks have also been pushed out. That said, the G42 model sits 28 mm lower than its forerunner. It looks squatter than before. There’s a pleasing beefiness about its stance. We tested the M240i xDrive, the range-topping model (until the M2 arrives, that is), at the international launch in Munich. Powered by a 3.0-litre, six-cylinder turbopetrol engine, producing 285 kW and 500 Nm, the compact coupé is a venerable pocket rocket. According to BMW, this

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propels the M240i xDrive to the three-figure marker from standstill in 4.3 seconds and on to an electronically limited top speed of 250 km/h. It only takes a few kilometres behind the wheel to glean that the M240i is a rapid little device. The peak torque figure of 500 Nm is on tap from just 1 900 r/min, so there’s plenty of urge for brisk overtakes or to nip through gaps in traffic. The straightsix motor has a pleasing rasp when you put your foot down that becomes less intrusive

1. M240i xDrive Coupé seen here dressed in Thundernight body hue. 2. Thick-rimmed steering wheel, a BMW staple. 3. Intuitive eight-speed automatic transmission can be manually operated via paddle shifters.

at steady cruising speeds. The eight-speed automatic transmission is highly intuitive. However, if you prefer to swap cogs yourself, you can override them via steering-wheel-mounted paddle shifters.

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4 4. The 19-inch M light alloy wheels are finished in matte Cerium Grey. Note the blue M Sport callipers. 5. Those 285 kW are sent to all four corners for a 0-100 km/h dash of 4.3 seconds.

The 2 Series Coupé sources its core suspension set-up from the 4 Series. The optional M Sport suspension (standard on the M240i xDrive) brings firmer spring and damper settings. Equipped with this arrangement, the 2 Series Coupé is taut and focused and makes short work of carving up the winding Bavarian backroads. The combination of allwheel drive and the beefy footprint (the M250i-badged model rides on 19-inch alloys, wrapped in chunky rubber) means you need to be pushing extremely hard to overcome the grip levels. Unfortunately, there’s not much feedback relayed to your fingertips from the thick-rimmed steering wheel. Although, that is one of the few shortcomings in what is an otherwise dynamic and engaging package. The cabin stays true to the familiar BMW recipe. Our test car was equipped with BMW’s optional Live Cockpit Professional system. This setup comprises a fully digitised

instrument cluster, which is supplemented by a 10.25inch infotainment screen. I found the counter-clockwise sweep of the tachometer a bit irritating as readings are not easy to take in at a glance but, other than that, the driver interface is clear and intuitive. Overall, there’s an ambience of quality in the cabin. Hard plastics are, however, used on the inner door panels and a few other bits. The driver and front-seat passenger have no reason to complain, but the rear seats are best allocated to juniors. BMW would clearly prefer you to select the 2 Series Gran Coupé if you have passengers to cart around. The M240i xDrive’s rivals come in the shape of TT RS and, albeit rear-wheel drive, the Porsche Cayman S. The beautifully balanced Cayman S is arguably the most tactile and agile of the trio. There’s no denying the appeal of Audi’s sonorous 2.5-litre five-pot and levels of grip provided by its quattro allwheel-drive system. A

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AT A GLANCE BMW 2 SERIES M240I XDRIVE COUPÉ STEPTRONIC Our verdict is it’s a well-rounded sports coupé, serving up a healthy dose of performance and dynamism without sacrificing practicality and everyday usability. A capacious, 390-litre boot and seemingly usable rear seats are handy trump cards that add to the appeal of the Bavarian blaster. Price: TBC Engine: 3.0 L, 6-cyl, turbopetrol Transmission: 8-spd AT Driven wheels: 4 Power: 285 kW @ 5 500-6 500 r/min Torque: 500 Nm @ 1 800-5 500 r/min 0-100 km/h: 4.3 seconds Top speed: 250 km/h Fuel consumption: 8.0 L/100km CO2: 185 g/km

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LAUNCH PAD

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A fresh perspective on luxury The formidable Hyundai Palisade

Designed with your comfort and lifestyle in mind. The Palisade boasts the design and luxury features worthy of Hyundai’s new flagship SUV, with high levels of all-road, all-weather capability, advanced safety technology, roominess and efficiency. It is the perfect family vehicle.

www.hyundai.co.za

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COLUMN

A tale of two Fintails Classic-car ownership can be laborious, with myriad unforeseen issues ever so often presenting themselves. However, it’s a labour of love. Words: Steve Smith

SteveSmithZA

met Dolores in Goodwood. Not the one in West Sussex that hosts the Festival of Speed but, more appropriately, its slightly less well-to-do namesake in Cape Town. She’d clearly been around the block a few times, but I could tell that beneath the dusty tarpaulin that covered her bodywork and the patchy sheepskin that cloaked her seats, she was an absolute gem. I like to think our meeting was fate, too. This was 1996, and Dolores and I were both 30 years old. She, a ’66 Mercedes-Benz 230S born in Stuttgart and assembled in East London, and I, an aspiring journalist, made in Benoni and crafted in Cape Town. I also held a debt of gratitude to one of her siblings. It was an example of this W111 series Mercedes that began my lifelong love of classic cars when, as a 10-year-old boy, I witnessed a beautiful gold 280SE Coupé sashay past me while walking up Kloof Nek road on my way to cricket practice. It stopped me dead in my tracks… I’d never imagined cars could be this beautiful. Fast forward 20 years. It was my birthday and, with some cash to spare and a long-held desire to buy a classic, I spotted an ad in the newspaper for a W111 saloon. Not as desirable as the Coupé but at R4 000, definitely more in my price range than the R40 000 two-door versions were going for back then. The seller assured me she was a daily driver and a pootle around the block seemed to back that up. She had

Steve is the current editor-in-chief of VISI magazine. He is passionate about design, cars, vintage bicycles, and music.

me with her cream paintwork, matching Bakelite steering wheel, and beautifully patinated deep-red leather seats. I sold my racy little Opel Kadett GSE, and Dolores was to be my new daily driver. My wife rolled her eyes… for a number of reasons. It was a deliriously happy first month: meticulously cleaned and polished, Dolores drew admiring nods from all around. Then she blew up. I was dismayed but I’m sure, like you, not completely surprised. Fortunately, the football coach/manager of our

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Steve Smith

amateur 4th division football team also owned an automotive engineering firm that could breathe life back into Dolores. Some R10 000 later, and we were both back on the road. I’d love to be able to say the next few years was an untroubled, blissful journey – and for most of the time, it was – but enough would happen for there to be that element of doubt every time we embarked on a journey outside of the city limits. There was always some little mechanical niggle I had to sort out and, sans power steering or aircon in summer and a tendency for her windscreen to fog up in winter, Dolores was literally hard work. Still, I loved her. Then her windscreen wiper motor packed up. Initially, I thought it was “just another niggle” until I took her to my mechanic (someone I now knew very well). He laughed. Never a good sign. It turns out this was a fundamental design flaw in the W111 series. There’s no access to the wiper motor via the engine bay – it’s completely sealed off – like designer Friedrich Geiger started with the wiper motor and then built the rest of the car around it. The mechanic had to take off the entire dash to get to the engine. Cost of motor: R150. Cost of labour: R2 000. So, in a fit of rage, I sold Dolores and bought a nice, new, reliable Honda Civic hatchback… and spent the next 20 years sorely regretting that rash decision. I owned a few more classics in that time – a little ’68 Sunbeam Alpine and a ’72 Ford Fairmont GT – but they could never quite replace the Fintail-shaped hole in my heart. In 2018, I met Florence… or Florence + the Machine to give her her full indierock band-derived name. I spotted her on Gumtree, and she was gorgeous. A 1968 four-cylinder 200 model with a two-tone midnight blue body/white roof colour scheme and deep red leather seats. The moment I turned that corner in Stellenbosch and first saw her in the flesh, it was like… “Just take my money”. So, how have we been getting on in the last three years? Well… her engine blew up, and I’ve redone that… and the wiper motor has just packed up, too. A

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Start your engines

Pursuing your passion is certainly not always easy. However, when the world says “you can’t”, believe “you can”. Words: Jeanette Kok-Kritzinger

Wiele2Wiele

passion born between gravel, dust and stones; my mother, Annette Kok, was a navigator for my father, Jean, in their Datsun SSS rally car. While competing in rallies, she found out she was three months pregnant. My father and mother always said: “This little boy or girl will be born with a steering wheel in their hands.” A little blonde-haired, brown-eyed girl was born. Do you know what your passion is, and do you live it out? So few people can answer yes. But I’m one of the lucky ones. I have a passion for wheels, motor vehicles and motorcycles, and not a passion for cooking or needlework. My husband knows this all too well. In my early years, I participated in motor and motorcycle racing and set records. I found my purpose between screaming tyres and all the different smells in the pits. Today, I’m a motoring journalist who has been blessed to test and experience some of the most soughtafter cars on offer. It’s an honour to share my passion with readers

SAGMJ Motoring Journalist of the Year in 2016 and ‘17, Jeanette started circuit racing in 1995 and held the SA Women’s Land Speed Record (1999), among other accolades. She has 22 years of experience as a radio presenter and currently hosts the programme Wiele2Wiele, broadcasted over 26 stations.

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Jeanette KokKritzinger

and listeners alike and let them experience a piece of my dream world. When the world says “you can’t” because you are a woman in a maledominated industry, then I want to tell you, “you can”. Years ago, the roses among the thorns were few and far between, but fortunately, there are many more of us today. Speaking of roses, pursuing your passion is certainly not always moonlight and roses. Is life ever? I remember going through a difficult time in 2018. I began doubting my passion and where I was heading, only to receive an invitation from Toyota to go and watch the World Rally Championship (WRC) in Finland. There was one stage where the cars literally flew. I had goosebumps. Tears were rolling down my cheeks. I found my purpose again! Whether your passion is wheels, cooking or needlework, choose to swim against the stream. Choose to make a difference with your passion and inspire people through it. How? As they say at the start of a Nascar race: “Drivers, start your engines!” Just start, even if it’s a small beginning, and believe you can. When things get tough, you have two choices: write off the car and take it to a scrapyard, or you can speak life into your situation and believe things will change. Thanks to my Mom and Dad, I was born with a steering wheel in my hands. If I can inspire people by living out my passion, I have achieved my goal. This is what truly matters in life. A

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COLUMN

“Run what you brung” With Cape Town boasting a world-class rallycross track, local racing has never been as accessible as it is now. Words: Ernest Page

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here was once a time when I was a bright-eyed, aspiring race car driver. My story isn’t an unusual one. I started too late with not much money and, quite possibly, even less talent. By the time the 2010 recession hit, the sponsors had left the building, and like most aspiring drivers, I ended up like 99 per cent of all those who tried: a failed racing driver. For a long time, the joys of racing were put on hold until things settled down, and it would be more convenient to hop back into the driver’s seat. The years passed by and as fortune would have it, I managed to make a career out of motoring, but for many like me, racing was just an impossible dream that slipped away forever… It wasn’t, however, until recently that I realised there might well be another way. Grassroots motorsport is a rare occurrence in South Africa. In places like the UK, Poland and Romania, it’s easy to buy a beat-up banger for just a few quid. In most parts of Africa, however, the rands and nairas have to stretch much further. Circuit racing requires a car that needs to handle intense structural strains and perform predictably turn after turn. Drifting’s entry fee is a bakkie-load of tyres, and lengthy stage rallies can end in tears and expensive repair bills at the exit of the very first blind corner. But what if you could take any car

Ernest runs his own production company. Since starting Performance with Page, he has worked with several brands, including BMW and Jaguar. He's also a TV presenter and ex-stunt driver.

with four wheels, a helmet, basic kit and go racing? Ladies and gentlemen, introducing rallycross. Rallycross has been around since the 1960s when British drivers would rub paint at every turn like a downhill marble race. Now, some 60 years later, it has caught on in Cape Town. You see, South Africa now has the rights to host a round of the World Rallycross Championship (WRX). So, for the first

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Ernest Page

time on African soil, we have a worldclass rallycross circuit in our backyard. For just R350, you can truly “run what you brung”. Never has racing been this accessible since those spectator races at the local stock car track, albeit a much better and safer idea. Whether it’s a beat-up Opel Cub or a tricked-out BMW E36 328i, it’s arguably the most fun you can have racing a production car. The gear required is minimal, and roll cages are (for now) optional, although it is still highly recommended to fit an approved half cage. One of my favourite aspects of local rallycross is that drivers can share cars. Friends can build a project vehicle together and enjoy the fruits of their labour. It is way more engaging than that fishing trip from last year. It’s the grassroots racing South African petrolheads have been dreaming of. I consider myself a driving purist, so at first, I was understandably sceptical. But going sideways from gravel onto tar removed any latent scepticism. The pace is frenetic, with nuance and skill required from multiple disciplines to succeed. And if that’s not enough, the “joker lap” ensures the track changes every few laps. If Formula One is the premier league of motorsport, this is bloody-nosed, club-level rugby. I’ll be three races into my new racing career in a few weeks, and just as with the previous one, I have no clue how long it will last. But this time, the smiles are just as big, and the budgets are, thankfully, much smaller. A

