APEX 01 by APEX

APEX

APEX Sting

Nose-heavy hot-rod turns into world-beating mid-engined supercar...

THE PEAK OF SOUTH AFRICAN MOTORING

S-Class: we drive Mercedes-Benz’s new standard-bearer

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Crossover craze: Q3 Sportback, T-Roc, 2008 & CX-30 tested

ISSUE 1

R59,50

Classic cars: our expert picks the best vehicles across four budgets

NEWS Volvo C40 Recharge • Mercedes-Benz C-Class • Honda HR-V & Nissan Qashqai LAUNCH PAD Ferrari Roma • Mazda BT-50 • Porsche 911 Turbo S • Kia Picanto X-Line DEEP DRIVE Land Rover Defender vs. Toyota Prado • BMW 4 Series Hyundai Creta FEATURE 25 years of the Boxster • Behind the scenes: McLaren Artura • 3 generations of the Mini GP driven

2021/04/06 18:04

9 772710 519004

like a ray

21001

THE PEAK OF SOUTH AFRICAN MOTORING

The new S-Class.

Cares for what matters.

LUXURY DEFINED.

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BORN FOR THIS

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incl. VAT

FROM

R307 900

Five Year/ 200 000km Warranty

All New 1.5ℓ engine

Low Range Gear

Traction Control

Authentic Offroader

Ground Clearance

Touch Screen *GLX model only

6.3ℓ/100