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AUTHORIZED DISTRIBUTOR - SOUTH AFRICA

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087 158 2455 | WWW.XPEL.ZA.COM | INFO@XPEL.ZA.COM

2022/01/04 14:57

FEATURE

A SUMMER STATE OF MIND

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FEATURE

Urban clothing brand Old Khaki has released its latest summer collection. The collection welcomes relaxed fits and resort-ready prints. Denim shorts make a comeback, as do ’80s inspired slides and accessories.

www.oldkhaki.co.za

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FEATURE

DESIGNING BMW’S FUTURE Adrian van Hooydonk is the head of BMW Group Design. We spoke with him at a place where past and future come together, the famous Concorso d’Eleganza at Villa d’Este in Italy. Words: Mark Smyth

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Villa d’Este

on the shore of Lake Como in Italy is a beautiful place and once a year home to some of history’s most iconic automobiles when the world’s top collectors descend for the Concorso d’Eleganza. Given all the travel restrictions that still exist, we were fortunate to attend the 2021 event. As well as featuring 50 famous automobiles, the event gave long-time sponsor BMW Group a chance to showcase its latest concept, the i-Vision Circular, and

concept versions of two electric models that will soon go on sale in South Africa, the i4 Gran Coupé and the iX. It also allowed us to chat with Adrian van Hooydonk, BMW Group’s head of design since 2009. He has a broad remit, overseeing BMW, Mini, Rolls-Royce and the BMW Designworks studios. He took over from Chris Bangle at a time when Bangle’s designs were a bit controversial. Today, they have become more accepted, but coincidentally, Van Hooydonk’s work is now sparking debate. Of course, we are talking about those massive buck-toothed grilles, but in all honesty, we’ve covered the topic, debated it on social media, and generally formulated our opinions. So how does Van Hooydonk feel about it all?

The BMW i4 Gran Coupé concept (left), i-Vision Circular concept and iX concept at Villa d’Este.

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“It’s part of the game because we feel that we need to keep moving forward in design and the designs that we do, if we do our job well, hold up for a long time, even as a used car,” said Van Hooydonk. He added that the challenge is to create a design that holds up well past its normal seven-year lifecycle. “Typically, when you’re trying to do that, when it comes out, people will find it interesting, and maybe it will also cause some controversy, but then, as we’ve seen recently with cars like the M4, it dies down very quickly.” “As a designer, you are, of course, deeply involved, not just with your mind but with your whole heart and soul. It’s nicer to receive praise than criticism, but you learn more from criticism in life than from praise; that’s a fact of life. So you take it on board, and you try to analyse and figure out what you can learn, what you can do better; that’s part of the game.”

2 1. Van Hooydonk admits that the grille designs on some of the latest BMWs have been controversial but says it has all quietened down. 2. The new electric BMW iX that goes on sale in SA shortly marks a new era of design and technology for Van Hooydonk and his team.

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FEATURE

The design game is changing faster than ever today, thanks to rapidly evolving technology and the demand for electrification and sustainability. So how does Van Hooydonk see the current design era? “I find the present times the most exciting ones in terms of design,” he says. “I’ve been in the industry for a number of years, and it’s never been boring, but the times we are experiencing now with the amount of technological change, to me, are the most exciting ones that I’ve seen so far. I believe that over the next five years or so, we will see bigger changes than we have seen in the last 10 or 15 years. As a designer, that’s super exciting.” A big part of that design is the global switch to SUVs, which seemed unnatural at BMW initially, forcing the X5 to be put on hold for over a year before it was given the green light. Since then, we have seen even more SUVs and debate over the introduction of the coupé-like X6, but does Van Hooydonk feel that the X6 set a new trend given that other automakers are now producing similar models? “I would say yes because when it came out, people were saying what’s that, that won’t work, and there’s no need for that, there’s no market segment or no customer for that,” he told us. “At first, it sounded strange, but you still see people who want to have something that looks very sporty, and at the same time can drive anywhere, so that category then became something that we thought could work, and it proved to be the case.” Electrification and sustainability are driving many of the design ideas at BMW, as in other car companies. Van Hooydonk’s latest creation is the

3 3. Van Hooydonk sees interior design with its new technology and sustainable materials, such as here in the i-Vision Circular, as one of the most exciting areas of innovation right now. 4. The i-Vision Circular shows a radical urban design.

i-Vision Circular, a car that appears to be more urban, but what does it show us about the direction he and his team are taking? “It’s hard to say because it is an experimental car in the sense that every element that was meant to set us free from convention, set us free from the way we design and develop cars right now,” he says. “There’s serious intent behind all of that, to develop all these ideas, and it’s just still too early to say which of these ideas work well in the direction of what we’re trying to do to become circular, so it’s hard to say which ideas work so well that we’re going to have to use them. It’s a testbed in that sense, but it’s certainly something that we’re looking into seriously.” Most elements of design excite designers, but given the significant

“I find the present times the most exciting ones in terms of design.”

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changes to interiors with technology and materials, what excites Van Hooydonk the most at the moment, exterior or interior design? “That’s hard to answer because I would say I spend more of my time dealing with interior design. First of all, it’s perhaps more complex than exterior design. Secondly, there is probably more technological change right now with the whole digitalisation, the whole user interface aspect which we also design in our team, so you have to spend more time at that right now. But exterior, I think, will never go away as it’s the first thing that people see and that has to attract people, and if they like what they see, they will come closer, they will want to experience more of the car.” He admits the most revolutionary steps are currently in interior design, but the cars we drive tomorrow will be very different from those of today. As a designer at BMW, the future is very much in Van Hooydonk’s artistic hands. A

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FEATURE

This year, the local arms of the German Big Three aim to plug the EV sockets existing in their respective vehicle portfolios. These are the models en route to South Africa. Words: Marius Boonzaier

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Audi 1. e-tron SUV The e-tron SUV will be available in 50 and 55 guises. Both variants employ a duo of electric motors coupled to a 71.2 kWh lithium-ion battery pack in the 50 and 95 kWh unit in the 55. The former and latter derivatives have an electric range of up to 341 km and 440 km, respectively. In terms of output, the 50 is endowed with 230 kW and 540 Nm for a claimed zero to 100 km/h acceleration time of 6.8 seconds and a top speed of 190 km/h. The 55, with its 265 kW and 561 Nm, sprints to 100 km/h from standstill in 6.6 seconds and tops out at 200 km/h.

2. e-tron Sportback Available in 55 and S guise, the e-tron Sportback offers a “more dynamic driving experience” than its traditionally styled SUV sibling. The Sportback 55 features a similar electrical arrangement and outputs to the 55-badged SUV, though it offers a claimed electric range of up to 453 km. The S model boasts 320 kW and 808 Nm of torque, which, when activating boost functionality, increases to 370 kW and 973 Nm. Audi claims an electrical range of “up to” 378 km, a top speed of 210 km/h and a zero to 100 km/h time of 5.1 seconds for the S.

3. e-tron GT Powered by a 93.4 kWh battery, the e-tron GT Quattro produces 350 kW and 630 Nm (390 kW/640 Nm on overboost). The opening gambit to the e-tron GT model range, the GT Quattro accelerates to the three-figure marker from standstill in 4.5 seconds before reaching a top speed of 245 km/h. Electric range is rated at 452 km. Spearheading the e-tron GT line-up, the RS-badged model sends 440 kW (475 kW on overboost) and 830 Nm to all four wheels via a two-speed automatic transmission. Audi claims its flagship EV completes the zero to 100 km/h sprint in 3.3 seconds and reaches a maximum speed of 250 km/h. An electric range of up to 472 km is on offer.

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FEATURE

BMW 1. i4 Available in i4 eDrive40 and performanceorientated i4 M50, the first all-electric Gran Coupé from the Munich manufacturer is “focused squarely on driving dynamics”. The duo of all-electric Gran Coupés boasts BMW’s fifth-generation eDrive and latest battery cell technology. The starting point to the line-up, the i4 eDrive40, is equipped with a single electric motor driving the rear wheels. The single unit produces 250 kW and 430 Nm, which, BMW says, allows this derivative to accelerate to 100 km/h from standstill in 5.7 seconds. BMW claims the i4 eDrive40 can travel up to 590 km/h when fully charged. The first purely electric performance car from BMW’s M division, the i4 M50, is equipped with two electric motors, which direct a combined output of 400 kW and 795 Nm to all four corners. BMW claims a zero to 100 km/h acceleration time of 3.9 seconds, an all-electric range of 510 km.

2. iX3 Like its Gran Coupé stablemates, the iX3 deploys BMW’s fifthgeneration eDrive technology, including an innovative charging unit sending power to both the 400 V battery and 12 V onboard power supply. According to the German marque, the iX3 can travel up to 520 km on a single charge on the NEDC test cycle and 459 km on the WLTP test cycle.

3. iX The iX xDrive50 features the latest battery tech from BMW. Coupled to a 111.5 kWh lithium-ion battery, the twin electric motors produce a combined output of 385 kW and 765 Nm, which allows the Bavarian behemoth to sprint to 100 km/h from standstill in 4.6 seconds and reach a top speed of 200 km/h. According to the German automaker, the xDrive50-badged variant can travel up to 630 km on a single full charge.

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Mercedes-Benz 3. EQC The first Mercedes launched under the EQ brand, the EQC’s 80 kWh lithium-ion battery, which powers a duo of asynchronous electric motors, produces 300 kW and 765 Nm. According to Benz, this allows for a zero to 100 km/h acceleration time of 5.1 seconds and a maximum speed of 180 km/h. Electric range is “more than” 450 km.

1. EQA 4. EQE

Launched globally in EQA 250 guise, the opening gambit to Mercedes’ EV line-up features a 66.5 kWh lithium-ion battery. The 420 V unit is coupled to a single asynchronous electric motor, producing 140 kW and 375 Nm. According to Benz, the EQA 250 offers an electric range of 493 km and a combined electric consumption of 15.7 kWh/100 km. Maximum speed is a claimed 160 km/h.

The EQE is endowed with a 90 kWh battery which, depending on the onboard equipment and configuration, allows for a claimed electric range of “up to” 660 km. At launch, Mercedes will offer the choice of two derivatives – the EQE 350, which produces 215 kW, and a second model which, at time of writing, Benz has yet to confirm.

5. EQS The flagship EQ in Benz’s all-electric portfolio, the EQS is the first model based on the Three-pointed Star brand’s modular architecture for luxury and executive-class EVs. The first models on the market will be the EQS 450+ and EQS 580 4Matic. Both variants are endowed with a 107.8 kWh battery. However, the EQS 450+ makes do with only a single electric motor, directing 245 kW/568 Nm to the rear axle. The 580 4Matic features a twin electric motor arrangement, producing 385 kW and 855 Nm. According to Mercedes, the EQS will have an electric range of “up to” 770 km. A

2. EQB Although Mercedes has yet to confirm the EQB derivatives en route to our shores, the sevenseater, emissions-free SUV is currently offered with the option of two electric powertrains. Equipped with a 66.5 kWh battery, the EQB 300 4Matic and EQB 350 4Matic produces 168 kW/390 Nm and 215 kW/520 Nm, respectively. Both offer an all-electric range of 419 km.

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TINY.

Words: Calvin Fisher

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FEATURE

We spent four days in the wild at the helm of Suzuki’s feel-good 4x4 Jimny.

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Upington Pella Pella Kleinzee

DAY 1

Behind me? Three shipwrecks, a haunted house and about 500 km of the Northern Cape’s finest gravel. Under me? Suzuki’s beloved underdog, the plucky and resilient Jimny. The latest 2021 model hides a secret, but we’ll get to that later. For now, it’s another hundred or so kilometres of gravel travel, followed by a 580 km stint back to Cape Town on more urban (read asphalt) roads. I was elated.

Springbok

Pofadder

GETTING ON WITH IT

We landed at an empty Upington airport, and before you could say “low range”, we were in the front pews of our Jimny. The next stop would be Pofadder. What’s better than being invited to spend four days coddiwompling through the desert in one of your all-time favourite adventure whips? The answer: an opportunity to do so with your significant other, as was the case when Suzuki invited me to spend a weekend at the wheel of the new, India-assembled Jimny.

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Yup, that’s the secret I mentioned earlier. Despite each of its parts and components being meticulously crafted in Japan, the Jimny is ultimately built somewhere else in Asia. How do you feel about that? Me? Honestly, I couldn’t be bothered because we were only informed of this some 600 km into our meander, during which my silver Rhino Edition model had already proven a trusty ally. My other ally was my wife, Kelly, who had undertaken a few crucial roles of her own, such as DJ, ensuring nothing

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FEATURE

but the choicest tracks were pumping through our Jimny’s sound system. Equally important was her custodianship of the cooler bag, the source of snacks and drinks. Together, the three of us were ready to take on the world but thankfully only had to contend with the tarmac to Pofadder... for now. So, a couple of things: the Jimny is renowned for its ability to bloody the noses of larger, more pedigreed 4x4s. What I mean is, it’s properly capable off-road, tremendously tenacious and has all the articulation required to scrabble up most surfaces and over rock gardens. Counterpoint, as a little city runabout, the 75 kW and 130 Nm from its 1.5-litre engine are more than up to the task, provided its compact dimensions can carry you and your squad. For the pair of us and our luggage, it was adequate. Were there any more occupants than this? Well, prepare to compromise. But on this 230 km stretch of freeway, space wasn’t an issue. The Jimny’s highway demeanour, however, was. I refer to a maximum speed of circa 130 km/h, the battle with crosswinds, and the engine

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drone at 5 000 r/min. Our test car was endowed with a four-speed automatic transmission. But damning the Jimny for the way it goes on the blacktop between towns would be missing the point, a fact we were reminded of as we relegated Pofadder from the Jimny’s flat windscreen to its rear-view mirror and began crunching up gravel and dirt to Pella in the Namakwa. We trundled through dry riverbeds, passed remote caves, saw sheep and goats and met their herders, too. We heard stories of old churches, carved tracks through canyons, drove through a giant date farm and ultimately, camped under the stars in the most remote part of South Africa I’d ever had the privilege of being in. And this was still the first day.

DAY 2 KLEIN PELLA THROUGH NAMAQUALAND

WE HEARD STORIES OF OLD CHURCHES, CARVED TRACKS THROUGH CANYONS, DROVE THROUGH A GIANT DATE FARM AND ULTIMATELY CAMPED UNDER THE STARS IN THE MOST REMOTE PART OF SOUTH AFRICA.

At 6:30 am, we cracked our tent’s window ever so slightly, immediately filling it with far too much sunlight for this time of day. Dusty, and a bit groggy, we succumbed to the great outdoors in search of our first cup of coffee. A couple of hundred kilometres of tar between here and Springbok via Spektakel Pass and then back onto the dirt to Die Houthoop Guest House near Kleinzee was also on the menu. This meant meandering alongside the Orange River, flirting with the Namibian border and taking in oil-painting vis-

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tas, spotting all manners of antelope and forming quite the bond with our Rhino Edition Jimny. That I had my curlyhaired wife at my side and Tom Petty in my ears only helped make this car and this trip that much more memorable. Before we knew it, we arrived at our accommodation for the next two nights. The sky was as pink as it was yellow, and it was plenty yellow with wild slashes of powder blue. It looked like a veritable piece of art. I parked my Jimny under it, we filled our bellies and rested our heads.

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A SOJOURN THROUGH THE SKELETON COAST Look, I didn’t mean for this to become a journal, but here we are, fresh, recharged and revving for adventure. So imagine our joy at being told that, for the next five hours, we’d be crawling along the Skeleton Coast. Here the ground was thick sand, and we’d spend most of the day in low range as a result. The Jimny took it all in its stride. As I mentioned at the start, we rolled by and explored the

wrecks of three ships, dwarfing our little Suzukis. I saw a few ostriches, plus several birds of the flying variety, too. The waves were tall and crashed hard into the rocky banks of beaches, covered in sharp seashells. As a Capetonian boy, I enjoyed seeing my Joburg colleagues delight in the experience and could scarcely believe we got here – deep in diamond-mining country – by Jimny. We returned to our

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accommodation just long enough to recharge our cameras before heading into the red dunes around Kleinzee to play well into the night, kicking up rooster tails as we went. The sunset was a deep purple when we left the dunes, but by the time we arrived back at our lodge, all the colours and light had drained from the sky.

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SUZUKI JIMNY 1.5 ALLGRIP GLX AT

DAY 4

THE LONG JOURNEY HOME The final day began like all the others, with a gratuitous meal. Gosh, we ate like kings and queens in the Northern Cape. I think I’ll carry some of the memories with me for the rest of my life. But eventually, we got around to packing our Jimny to the rafters (something that happens quickly in a car this tiny in stature). First, we pointed its silver bonnet south in the direction of Springbok, eating up the gravelly mountain passes in between. Then, we aimed it much further south – homeward to the Cape, to be precise – along the quiver tree-lined N7 and, with that, just under 600 km of asphalt. As I said before, this isn’t the Jimny’s favourite place to be. Yet, after four days in the wild, I was relieved to thumb the cruise control button and let the auto ’box handle swapping the gears while I revelled in my wonderful company and took in the views and sounds of the journey back home. Memories made. A

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Price: R377 900 Engine: 1.5 L, 4-cyl, petrol Transmission: 4-spd AT Driven wheels: 4 Power: 75 kW @ 6 000 r/min Torque: 130 Nm @ 4 000 r/min 0-100 km/h: n/a Top speed: n/a Fuel consumption: 6.8 L/100 km CO2: 158 g/km

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fuel economy to rival (or beat) diesels; refined cruising ability

all-electric range is short; hybrid battery eats into boot space

Toyota RAV4 2.5 Hybrid GX CVT Is it finally time for dual-energy vehicles to shine? We spent six weeks with the hybrid version of Toyota’s RAV4 to find out. Words: Ryan Bubear

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ne of the most obvious barriers to the large-scale adoption of electrified vehicles in South Africa is price. Most hybrids on the local market, for instance, are positioned at the very summit of their respective ranges, reflecting the complexity of this flavour of powertrain. To the average buyer, the comparatively high purchase cost renders hybrid models far less attractive than conventionally powered vehicles. After all, in most cases, it’d take several years for any potential fuel savings to offset the often-significant premium paid upfront. As a result, such vehicles have remained decidedly niche. Toyota South Africa Motors, however, is looking to disrupt the status quo with a hybrid offensive spearheaded by the new locally produced Corolla Cross. While the Prius soldiers on as a stand-alone (slow-selling) model and the Lexus stable now includes as many as 11 hybrid derivatives, mainstream nameplates such as the Corolla and RAV4 have

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1. 4.7 L/100 km fuel consumption grants you 1 170 km from the 55-litre tank. 2. Inclusion of a battery pack sees the luggage compartment shrink from 698 to 580 litres.

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also grown greener offshoots. Shrewdly – and more than a little unexpectedly – the Japanese firm’s local arm has priced these dual-power derivatives in the bottom halves of the Corolla sedan and RAV4 ranges, rolling them out in adjusted base (though still well equipped) trim rather than handing them flagship status. In addition, Toyota SA Motors says it’s set this competitive pricing “in anticipation of future government support” on new energy vehicles. In the case of the RAV4, the timing couldn’t have been better. With diesel ditched for this fifth generation, the

TOYOTA COROLLA 1.8 HYBRID XS Available in what the firm describes as the “valued-minded” XS specification, the hybrid version of the Corolla saloon pilfers its powertrain from the Prius but boasts a little extra torque (despite an even lower claimed consumption of just 3.5 L/100 km). At R419 900, it’s the second cheapest hybrid in the country, just a few thousand above the KZN-built Corolla Cross 1.8 Hybrid XS.

RAV4 HYBRID MAKES OODLES OF SENSE. IT’S PUNCHY WHEN NEEDED AND FRUGAL THE REST OF THE TIME. broader RAV4 range has been crying out for a fuel-frugal derivative. The new hybrid variant steps straight into that role, offering an abundance of low-down torque and the potential for considerable savings at the pumps, just like a diesel. We spent six weeks with the newcomer, which takes the form of a full (aka parallel) hybrid. This means it’s capable of

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using its combustion engine and electric motor entirely independently of one another or in combination. While a plug-in variant is offered in some overseas markets, the locally available version is self-charging, just like the Prius. The SA-spec model marries a 131 kW/221 Nm naturally aspirated 2.5-litre, four-cylinder petrol engine and an 88 kW/202 Nm

electric motor, with the system driving the front wheels via a continuously variable transmission (CVT). The 6.5 Ah nickel-metal hydride battery, meanwhile, is positioned beneath the vehicle floor. Total power output sits at a fairly potent 160 kW (making it the brawniest variant in the local RAV4 range), though Toyota’s cagey about total system

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3 3. The 17-inch alloys wrapped in highprofile rubber provide a pliant ride.

torque. It’s a similar case with the sprint time, as the firm has opted not to release a claimed zero to 100 km/h figure. Still, as responsive as the powertrain is, its capacity for fuel savings is more pertinent here. At the end of the extended test, we saw an impressive indicated figure of 5.4 L/100 km (not too far off the claimed 4.7), which translates to a cruising range in excess of 1 000 km from the 55-litre tank. We spent most of our time in eco mode (there are also normal and the largely superfluous sport settings) while maximising electric-only travel at every

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opportunity. We should also point out the vehicle seldom hit the long road, though the consumption improved further when it did. Thing is, owing to the relatively small hybrid battery, the all-electric range is frustratingly short. Its use is largely limited to low-speed sections of road (it thrives in traffic), with anything other than a featherlight application of throttle seeing the combustion engine quietly awaken. Still, it certainly makes a difference to economy, filling in gaps both when pulling away and while cruising and ultimately allowing the four-pot to drink

a little less unleaded. The hybrid battery – which is covered by an eight-year/195 000 km warranty – is able to source its energy from both the petrol engine and the regenerative braking system. So, while the battery might be rapidly drained when heading up a steep mountain pass, coasting down the other side sees it quickly replenished, primed for more around-town pootling. We did notice, that the hybrid battery took some time to hit its operating temperature on chilly mornings, leaving the internal combustion engine to pick up the slack even when the charge was sufficient.

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DEEP DATA TOYOTA RAV4 2.5 HYBRID GX Price: R555 300 Engine: 2.5-litre, 4-cyl, petrol hybrid Transmission: CVT Driven wheels: F

Power: 160 kW (total system) @ 5 700 r/min Torque: 221 Nm @ 3 600-5 200 r/min (+ 202 Nm electric) 0-100 km/h: n/a Top speed: 200 km/h Fuel consumption: 4.7 L/100 km CO2: 107 g/km Length: 4 600 mm Height: 1 685 mm Width: 1 855 mm Wheelbase: 2 690 mm Weight: 1 675 kg Luggage capacity: 580 L Fuel tank: 55 L Warranty: 3 years/100 000 km (8 years/195 000 km for hybrid battery) Service plan: 6 services/90 000 km

5 4. Charge level can be monitored on the centrally sited infotainment display. 5. By itself, the naturally aspirated 2.5-litre develops 131 kW and 221 Nm.

The charge level can be monitored on the centrally sited touchscreen, where a nifty animation depicts realtime energy flow between the engine, electric motor and battery, with a simplified version also available in the instrument cluster. Along with the eco score displayed after each trip, this feedback allows the driver to quickly work out the most efficient form of propulsion at any given moment. Other than the powertrain, hybrid badging and blue backing for the Toyota emblem, this is just like a regular RAV4, though we should point out the positioning of the battery pack sees the luggage compartment

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shrink from 698 to 580 litres. That means generous cabin space, high perceived build quality, plenty of safety kit, great rolling refinement and a pliant ride thanks in part to the high-profile, squishy rubber wrapped around this variant’s 17-inch alloys. Though this model shares its GX trim level with the base 2.0-litre derivative, its specification has interestingly been adjusted slightly. In short, it upgrades to automatic dual-zone air-conditioning, rain-sensing wipers, smart entry and front parking sensors (in addition to the rear items), though loses the rear foglamp. Furthermore, ground clearance is some five

units lower at 190 mm. Toyota is no stranger to hybrid technology, with the original Prius billed as the world’s first mass-produced hybrid vehicle at its launch back in 1997. In addition to this latest crop of electrified derivatives, the automaker’s local arm previously offered dual-power versions of earlier Yaris and since-discontinued Auris models. The difference this time is the refreshing strategy to offer this type of powertrain in conjunction with a lower trim level (though we suspect high-spec variants will follow in the future), making such vehicles far more attainable. Ultimately, the RAV4 2.5 Hybrid GX makes oodles of sense. It’s punchy when you need it to be and frugal the rest of the time. More powerful and efficient than its siblings, with a well-judged list of standard kit to boot, the hybrid looks like the pick of the range. In fact, it arguably represents the best value of the lot, which is praise seldom handed out to a hybrid variant. A

THE VERDICT

4.5 5 Offering excellent realworld fuel economy for a vehicle this size at a surprisingly competitive purchase price, the hybrid-driven RAV4 is a convincing alternative to diesel. A slightly longer allelectric range would be the cherry on top.

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sophisticated ride quality; solidly constructed, tech-laden interior

expensive options; Sportback body style comes at a price premium

Audi Q5 Sportback 40 TDI quattro Advanced S tronic A significant model for Audi, the updated Q5 range introduces its fashionably late Sportback sibling. We sample the newest addition to the family.

Words: Ian McLaren

IanMcLaren76

nveiled at the 2008 Beijing Auto Show, the first-generation Audi Q5 was introduced as the third member of the brand’s B8 family of vehicles, complementing the platform-sharing A5 and A4 offerings. Boasting an appropriately raised ride height, replete with a highquality and versatile interior, the Q5 would quickly establish itself as one of the most significant models within its maker’s portfolio. It would go on to become the best-selling premium midsize SUV in Europe for six consecutive years. Some 20 000 units of the original Q5 found homes in South Africa. By the time the second-generation Q5 broke cover in 2017, Audi was ready to tackle brimming global order books via a dedicated new production facility in San José Chiapa, Mexico. The exterior of this Q5 boasted an altogether sportier stance and updated grille. Depending on the derivative, the shift to the brand’s MLB evo platform realised significant overall weight savings of up to 90 kg.

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With global and local monthly sales of SUVs showing positive signs of recovering to their preCOVID-19 peaks – notably still at the expanse of sedan orders – Audi feels confident its now relatively comprehensive Q-badged line-up is neatly poised to continue building on the established success of the Q5. Following a positive reception for the likes of the Q3 Sportback and Q8, it was perhaps inevitable that the Q5 would also gain coupé-like treatment. Corresponding with the arrival of the refreshed second-generation Q5, the first-ever Q5 Sportback’s profile mimics that of its popular sibling up until the C-pillar. However, from here, it offers a decidedly more raked tailgate, including a bespoke rear three-quarter window section. Audi claims the Sportback variant sacrifices just 10 litres of luggage space compared with the SUV derivative. Available on Sportback models, the rear seat plus package allows the second-row bench to be adjusted fore and aft to increase packing space when required. Updated to include a revised grille application, new signature LED daytime running lights, and leanerlooking side sills for a sleeker overall profile, the mid-cycle upgrades to the Q5 lineup result in the car being marginally longer than before. Acknowledged as pioneers in the field of exterior lighting, Audi also offers its OLED technology within the taillamps of the latest Q5 range. With these interactive items fitted, the pattern alters depending on the driving

mode selected. They’ll also illuminate automatically should an approaching motorist get too close to the stationary Audi. Available in three specifications grades – Standard, Advanced and S line – the Q5 Sportback offers a choice of wheel designs from 19- to 20-inch in size,

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with 21-inch items reserved for the SQ5 Sportback. Modifications to the otherwise sophisticated interior include upgrading the brand’s latest MIB 3 infotainment software, incorporated within a 10.1-inch touchscreen setup. The new operating system is touted to offer significantly enhanced

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reaction times and functionality, while owners can perform software updates remotely. Of the options boxes we would tick upon purchase, the Technology package adds navigation, Audi Connect services and, enticingly, the Ingolstadt-based firm’s 12.3-inch virtual cockpit instrument display.

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Audi SQ5 Interestingly, South Africa’s first taste of the SQ5 came exclusively in the form of a TDI derivate. Audi’s first-ever diesel-powered S model’s twin-turbocharged V6’s 650 Nm allowed for a claimed zero to 100 km/h sprint time of 5.1 seconds. With the arrival of the second-generation Q5 range came a change of heart from Audi South Africa. In our market, the TDI version made way for the turbocharged 3.0-litre V6 TFSI model. Its claimed zero to 100 km/h acceleration time may be slightly slower than its predecessor; however, as a package, it’s more socially acceptable. Offering arguably a broader breadth of ability than its traditional heavyhitting rivals, including the likes of the BMW X4 M40i, the now updated SQ5 and new SQ5 Sportback continue to impress with their overall refinement and character as silent assassins.

1. Audi now offers the Q5 with OLED lighting technology for the taillamps. 2. Quattro all-wheel drive is standard fitment across the range. 3. The 12.3-inch virtual cockpit is included in the optional Technology package. 4. Smartphone stowing tray above the centre armrest … 5. … provides for wireless smartphone charging.

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WHERE THE AUDI STANDS OUT IT EXUDES SOPHISTICATION. Carried over from the prefacelifted Q5 range, engine options include a 140 kW 2.0-litre turbodiesel (equipped to the 40 TDI variant driven here) and a 185 kW 2.0-litre turbopetrol engine, which powers the 45 TFSI model. The SQ5 Sportback’s 3.0-litre V6 turbopetrol produces 260 kW and 500 Nm. Quattro all-wheel drive is standard fitment throughout, with the four-cylinder models gaining Audi’s impressive quattro ultra system. This set-up seamlessly disengages the vehicle’s rear wheels under light load, reducing unnecessary drag for improving fuel consumption in most driving conditions. Should any slippage be detected, the rear wheels are brought back into play within milliseconds. The 40 TDI’s motor incorporates 12 V mild-hybrid tech and is equipped with a seven-speed dual-clutch transmission for improved allround efficiency. The former system also allows the engine to coast as it disengages the clutch at cruising speeds and downhill sections. From the comfort of a suitably premium interior (Nappa leather is an

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DEEP DATA AUDI Q5 SPORTBACK 40 TDI QUATTRO ADVANCED S TRONIC Price: R960 000 Engine: 2.0 L, 4-cyl, turbodiesel Transmission: 7-spd dual-clutch Driven wheels: 4 Power: 140 kW @ 3 800-4 200 r/min Torque: 400 Nm @ 1 750-3 000 r/min 0-100 km/h: 8.1 seconds Top speed: 220 km/h Fuel consumption: 6.2 L/100 km CO2: 163 g/km

option), the Q5 Sportback feels as comfortable and surefooted as you’d expect in this segment. While the standard suspension does a commendable job of bump absorption and keeping body roll in check, the inclusion of the (R38 000) optional adaptive air suspension

delivers a compelling blend of comfort and sporty prowess. Such is the growing global significance of this segment that, as it stands, there isn’t a bad purchasing decision to make should you favour any of the current main protagonists. However, where the Audi stands out

6. Updated interior ditches Audi’s analogue MMI controller. Infotainment now operated via touch. 7. The 40 TDI’s 2.0-litre, four-cylinder turbopetrol engine incorporates 12 V mild-hybrid tech. 8. Optional adaptive air suspension provides for comfortable yet sporty ride quality.

Length: 4 689 mm Height: 1 660 mm Width: 1 893 mm Wheelbase: 2 819 mm Weight: 1 845 kg Luggage capacity: 510 L Fuel tank: 65 L Warranty: 1 year/unlimited km Maintenance plan: 5 years/100 000 km

THE VERDICT

4 5 The so-called CUV (coupé utility vehicle) niche has grown its share of the B segment to 11 per cent. As with the Q3 and Q3 Sportback, which were introduced in 2020, the transformation from Q5 to Q5 Sportback doesn’t come with too much sacrifice in terms of practicality. However, as with its smaller sibling, the question remains whether those cleaner, boutique lines are worth the price premium (around R100 000 in the Q5 range) over that of the already impressive SUV package.

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is it exudes sophistication. While its maker remains at the top of its game in terms of interior fit and finish, allround levels of comfort and versatility in the Q5 Sportback are impressive. Although it’s a pity some of the nice-to-have interior appointments aren’t standard fitment at current asking prices, Audi isn’t alone in the rabbit hole of extensive options lists. A

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distinctive styling; generous standard equipment

perceived interior build quality not as sturdy as expected

Peugeot Landtrek 4Action 4x4 AT In the hotly contested double-cab bakkie segment, the Landtrek faces myriad obstacles en route to gaining its piece of market share. We test the range-topping model. Words: Marius Boonzaier

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outh Africans love bakkies. Browse through the classifieds, and you’ll find nearly a dozen manufacturers sell these popular vehicles in SA. It’s no secret that there are two brands that enjoy the most significant market share. These are, of course, the best-selling Toyota Hilux and the Ford Ranger. Peugeot introduced its first bakkie as early as 1938. With its latest bakkie – the Landtrek – the company aims to steal some market share from the established players. However, the Landtrek isn’t entirely Peugeot. It shares its underpinnings with a Chinese bakkie. Although made in China, Peugeot does state the manufacturing takes place under the watchful eye of the French firm. It certainly looks like a Peugeot. So, let’s start there, with the exterior styling… Where most manufacturers have focused on building bakkies boasting beefed-up appearances, Peugeot has veered off this approach to exterior styling, with the French car manufacturer handing its latest bakkie the flair Peugeot has become known for. And it’s not necessarily a bad thing. The Landtrek is striking.

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Dominating the double-cab bakkie’s prominent front end, the grille is endowed with a large Peugeot Lion emblem, although not the latest iteration, and features a thick, chrome grille surround. Flanking the grille, the LED headlamps incorporate the firm’s now-familiar, sabre tooth-inspired LED daytimerunning lights. It turns heads. ’Round back, the brand’s badge is sited dead centre. The sculpted rear bodywork wraps around a pair of LED taillamps. Chrome finish has further been applied to the roof rails; roll bar, which feature “Landtrek” badging; and chunky door handles. Perceived exterior build quality is sound. Yet, the same tune cannot be sung of the interior, where perceived cabin build quality

seems slightly below par compared to its rivals in this segment. While hard plastic trim can be found inside most bakkies, the items fitted to the Landtrek don’t feel as sturdy. The interior’s contemporary Peugeot design does look good, with a 10-inch touch-enabled display taking centre stage in the leatherupholstered cabin. Although not featuring similar software as Peugeot’s local hatchback and crossover offerings, the large infotainment screen boasts Apple CarPlay and Android Auto screen mirroring, Bluetooth connectivity, and satellite navigation. In addition, the 4Action model tested here features a 360-degree surround-view camera system, complete with 3D functionality. Two USB ports

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can be found up front, with a single item at the rear. Fore and aft park distance control is standard. Operating cruise control and navigating the 4.2-inch colour TFT driver information display’s menus are done via the leather-

wrapped multifunction steering wheel. Sited below what Peugeot likes to remind us is “the largest multimedia touchscreen on the market”, a pair of pleasingly analogue dials are used to adjust the

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DEEP DATA PEUGEOT LANDTREK 4ACTION 4X4 AT Price: R669 900 Engine: 1.9 L, 4-cyl, turbodiesel Transmission: 6-spd AT Driven wheels: R/A Power: 110 kW @ 4 000 r/min Torque: 350 Nm @ 1 800-2 800 r/min 0-100 km/h: 15.9 seconds Top speed: 171 km/h Fuel consumption: 9.1 L/100 km CO2: 239 g/km Length: 5 330 mm Height: 1 858 mm Width: 1 963 mm Wheelbase: 3 180 mm Weight: 2 095 kg Payload: 1 015 kg Fuel tank: 80 L Warranty: 5 years/100 000 km Service plan: 5 years/100 000 km

THE LANDTREK AIMS TO BUILD ON ITS PEUGEOT-BAKKIE HERITAGE dual-zone climate control setup. Another design highlight is Peugeot’s piano key controls. These items are used to lock/ unlock the doors (keyless entry is standard), activate hill descent control, and engage the rear diff lock. Another welcome addition to the cabin, the tiller is adjustable for rake and reach, though we would have liked the latter to be more extendable. However, this, plus the fitment of electrically operated (including for height) front pews, allows the driver to dial in a nearperfect seating position. Fore and aft headroom are generous. The front seatbacks also incorporate neat fold-out hooks for bags or hanging up a suit or dress to avoid wrinkling. Sited between the 60:40-split rear seatbacks, a fold-out armrest includes two cupholders. Safety items include six airbags and a duo of airbags. A tyre-pressure monitoring system and a full-size spare alloy wheel (located under the load bed) are standard, providing peace of mind to the driver.

1. Distinctly Peugeot, the Landtrek features the firm’s sabre tooth-like DRLs. 2. Myriad chrome-finished elements add to a touch of sophistication. 3. Flat-bottomed, two-spoke steering wheel offers reach adjustment. 4. Touchscreen infotainment incorporates satnav. 5. The 360-degree camera system offers 3D functiontionality.

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PEUGEOT LANDTREK 4MOTION 4X4 AT CONTENDERS 1. Toyota Hilux 2.4GD-6 4x4 Raider AT R638 200 110 kW/400 Nm 7.7 L/100 km 2. Mitsubishi Triton 2.4DI-D 4x4 AT R654 995 133 kW/430 Nm 8.3 L/100 km 3. GWM P-Series R559 900 120 kW/400 Nm 9.4 L/100 km

In urban environments, the Landtrek performed seemingly well. The steering is light, allowing for easy manoeuvrability in town. The suspension arrangement is softly sprung, providing for a supple ride. However, a few road imperfections on the outskirts of town did relay some vibrations through the 265/60 rubber, which is wrapped around the Landtrek’s 18-inch two-tone alloys. Around town, the engine’s outputs of 110 kW and 350 Nm deemed sufficient, though, on the long road, the 1.9-litre, four-cylinder turbodiesel unit seemed to run out of breath when overtaking was required. Peugeot claims an 80 to 120 km/h overtaking acceleration time of 15.5 seconds in top (sixth) gear. Although bakkies have, in recent years, become more

leisure-orientated vehicles, buyers still expect their double cabs to offer the necessary off-road driving capability. We headed to a facility to test the Landtrek’s 4x4 prowess. The course comprised myriad obstacles, which tested how the bakkie would fare on steep inclines, declines, and side slopes. The Landtrek fared well. It boasts

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a ground clearance of 239 mm, an approach angle of 29 degrees, a departure angle of 27 degrees and a break over angle of 25 degrees. Wading depth is rated at 600 mm. The Landtrek also benefits from a low-ratio transfer box and mechanical rear diff. The 3D-view functionality of the camera system provided muchappreciated assistance over tricky obstacles. A

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THE VERDICT

3 5 With its latest double cab, Peugeot aims to build on its bakkie heritage. Although manufactured in China, the Landtrek looks distinctly Peugeot and, like the firm’s crossovers and SUVs, offers a generous amount of standard kit. However, the Landtrek can’t rely on these factors alone. It falls seemingly short in the overall onroad refinement we’ve come to expect from the French brand. Off-road, the Landtrek fared well to clear most obstacles. The biggest hurdle the rangetopping Landtrek faces is, unfortunately, pricing.

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PUT THE ’S’ IN SUV

INTRODUCING THE ALFA ROMEO STELVIO RANGE FROM

R1 159 900 OR R11 999PM

Model: Alfa Romeo Stelvio. Cash Price: R1 159 900. Term: 72 Months. Deposit: R132 809 (11.45%). Balloon Payment: R405 849 (34.99%) Interest rate: 5.22. Total Cost of Financing: R1 262 691. Monthly instalment: R11 999(excludes monthly service fee of R69pm). Total cost of financing includes an Initiation fee of R1 207.50 and monthly service fee of R69 including VAT. Interest rates are linked to the prime lending rate which is currently 7.00% and are subject to change in the event that the prime lending rate changes. Finance offers are subject to approval from FCA Finance South Africa, a product of WesBank - a division of FirstRand Bank Ltd. Registered Bank. An authorised Financial Services and Registered Credit Provider. NCRCP20. Offer valid until 31 December 2021. Terms and conditions apply. Visual for illustration purposes only. E&OE. Price doesn’t include any APEX ISSUE 4 chargeable options. Subject to stock availability. www.alfaromeo.co.za

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ALFA ROMEO

2022/01/04 15:33 Artwork Mark Version

AW Printed Version CMYK

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2022/01/04 15:35

nippy driving manners; solid build quality

demure electrical range

Mini Cooper SE Mini’s opening gambit to the EV arena, the Cooper SE remains true to its maker’s go-kart-like driving manners. Words: Vann van Staden

winewheelsandwatches

ook, I’ll be blunt, I’m not generally an emotional person. There is, however, something about pulling a car into my garage, whipping out a charging cable, and plugging it into the wall socket. Where my real emotions come into play, though, is the thought of not having to go to a fuel station ever again, unless it’s for a BP pie at 11:50 pm (curfew and all). Mini’s opening gambit in the EV revolution comes in the form of the Cooper SE, a good little car with which the British marque is striving towards a more sustainable and clean future. Dubbed South Africa’s most affordable electric vehicle, the SE comes in at a cool (for an EV, that is) R686 400. I may be crucified for saying this – and it will no doubt draw out a few gasps – but I’ve never watched an episode of Star Trek in my life. I might not have watched an episode, but the second I pressed the Cooper SE’s glowing ignition switch, it felt like I was, indeed, starting up a spaceship. I was waiting for E.T. to pop up in the back seat and escort me home. The sound the SE makes is subtle. Admittedly, I’m not good at onomatopoeia, but I think swooshzzz is the best way to describe it.

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I see this as a positive, though, because this Mini is dead quiet. You have to properly pay attention to make sure the car is switched on. That subtle swooshzzz is the only hint signalling that the car is ready for take-off. The only downside to this is that the exterior sounds become more pronounced. The tyre noise can become rather annoying. However, there’s a simple way to fix this… playing System of a Down’s ‘Chop Suey!’ over the Harman Kardon sound system. In true Mini Cooper style, the cabin delivers in comfort, with all the bells and whistles you would expect from the UK-originated brand. Getting back to the ride quality, the SE is, like all Cooper hatchbacks, relatively

1. The Interior is premium, as it should be in a Mini. The infotainment software, however, could do with an update. 2. Battery-powered Mini gains myriad yellow detailing, including for the engine start button. 3. Analogue controller operates infotainment, as do touch.

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close to the ground. However, in EV guise, the three-door hatch feels a little less car and more hovercraft. Although power is sent to the front axle (only), the SE grips firmly onto the tarmac. The handling is what we’ve come to expect from the brand; the well-weighted steering provides ample feedback to the driver and allows for immediate directional changes. I’m not saying you’ll hit the perfect, ahem, APEX while flying down Philip Kgosana Drive, but you can take comfort in knowing the Brits nailed the head-on performance. Although small compared to pricier EVs on our market, the SE has a 32.6 kWh (only 28.9 kWh is usable) battery pack. For the car’s size, it

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DEEP DATA MINI COOPER SE Price: R686 400 Battery capacity: 32.6 kWh Transmission: 1-spd AT Driven wheels: F Power: 135 kW Torque: 270 Nm 0-100 km/h: 7.3 seconds Top speed: 150 km/h Electric consumption: 17.5 kWh/100 km CO2: 0 g/km Length: 3 850 mm Height: 1 432 mm Width: 1 727 mm Wheelbase: 2 495 mm Weight: 1 365 kg Luggage capacity: 211 L Range: 215 km Warranty: 2 years/unlimited km (8 years/100 000 km battery) Maintenance plan: 5 years/100 000 km

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THE VERDICT

4 5 As a city car, Mini’s first EV is commendable. In this environment, it ticks all the right boxes. It’s a nippy little hatchback, providing a relaxing drive yet ample power when zipping through traffic and, indeed, ample range. It is the perfect everyday runner. As with all cars from the BMW-owned brand, the interior is solidly constructed and features an array of premium kits. On the long road, however, the demure range may induce some anxiety.

THE THREE-DOOR HATCH FEELS A LITTLE LESS CAR AND MORE HOVERCRAFT. is deemed sufficient. The lithium-ion unit is coupled to a front-mounted electrical motor that produces 135 kW and 270 Nm of torque. The sprint to the 100 km/h marker from standstill is completed in 7.3 seconds. Not staggeringly quick, accelerating the Cooper SE off the line does induce a few chuckles. The car immediately responds when depressing the acceleration pedal, allowing for efficient overtaking, which might result in a significant drop in range. Now on to the allimportant matter of range.

Fully charged, the battery provides a claimed 215 km, with energy consumption sitting at 17.5 kWh/100km. If you’re planning on using the Cooper SE as a city slicker only, this should suffice, thanks to the regenerative braking set-up. However, when leaving city borders, you might want to check whether there’s the necessary charging infrastructure along the way. During our test, which comprised urban and extra-urban driving, we only extracted 180 km from the battery. A

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generously specced; spacious cabin; fuel consumption

interior quality not quite on par with that of the Sedan

Toyota Corolla Cross 1.8 Hybrid Xr CVT In a market brimming with crossovers, Toyota’s locally built newcomer offers something different … and it may just count in its favour. Words: Marius Boonzaier

mariusboonzaier

o say a fair amount has been written about the ever-increasing arrival of compact crossovers on South African shores will be an understatement. Writing about these vehicles has arguably become second nature for motoring journalists, with myriad car manufacturers continuously adding new compact crossovers to their local model line-ups. Case in point: in 2021 alone, more than half a dozen new compact crossovers (not accounting for the models that have received some cosmetic and tech enhancements) were introduced to our market. It’s no wonder why - South Africans have come to adore these tall-riding, SUV-inspired vehicles. Since it was revealed, one that has especially piqued local interest was the Toyota Corolla Cross. So much so that even before its official launch in November 2021, 800 units were already signed for. (It’s worth noting that the local arm of the Japanese automaker aims to sell more than 20 000 annually.) So, with the Corolla Cross, will this motoring journalist stick to second nature when writing about a new crossover? Or has Toyota launched a car that’s truly distinct within its segment? Better start writing then…

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CROSSOVERS THE COROLLA CROSS 1.8 HYBRID XR CVT HAS TO BEAT 1. Hyundai Creta 1.5 Executive CVT R441 500 84 kW/143 Nm 6.3 L/100 km

SA), while Xr specification is also available with the non-hybrid, 1.8-litre petrol variant. Although bearing the Corolla badge, with the Corolla Cross, Toyota has, rather refreshingly, refrained from copying the exterior styling of the sedan and hatchback and pasting it onto the crossover. This approach lends the Corolla Cross a distinct persona. However, like its Corolla counterparts, it’s a striking car, with its large, trapezoidal front grille and tapered LED headlamps, which incorporate LED daytime running lights. The Xr variants’ 18-inch alloy wheels add pizzazz to the package. Those with a keen eye might even notice some of the 24 Corolla Cross logos hidden around the car (we found four). Toyota certainly

Built on the strength of the Corolla brand and the moniker’s rich heritage, the Cross-badged variant is an important car for Toyota South Africa Motors (TSAM). It is, indeed, billed as the “hero” of the local Corolla line-up. Manufactured in SA at TSAM’s Durban-based production plant, in which the firm has invested R2.6 billion, the Corolla Cross signifies a duo of firsts for the company: it’s the first vehicle built by TSAM that’s underpinned by Toyota’s New Global Architecture (TNGA) platform and the first new-energy vehicle (NEV) produced by the local arm of the Japanese automaker. Based on the modular TNGA platform, the Corolla Cross measures 4 460 mm nose to tail, 1 825 mm wide and 1 620 mm in height. The wheelbase measures 2 640 mm long. In terms of exterior dimensions, the tall-riding Corolla slots in neatly between its smaller and larger crossover/SUV stablemates, the C-HR and RAV4. However, in terms

of pricing, the Corolla Cross range not only leans towards that of the former; it undercuts the C-HR range’s average asking price by a significant sum. More importantly, however, is how well it’s priced compared with its rivals. The Corolla Cross line-up is priced from R349 900 for the entry-level, petrol-only Xi model to R448 300 for the variant written about here, the 1.8 Hybrid Xr. The petrolelectric powertrain can also be had with mid-tier Xs trim (priced at R413 000, this derivative is the least expensive NEV available in

2 1. Subtle blue accents highlighting the badge indicate this is the hybrid model. 2. Four-wheel-drive derivatives are not planned for South Africa, as to not tread on the RAV4’s toes.

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2. Kia Seltos 1.6 EX+ AT R439 995 90 kW/151 Nm 7.2 L/100 km

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3. Volkswagen T-Cross 1.0 TSI 85 kW Highline DSG R435 100 85 kW/200 Nm 5.3 L/100 km

had fun when designing the Corolla Cross. Accessing the cabin (done via standard-fitment keyless entry) reveals a roomy interior. Larger than the C-HR, though not as spacious as the RAV4, the Corolla Cross offers ample room. There’s oodles of head- and legroom for front and rear occupants. Luggage capacity is more than generous at 440 litres. Specified in Xr grade, the cabin can be had with the choice of black or Terra Rossa (red) leather upholstery. A few hard plastic trim elements are, however, present. An array of convenience and safety features are fitted as standard. Sited within easy reach of the driver and front passenger, the touchscreen infotainment system relays your favourite tunes via Apple CarPlay and Android Auto to a sixspeaker sound system. It also displays a video feed from the reverse-view camera, which is supplemented by park distance sensors. On the hybrid derivative, the software includes hybridspecific menus. Safety items include seven airbags, Isofi x child-seat anchorages, hill-assist control and Toyota’s Safety Sense (TSS) package. The latter setup comprises a suite of safety systems, such as adaptive cruise control, blind-spot

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DEEP DATA TOYOTA COROLLA CROSS 1.8 HYBRID XR CVT Price: R448 300 Engine: 1.8 L, 4-cyl, petrol hybrid Transmission: CVT Driven wheels: F Power: 90 kW @ 5 200 r/min Torque: 142 Nm @ 3 600 r/min 0-100 km/h: n/a Top speed: 170 km/h Fuel consumption: 4.3 L/100 km CO2: 98 g/km

5 3. Interior design familiar to the sedan variant and neatly appointed with an array of standard items. 4. Addition of a battery pack doesn’t hamper the hybrid model’s boot space. All models offer 440 litres of luggage capacity. 5. Ground clearance comes in at 161 mm. As a result, body roll is well contained in the corners.

Length: 4 460 mm Height: 1 620 mm Width: 1 825 mm Wheelbase: 2 640 mm Weight: 1 385 kg Luggage capacity: 440 L Fuel tank: 36 L Warranty: 3 years/100 000 km (8 years/195 000 km for hybrid battery) Service plan: 6 services/90 000 km 3

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monitoring, lane-keep assist and a pre-collision system. Thanks to the electrically adjustable driver’s pew, dialling in your preferred driving position is a cinch. The seating position is tall, allowing for a clear view of the road ahead. Pressing the engine start button, the petrol-electric powertrain, which produces 90 kW and 142 Nm, whisperingly makes its presence known. However, when an overtaking manoeuvre is required, depressing the throttle with gusto elevates this whisper into a pronounced drone as the rev needle ascends the tachometer. But the engine quickly settles down when you reach a steady cruising speed. The cabin becomes seemingly silent. Overall, NVH levels are commendable. One could, however, argue the 1.2-litre, turbocharged petrol unit of the Corolla

Hatch would be better suited to its crossover sibling. However, there’s no denying the appeal and reliability (not that the 1.2-litre engine isn’t) of a naturally aspirated Toyota engine. Only now, it’s coupled to an electric motor. This comes with an array of benefits, most notably fuel consumption. Toyota claims 4.3 L/100 km. Match this figure, and you’ll be able to extract 837 km from the compact, 36-litre fuel tank. For reference, that’s a distance of around 145 km more than what you’ll get from the petrol-only models. Although riding on those striking alloys, the 50-profile rubber and McPherson strut front and torsion beam rear suspension arrangement provides a comfortable ride. The Corolla Cross easily soaks up road imperfections with aplomb and the steering is light, allowing for easy manoeuvrability. A

THE VERDICT

4 5 The Corolla Cross boasts an array of characteristics worth writing about. It offers a generous amount of standard kit, oodles of interior space and comfortable ride quality. However, most notably, it offers all of this, including a frugal hybrid powertrain, in a value-based package. And this gives more local consumers the opportunity to get behind the wheel of a hybrid vehicle. Considering all of this (and, of course, Toyota’s extensive dealership network and standard eight-year/195 000 km hybrid battery warranty), the Corolla Cross certainly does give a motoring journalist something different to write about.

2022/01/04 15:39

ADVERTORIAL

SPACED OUT TOYOTA’S ALL-NEW COMPACT MPV

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The Toyota Avanza served as South Africa's first affordable reasonably sized people mover. Featuring compact dimensions, a simple fuel-efficient engine line-up and seven-seat carrying capacity - the Avanza immediately found favour with Mzansi (for both business and leisure use). Now after two generations, the trusted Avanza makes way for the Toyota Rumion. The Toyota Rumion brings with it a host of product improvements - specifically catered to the evolving needs of customers in the smaller MPV segment.

THIRD ALLIANCE MODEL The Toyota Rumion represents the third product of the Toyota and Suzuki strategic alliance. Following the Starlet and Urban Cruiser, which have achieved significant sales success in just a short space of time, the Toyota Rumion is poised to follow in its siblings’ footsteps.

CONCEPT & DESIGN The newcomer keeps the same product concept, compact dimensions, a fourcylinder petrol engine, seven-seater layout, and good ground clearance. A noteworthy change is the switch to a front-wheel-drive layout - which brings with it improved fuel economy, better packaging and reduced mechanical componentry. The front design employs a trapezoidal radiator grille, with the familiar three-horizontal-slat design and centrally mounted Toyota ellipse. These are flanked by large, tapered headlamps with a large lower apron, which houses stylised air vents and fog lamp surrounds (where fitted). The stylised lower bumper mimics the front design, adding a sense of cohesion and width.

ENGINE & TRANSMISSION All Toyota Rumion models employ the 1.5-litre K15B engine which delivers 77kW and 138Nm. Both 5-speed manual and 4-speed automatic transmissions are offered (grade-dependant). The fuel consumption figure checks in at

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6.2 l/100 km (a slight improvement over the 1.5 Avanza) for both transmission types. CO2 emissions register as 146 and 147 g/km, while top speed is quoted as 175 and 170 km/h km, for the manual and auto respectively.

THE LINE-UP The Toyota Rumion retains the existing three grade line-up; S, SX and TX. The S-grade model is aimed at customers requiring pure functional use at a low price point, the SX offers a balance between affordability and comfort, while the TX grade is aimed at the leisure buyer requiring enhanced comfort and convenience.

WHEELS & TYRES S-grade models are fitted with steel wheels shod with 185-65 R15 tyres.

SX variants use the same size with stylised hubcaps while the TX models feature 15" alloy wheels. All models have a full-size spare wheel.

SAFETY & SECURITY All grades feature driver and passenger airbags, ABS, EBD as well as ISOFIX points. An immobiliser and alarm are also included across the board.

PEACE OF MIND A four-services/60 000 km service plan is standard on all Rumion models, with service intervals pegged at 12-months/ 15 000 km. A 3-year/100 000 km warranty also forms part of the offering. Customers can also purchase additional service and warranty plan extensions from their nearest Toyota dealer with an impressive 220 outlets nationwide.

2022/01/05 15:24

quirky styling; lightweight construction; nippy driving manners

demure luggage capacity; noisy engine

FIAT 500 Although we have to make do with only an updated version of the second-generation Fiat 500, we’re not complaining. It’s as charming as ever!

Words: Juliet McGuire

Julietmc

hat makes an icon, well, an icon? There are many cars that manufacturers would like to be considered as one. However, it takes more than just sales to describe something as iconic. So, although the second-generation Fiat 500 has sold more than three million units worldwide, what else makes it so special? Its charm? Its quirkiness? The dolce vita life it so represents? I would say all of the above… and more! We have been waiting since 2007 to see an updated Fiat 500 and, unfortunately, it’s not a brand-new model. Nope, at this point, the all-new variant has been reserved for the overseas crowd. The third-generation 500 is an electric one, so it makes sense that we would have to suffice with a mere facelifted model. But are we complaining? No.

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As much as there hasn’t been a lot done to the exterior of the updated version (besides a few tweaks to the front and rear headlamps), there are new trim levels and exterior colour options available. The colour palette includes a total of 11 hues, plus a duo of two-tone paint schemes. The range kicks off with the entry-level Cult, then moves on to the Connect, the Sport and the Dolcevita. The former and latter models are also available in cabriolet guise for some al fresco driving. The higher-spec variants, such as the Sport and Dolcevita, are both equipped with a set of 16-inch alloy wheels. These models’ interiors feature leather details on the seats, automatic air conditioning, and a seveninch touchscreen infotainment

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set-up, complete with Apple CarPlay and Android Auto. The Connect model features touchenabled infotainment hardware and screen-mirroring software. A sunroof is also present. However, although this item seems to represent a premium element to any car, for the life of me, I cannot understand why. In our country, the harsh African sun spends the day baking the top of your head all year round. The Fiat’s sunroof has a mesh covering (only), making it impossible to block out the sun entirely. I’ve heard of people putting newspapers on top of the mesh to try and find some reprieve. Powering this very, very light, almost toy-like car is the same 0.9-litre, turbocharged twocylinder petrol engine we know

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DEEP DATA FIAT 500 Price: from R219 900R329 900 Engine: 0.9 L, 2-cyl, turbopetrol Transmission: 5-spd AT Driven wheels: F Power: 63 kW @ 5 500 r/min Torque: 145 Nm @ 1 900 r/min 0-100 km/h: 11.5 seconds Top speed: 173 km/h Fuel consumption: 3.8 L/100 km C02: 88 g/km Length: 3 546 mm Height: 1 488 mm Width: 1 627 mm Wheelbase: 2 300 mm Weight: 930 kg Luggage capacity: 185 L Fuel tank: 35 L Warranty: 3 years/100 000 km (8 years/195 000 km for hybrid battery) Service plan: n/a

1. Fiat 500’s exterior styling stays true to that of the original. 2. Red contrast stiching enhances the Sport derivative’s, ahem, sporty feel. 3. Infotainment set-up includes Apple CarPlay and Android Auto screen mirroring. 4. Manual gearbox would be our pick of the two transmission options. 5. Blue Italy body hue, one of 11 exterior paint options. A duo of two-tone finishes is also on offer.

THE VERDICT from the previous model. The TwinAir unit produces 63 kW and 145 Nm of torque, available from 5 500 r/min and a lowly 1 900 r/min, respectively. But because the 500 weighs almost the same as I do, you don’t need much power to be able to push it. It is the perfect nippy city car. It doesn’t even struggle on the highway. The only bugbear you might experience is the

3 5 This charming and somewhat eccentric little car is probably the most budget-friendly icon there is on the market. You don’t buy this car for its practical or performance benefits. In fact, you don’t buy this car with your head, you buy it with your heart.

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noisy engine. It fills the entire cabin with a growl that makes it hard to hear yourself think. However, many customers find this to be part of the 500’s charm. A bit like the Citroéns of yesteryear. You can opt for either a manual gearbox or an automated manual transmission (MTA in Fiat speak), the latter of which allows for convenience more than anything. A

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H T I W N U G T O RIDING SH

U E R N E BRIFFEL es ndwatch ewheelsa in w ne ro h T n Stade Timothy ann van Jacobs & n o d n Words: V ra Photos: B

ALITY CELEBRITY CHEF AND PERSON OUT OF HIS DAY REUBEN RIFFEL TAKES TIME VE FOR CARS AND TO TALK TO US ABOUT HIS LO E VALLEY HE CALLS HIS NEW RESTAURANT IN TH HOME, FRANSCHHOEK.

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2014 Jeep Wrangler Unlimited 3.6L Rubicon R549 995 209 kW/347 Nm 0-100km/h: 8.9 seconds Top speed: 180 km/h

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“Not all heroes wear capes.” Yup, I totally agree with that. Knife-wielding madman (aka world-acclaimed chef) Reuben Riffel produces top-notch culinary masterpieces that South Africa, and the world, adore. His skill and passion translate directly onto the plate, and for years has been an inspiration to many culinary protégés. Not only does he devote time to his craft and industry, but he is also actively involved in social responsibility initiatives and has a strong focus on the upliftment of local, impoverished communities. Cue, hero title. My interest piqued next level when I learnt of his super passion...cars! Reuben’s hometown Franschhoek, popular for its foodie influence, sees the streets adorned with vintage Jags, modern-day supercars and metal ponies. The car fanatics tend to step out in drones on Sundays for that quintessential ‘Sunday drive’ around the rolling hills and vineyards for what the town is very well known for. So, true to form, I followed suit and met up with Reuben on a Sunday in a bright red 2014 Jeep Wrangler Rubicon, and off we went for our drive and catch up.

Vann: Reuben, looking good, mate! It’s been a while.

Reuben: Look at us, all professional. Who would have guessed?

Vann: When we met, we were two

laaities starting out. You hitting the kitchens and me hitting the matric exams. (A light hint at the age gap.)

Reuben: Vann! (I got the brow lift and side-eye from Reuben, he picked up on the subtle stab.) But yes, here we are. All grown up.

Vann: Okay, let’s get down to business. Or better yet, Let’s Frite. (Frite, pronounced ‘vreet’, Afrikaans for, well, stuffing your face with food. It also means fries or chips in French, linked to the Franschhoek’s French heritage.) You have been busy, friend, what’s the latest? Reuben: My business partner, Chef Aviv Liebenberg, and I saw a gap in the market to use a space where we could bring locals together and bridge the gap with affordable food on the go. The menu is fun and fresh and specialises in burgers and frites...a next-level burger experience.

Vann: Franschhoek is known for its

fancy pants restaurants. I know this one down the road from here. I think it’s called Reuben’s *wink wink*? And here you are, having created the opposite but with the same passion and quality.

Reuben: COVID-19 hit the industry hard, especially considering the lack of tourists that the area relies on, but the locals continued to support the streets of the hoek. With Let’s Frite, we had an opportunity to continue producing great food for everyone, locals included, but at affordable prices.

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Having known Reuben for a good number of years, the drive had a few memories surface.

Vann: I remember it like yesterday, you bought an Audi S3, a white one, and it was the talk of the town. Reuben:

It was actually a black one, but same-same, I guess. (How did I get that wrong? Fail!)

Vann: Same-same! As I was saying, you were one of the first okes in the valley to own a new S3. Since then, you have pretty much stuck with the Germans. What has been your favourite toy to date? Reuben: After the S3, I got the new M4, a white one this time. Until recently, I had an insanely cool Porsche 911 GTS. It was an absolute blast! I sold it as I wasn’t giving it the love and attention it deserved when COVID-19 hit. My current daily driver is a Mercedes-AMG CLS 53, and I have a few old-timer Mercs as well, including a lekker W116 350 SE and a W108. We make the trek back to Let’s Frite. We said our goodbyes. Next stop, a table in the restaurant. The team and I indulged in the most delicious burgers and frites I’ve had in a long time. Well done, Reuben and Aviv. I can’t wait for my next visit. A

Special thanks to oking Cape Town for ho in ep Je el ha ic Carm to rad wheels. Head e es th h it w up us o.za, .carmichaeljeep.c w w w , te si eb w r thei impressive to look at their ventory. Jeep Wrangler in

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L A N R E T E SILH Possibly the most recognisable design in the motoring world, for some, the Porsche 911’s sempiternal silhouette bears a great deal of meaning. This timeless line has now found a place on skin.

Words: Marius Boonzaier mariusboonzaier Photos: Photos: Brandon Jacobs and Timothy Throne

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ew motor vehicles are worthy of a ‘timeless’ status. It’s cars embodying evolution rather than revolution. Arguably the most iconic sports car ever produced, the Porsche 911 is one. The designer of each iteration has had the challenging task to reimagine yet stay true to the original silhouette since the 911’s introduction in 1964. Celebrating a decade of exquisite tattoo design, we headed to Cape Electric Tattoo, located at the foot of Table Mountain, where owner and artist Waldo del Rocca meticulously reinterpreted the 911’s timeless silhouette onto my skin. To me, the 911’s silhouette symbolises an eloquent quote by Dr Ferdinand Porsche, founder of the German marque: “Change is easy. Improvement is far more difficult.” It’s eight words I hold dear. It applies to Porsche improving the 911 over eight generations, and to life. It symbolises that however difficult improvement may be, it is, indeed, possible. For this reason, I decided to get a tattoo of the Stuttgartbased firm’s rear-engined sports car’s silhouette. Who better, then, to entrust etching this line into my skin than one of the globe’s most renowned tattoo artists.

AL HOUETTE APEX

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FEATURE

. Y S A E S I E CHANG R A F IS T N E M E V O R P IM MORE DIFFICULT.

The South African International Tattoo Convention (scheduled to again take place in Cape Town in 2023) is where 100 of the world’s best tattoo artists get together to showcase their talent. Waldo is one of them. He specialises in a large variety of designs, each of them exquisite, as I noticed when I entered the parlour. The blueprint for the tattoo was an immaculate 1969 911 S, owned by Porschephile Michelle Hambly-Grobler, who came along for our trip. She has some ink of another iconic Porsche – a 356 Super 90 – herself. I had to ask her about it. She lit up, answering each of my questions with enthusiasm. “It’s something I’ve wanted for a long time,” she said excitedly. “I started with what I believe is the essence of Porsche. It’s a beautiful reminder of what I stand for. I love my tattoo. I look at it, and I get very happy.” She could tell I was a bit nervous about getting my first tattoo. Although more than five decades old, the 1960’s example we drove to Cape Electric Tattoo is entirely mechanically sound. It wants to be driven. And that’s precisely what we did on the sinuous,

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picturesque mountain road of Signal Hill, with the air-cooled, atmospheric boxer motor providing a suitable soundtrack, which would soon be replaced by the howling vocals of Led Zeppelin frontman Robert Plant. Arriving at Cape Electric Tattoo, Waldo was just as enamoured with Michelle’s classic 911. We walked around the beautifully restored Porsche as Michelle shared more details about the car’s history. We realised the word ‘Tattoo’ of the parlour’s sign reflected off the roof ... it had to be an, ahem, sign. We stopped at the side of the Porsche. Waldo looked at the profile with a keen eye and went back inside to draw a few sketches of the silhouette. A short while later, I lay on the tattoo bed with my arm outstretched. The buzz of the tattoo device was accompanied by ‘Stairway to Heaven’ from the stereo. While I lay there, I thought back to 1981 when the 911 as nearly discontinued. Then president and CEO Peter Schutz entered the office of Porsche’s lead engineer, Professor Helmuth Bott and noticed a chart on the wall. It depicted the firm’s plans for the 911, 928 and 944. The 911’s line stopped in ‘81. Schutz took a marker and extended the line across the page, onto the wall and out the door. Today, the 911’s timeless silhouette –subtle curved shape –is not permanently etched onto my right forearm. A

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THANK YOU

We want to thank Waldo del Rocca of Cape Electric Tattoo for exquisitely reinterpreting the 911’s timeless design in ink.

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For more information on Cape Electric Tattoo, visit the website at www.capeelectrictattoo.com, Instagram page at @capeelectrictattoo or contact 021 423 7646. Special thanks to Michelle Hambly-Grobler (@porschegirlct on Instagram) for joining us with her immaculate 1969 Porsche 911 S and putting the author’s nervousness at ease. It’s been a privilege.

2022/01/04 15:59

Unsung

SA HAS PRODUCED MANY AUTOMOTIVE STARS, THOUGH SOME ARE UNHERALDED LOCALLY. THIS IS THE STORY OF BRIAN GUSH, WHO ENJOYED A 20-YEAR CAREER WITH BENTLEY. Words: Roger Houghton

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no more

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FEATURE

everal South Africans have hit great heights in the highly competitive arena of world championship motorsport. A few (often unsung) heroes have also made their mark on the broader global automotive industry. One such example is Brian Gush. In 2019, Gush retired at the age of 66 after a stellar 20year career with Bentley, which followed spells working for Ford and Volkswagen in South Africa. His final year at Bentley was particularly special as it was the year in which the British firm celebrated its centenary. Although a true petrolhead and motorsport enthusiast – initially with a love for off-road motorcycles, having conquered the Roof of Africa – Gush has an innate ability to balance the demands of two important tasks. This was indeed the case at Bentley, where he effectively squared his position as head of powertrain engineering, setting up and directing a remarkably successful new motorsport division. Earlier in his career, he had moonlighted on motorsport and special projects at Ford in addition to his day-to-day tasks working in the product engineering department. He’s a gutsy, no-nonsense guy who isn’t afraid of challenges. He likes to prove sceptics and cynics wrong, something he managed to do on several occasions. Gush was born in Gqeberha and attended school at Grey High in his hometown. The next step was obtaining a mechanical engineering qualification at the Cape Town Technikon (now Cape Peninsula University of Technology) before starting his career in the industry as a graduate trainee at Mercedes-Benz in East London in 1977. This period included a memorable secondment to the Mercedes-Benz research division in Germany.

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FEATURE

Gush became the second motorsport director in the then-90-odd-year history of Bentley after running the marque’s engineering operations.

Gush joined Ford in 1981. Here, he worked after hours to develop the Sierria XR8 for Bernie Marriner’s Group One racing team.

He joined Ford in 1981, where he moved up the ranks in product engineering. Initially, he was responsible for the Kent and Essex powertrains before heading up the chassis department. In this position, he worked after hours to build the Sierra XR8 for Group One racing for Bernie Marriner’s Ford Motorsport team. This not only involved fitting a 5.0-litre V8 engine into the Sierra, but also setting up the process to build 250 of these homologation specials on the under-utilised truck assembly line. This XR8 made waves not only in South African motor racing. It was also displayed at the brand’s head office in Detroit. Bob Lutz, executive vice president of Ford Motor Company, even ordered one for his personal use. Gush resigned from Ford when the firm moved up to Pretoria with Sigma Motor Corporation and formed the South African Motor Corporation (Samcor). He joined Volkswagen in Uitenhage (now Kariega) in 1985. Here he oversaw the replacement of the T3 Kombi’s horizontally opposed Wasserboxer engine with a

1.8-litre, four-cylinder petrol unit (from the Golf but slanted at 57 degrees to fit) and Audi’s 2.5-litre inline five-cylinder engine. These were uniquely South African developments. He also led the teams responsible for the Golf A1, A2, A3, T3 and Audi platforms and headed up the powertrain team involved in developing a Jetta derivative for the Chinese market. The latter project saw him noticed by the engineers in Germany and a transfer to Wolfsburg followed in 1992. Then it was back to VWSA in

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1996 for a short spell as head of product engineering before he was offered a position at Bentley (which the Volkswagen Group had purchased the previous year) in 1999. Gush initially ran the engineering operations, but his responsibilities later included motorsport. Ultimately, he became the second motorsport director in the then-90-oddyear history of Bentley. The first person to have controlled the company’s involvement in motorsport – including three successive wins in the Le Mans

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24-hour race – was none other than Walter Owen Bentley, who founded Bentley Motors in 1919. Gush was instrumental in getting the famous British manufacturer back into international motorsport for the first time since 1930. He did this by convincing his new employer to take over an aborted programme originally conceived to push Volkswagen into the top category at Le Mans. This programme had involved putting a Volkswagen W12 engine into a new LM-GTP sports coupé, which was designed and built by Racing Technology Norfolk. Gush identified the abandoned project as an ideal way to promote Bentley after its takeover by the VW Group. One of the objectives of the new management was to attract younger buyers. Gush believed motorsport was the ideal tool to achieve worldwide brand awareness and engender a team spirit among the factory employees, many of whom were still somewhat loyal to the Rolls-Royce brand, which had moved from Crewe to fresh facilities at Goodwood under its new owner, BMW.

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FEATURE

Development of the Bentley Le Mans contender saw the W12 engine replaced by twin-turbo V8 units that were being used successfully in Audi’s LMP900 prototype. The car named EXP Speed 8 took third place in the famous 24-hour race in 2001, followed by a fourth finish with the updated version in 2002. Gush’s team, still working with Racing Technology Norfolk, then built a new car for Le Mans in 2003, using a version of Audi’s twin-turbo V8 specially developed for Bentley. His cup was overflowing in 2003 when the Speed 8s took the first two places at the end of the gruelling race. “The cynics said our car was little more than a re-bodied

Audi LMP900 and this really made my blood boil,” explained the former Bentley Motorsport director. “In fact, our car had more British content than there was German content in the Le Mans-winning Audis.” Despite masterminding this wonderful Le Mans one-two, the South African did not neglect his duties as director of the chassis and powertrain engineering division for production cars. This period included replacing BMW V8 and V12 engines in Bentleys with an updated version of the long-running 6.75-litre V8 mill that had been used in Bentleys and Rolls-Royces since 1959. This legendary power unit eventually went out of production in 2020,

ending a record 60-year run. He was also responsible for the chassis engineering and co-development of the twinturbo W12 and V8 engines used in the Continental range. Another important task at

this time was being responsible for the chassis and powertrain development of the incredibly special Bentley State Limousine, built for Queen Elizabeth II on the occasion of her Golden Jubilee in 2002.

2 1. Gush and Queen Elizabeth II next to the special Bentley State Limousine, which was specially built for the Queen’s Golden Jubilee. 2. The Bentley EXP Speed 8 took third place at the 2001 Le Mans 24-hour race.

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FEATURE

3 3. The world-record-setting Bentley Continental GT achieved an average speed of 321.65 km/h on ice. 4. In 2019, a Bentley Continental GT broke the Pikes Peak Hill Climb record with a time of 10 minutes 18.48 seconds. 5. Gush was instrumental in the British marque’s GT3 motorsport department.

Motorsport took a back seat for several years as Bentley built up new ranges of cars and powertrains and developed its global dealer network. However, the British firm kept its name in the high-performance limelight with several successful recordbreaking runs during this period. The first was in 2007 when four-time world rally champion Juha Kankkunen broke the world speed record on ice, reaching 321.6 km/h in a Continental GT on the frozen Baltic Sea off the coast of Finland. Kankkunen then bettered this speed when he clocked 330.695 km/h in a Continental Supersports Convertible in 2011. That same year, Gush persuaded the board to use motor racing to promote the

new Continental GT. After evaluating several established racing teams, he decided he wanted an exclusive deal with a dedicated organisation and looked outside track racing teams. He found what he was looking for at M-Sport, which had been established in 1997 by former rally driver Malcolm Wilson and previously concentrated on building rally cars. The thought processes of Gush and Wilson gelled from the start as they tackled the challenge of creating a winning GT3 car in one of the most competitive series in modern circuit racing. The first hurdle was to convince the FIA, the controllers of global motorsport, that Bentley could indeed build a competitive GT3 car, which

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mainly concerned getting down to the weight limit. Gush produced a digital presentation to show how he planned to shed mass from the vehicle. One measure was to replace the doors, which weighed 54 kg and were made of steel (plus full of electronics), with 7 kg carbon-fibre items. The 72 ECUs on the production car were replaced with two. In total, 270 kg was saved on the powertrain (including replacing the fourwheel-drive system with rearwheel drive), 265 kg in body and chassis, 118 kg in exterior trim and 105 kg in the seats and restraint systems. Eventually, the vehicle reached the required 1 300 kg kerb weight, an astounding achievement for a big luxury car. The Bentley Continental GT3 prototype was first shown to the public at the Goodwood Festival of Speed in 2013, and I was there to see the car and chat with Gush. “One of the big advantages of using a team with loads of experience rebuilding damaged rally cars on events is that the designers and fabricators of our racing cars made sure it was comparatively simple to make repairs at the track when necessary. This proved important on more than one occasion,” he explained. Another highly emotional moment came when a Bentley Continental GT won the Silverstone round of the Blancpain GT3 Endurance Series in May 2014. This was the first time a factory-entered Bentley had competed in a race in Britain since the RAC Tourist Trophy in 1930.

Under Gush’s guidance, a total of 27 first-generation Bentley GT3s were built between 2013 and 2017 before a second-generation racing version was introduced in 2018, 20 of which was produced by M-Sport. Bentley Motorsport has retained six from each generation for its own use while selling the other cars to private teams. Besides his day jobs of vehicle engineering and motorsport, the multi-tasking Gush also became involved with a couple more record attempts at the Pikes Peak Hill Climb in the United States. The first was to set a record for production SUVs with a Bentayga, achieved in 2018 with a time of 10 minutes 49.9 seconds. The following year, a Bentley Continental GT became the fastest production car up the hill, with a time of 10 minutes 18.48 seconds. The cars were prepared at the

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Bentley Motorsport facility in Crewe and driven by Rhys Millen on both occasions. Gush retired from Bentley in August 2019 to spend more time with his wife, Ginnie, at their home in Congleton, Cheshire, in the United Kingdom, where he keeps his 1966 Lotus Elan, 1970 Ford Escort Mk 1 rally car and several classic British motorcycles. Fittingly, another South African, Paul Williams, has since

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stepped into Gush’s position as director of motorsport. Although Gush is no longer part of Bentley, he still has an exceptionally soft spot for the brand and was enormously proud when the Bentley Boys won the prestigious Bathurst 12-hour race in Australia in February 2020, particularly as his countryman, Jordan Pepper, was one of the victorious drivers. But then came a low point with the announcement that the factory team run by M-Sport had been withdrawn from the Intercontinental GT Challenge owing to the impact of the COVID-19 pandemic, which also resulted in the retrenchment of 1 000 employees at Bentley. “I am just pleased that I was at the right place at the right time before the COVID-19 pandemic swept across the world and changed our lives forever,” says Gush. The tenacious South African’s impact at Bentley will be long lasting, and we’re grateful we had the chance to share his story. We hope you’re enjoying your retirement, Brian. You certainly earned it. A

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The end

of a new era Aston Martin Vanquish at 20

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CLASSICS

Words: Brett Hamilton

BrettAtLarge

ON ITS 20TH ANNIVERSARY, WE REVISIT THE CAR THAT ROARED ASTON MARTIN INTO THE 21ST CENTURY.

ston Martin has a history and allure that’s possibly unmatched in the automotive world: swapping paint with the best on global race tracks, mingling with the glitz and glamour of high society, and stealing scenes with compelling cameo performances on both the big and small screens. It is quintessentially British and yet masterfully sidesteps the stodginess that this could easily embody. Yes, your dad also likes it, but that’s somehow okay. Like Kate Moss. Or the Stones. However, it’s also true that, by the end of the 1990s, the company began to lose some of its lustre. It needed revitalisation and a new product strategy that could propel it into the new millennium. Essentially, Aston Martin needed to move beyond those glorious, low-volume and handmade V8s and into something a bit more accessible and modern. The answer came in the form of the svelte DB7 in 1994. Penned by Ian Callum, the DB7 was gorgeous and heralded a new era for British automotive design. The DB7 had done well to ensure the company’s survival, and the addition of the DB7 V12 Vantage in 1999 added proper sports car performance. However, Aston Martin still needed a flagship, a car to replace the ageing Virages and Vantages.

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CLASSICS

Underpinned by the British marques VH-platform, the Vanquish sported a completely new architecture.

And so it was that, in 1998, we got a first peek at the – somewhat confusingly named – Project Vantage. The concept was brutish, sporting a delightful mix of flowing bodylines and power bulges. It was clearly an Aston Martin, but it wasn’t beautiful like the DB7. Although, in retrospect, maybe it was. I like to think of it as a Gieves & Hawkes suit but with a knuckledust-

THE VANQUISH SEEMS TO HAVE SETTLED INTO ITS OWN SKIN OVER THE YEARS.

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er in the breast pocket instead of a pocket square. Whatever it was, the public and critics loved it, and by 2000 Project Vantage became Vanquish and was ready for ‘mass’ production. Only 2 589 examples were built. At the time, the Vanquish was the ultimate Aston Martin and the most sophisticated and technologically advanced production car the company had ever made.

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CLASSICS

It’s been 20 years since the Vanquish rolled out of the factory. It has aged well. From the outside, the car appears tamer than it was back then. Compared with the angles and bulges and cutlines of modern Astons, the Vanquish seems reserved. The cabin is understated, too. Essential dials and the broad centre stack were the only metal in an interior filled with leather. It is more functional than beautiful, which was a significant departure for the company in 2001. But the true gem is the 6.0-litre V12 that lies hidden somewhere in front of me under the raking bonnet. It roars into life, first with a whirring sound and then a whining burble. The car is a little temperamental in town. It prefers stretching its legs on sweeping roads. Aston had endless trouble integrating the engine and transmission, with the firm even roping in the assistance of Magneti Marelli. However, they could never really

1. A true gem, the 6.0-litre V12 relays a sonorous soundtrack into the cabin. 2. The Vanquish was hand-built at Aston’s Newport Pagnell factory.

fix the glitch. The shifts are quick, sure, but it needs to be smoother and more reliable. This is the only challenging part of driving the Vanquish, as the rest of the driving experience is exhilarating. I have driven a Vanquish before and the DBS that replaced it in 2008. The DBS was certainly more than a handful. The Vanquish seems to have settled into its own skin over the years. It is by no means as refined as modern Astons, but compared with the DBS, it doesn’t require you to grab it by the collar to drive fast. And it is fast. The engine is eager to please and is very responsive to inputs from your right foot. The chassis is equally sublime. The Vanquish sported a completely new architecture from Aston. Known as the VH-platform, it comprised an extruded aluminium and carbon fibre-bonded monocoque and composite front and rear crash structures. There is no hiding the massive V12-lump

V12 VANQUISH PRODUCTION LINE

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3. James Bond was once sat here, in Die Another Day. 4. Top speed was well over 300 km/h. 5. Later models adopted updated switchgear and a satellite navigation screen.

IT’S BEEN 20 YEARS SINCE THE VANQUISH ROLLED OUT OF THE FACTORY. IT HAS AGED WELL.

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upfront, but the car does well to track true through corners. It has pretty straightforward running gear, with double wishbones and coils all around, but the results are impressive. It’s seriously tempting to chase corner after corner on Franschhoek Pass. Tighter corners are more of a challenge and require the nose to settle before you can climb back on the accelerator. Then it is the noisy lunge down a short straight as the car eagerly sends both dials spinning upwards. Hard on the brakes, the grand tourer does well to slow its roll before it’s again hard on the right pedal and into the next short straight. It is as fast as it is loud. A Ford Figo near the top of the pass puts pain to my raucous pleasure. It is ironic that a Ford pulled in my reins since it’s significantly thanks to Ford that the Vanquish exists. The Blue Oval brand acquired 75 per cent of Aston Martin in 1987 and bought the rest of the firm in 1993. Much has been written about Ford’s juggling of priorities within its broad brand portfolio, including the likes of Jaguar and Volvo. But while most of the budget went to the former, Aston Martin was where Ford stretched its advanced-technology legs. Ford found Aston a fruitful proving ground for technology that would eventually find its way into its volume-based cars. This brings me to Jacques Nasser. The brains behind the Vanquish project were

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CLASSICS

Jacques, Bob Dover, who had left Jaguar to take over as boss at Aston Martin, and Ian Callum as styling boss. As Ford’s boss of automotive operations, Jacques loved fast cars, but Ford was less keen on this, with the US marque preferring to focus on making beige sedans. However, this didn’t stop Jacques from developing the F1-inspired, V12-powered Indigo show car

DESPITE ITS RICH HERITAGE of long-bonneted, front-engined, highperformance sports cars, CEO Tobias Moers recently confirmed that Aston Martin plans on introducing a brace of mid-engined hypercars, including the resurrection of the Vanquish nameplate. The limited-production Valkyrie is already available for order, while the Valhalla is scheduled to follow in 2023 and will most likely be powered by a mid-mounted, 3.0-litre V6 hybrid powertrain. The Vanquish – rumoured for release in 2024 – is expected to use the same motor but in a detuned state as this grand tourer aims to take on the likes of the Ferrari F8 Tributo and McLaren 720S.

for the 1996 Detroit show. It was never going to make it into production, but Jacques had other plans. He found his release across the pond at Aston Martin, where a 6.0-litre V12 was just what was needed for the development of a new flagship in its model line-up. It represented the end of an era for Aston Martin. But also the start of a new one. A

Race to the middle

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GARAGE

SEE IT BUY IT OWN IT APEX

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

Visit us at the L’Ormarins Wine Estate in Franschhoek

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FIND YOUR

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#FindYourFIT * Images shown for illustrative purposes only.

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SCAN FOR VIDEO

2022/01/04 16:16

FEATURE

THE READING ROOM Bookshelf must-haves for 2022.

/ 02 FRY’S TIES The latest offering from Stephen Fry is inspired by the author’s hugely popular Instagram posts and features handdrawn illustrations and photographs to celebrate his expansive collection of ties. Fry’s collection of ties numbers well into the hundreds, and each one has a story to tell. As can be expected from Fry, this book is distinctively funny and packed with wit. It’s also full of facts and personal stories from the actor/comedian’s life. Cover price: R405 | Published by: Penguin Random House

/ 03 MY LIFE IN DIRE STRAITS Dire Straits was one of the biggest bands of the eighties, and even today, their hits play on. In My Life in Dire Straits, founder member, bassist and mainstay John Illsley tells the band’s story: from his beginnings in Middle England to the band’s humble origins in London’s pubs and their rise to some of the best-known venues in the world. The book is also a tribute to the band’s lead singer and Illsley’s close friend Mark Knopfler, the band’s only member to stay the 15-year distance. The story is told with honesty and humour and is the first and only account of the band’s incredible story. Cover price: R350 | Published by: Penguin Random House

/ 04

/ 01

NEVER GIVE UP: A LIFE OF ADVENTURE

DIDDLY SQUAT: A YEAR ON THE FARM This book by Jeremy Clarkson tells stories of life on his farm — an idyllic spot in the Cotswolds. While Clarkson has always liked the idea of farming, the reality turns out to be quite different to his expectations. Faced with red-tape, terrible weather, local objections and a global pandemic, he realises it’s going to take much more than splashing about on a tractor to turn his farm around. Expect plenty of humour for which Clarkson is known, albeit in a different context this time.

Written by global adventurer and TV presenter Bear Grylls, this book chronicles the author’s life and career, taking readers on a trip along his favourite adventures and most exciting survival challenges. It’s also packed with personal stories from his expeditions, as well as some behind-the-scenes insight into his Man vs Wild series. The book is a follow-up to the best-selling Mud, Sweat and Tears and is a must for any Bear Grylls fan. A

Cover price: R350 | Published by: Penguin Random House

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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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#MagniteProgress

2022/01/05 15:27

FINAL WORD

MAT WATSON MW

ON CARS

matwatsononcars

A sub-12 second sprint time on the quarter-mile in a hot hatch… How fast has Audi really made the new RS3? Mat Watson is here to tell us exactly how fast and exciting the baby RS is.

AUDI RS3 QUATTRO S TRONIC

here has only ever been one reason to buy an RS3: its glorious 2.5-litre, turbocharged five-cylinder engine. The rest of the car has always been a bit meh. But things have changed. The new car has a torque-vectoring rear differential that enables you to drift. Yes, the AMG 45 S has had this for years – and you can even get this system as an option on the Volkswagen Golf R – but the RS3 feels the most natural to oversteer. This, plus a genuinely entertaining chassis, means the baby RS is impressive for much more than just its sonorous engine, though it’s still the star of the show. While power output remains the same as before (294 kW), improved power delivery and 20 Nm more torque mean it’s even more potent. In fact, I timed it at 11.9 seconds over the quarter-mile. That’s 0.1 seconds quicker than what I’ve achieved in an RS4! Although its asking price in South Africa will, inevitably, be steep, considering what the new RS3 offers in terms of performance, handling, tech and all-round usability, it’s actually well worth it! A

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Price: TBC Engine: 2.5 L, 5-cyl, turbopetrol Transmission: 7-spd dual-clutch Power: 294 kW @5 600-7 000 r/min Torque: 500 Nm @ 2 250-5 600 r/min 0-100 km/h: 3.8 seconds Top speed: 250 km/h* *290 km/h with optional RS Dynamic package

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THE PEAK OF SOUTH AFRICAN MOTORING

2022/01/14 11:28

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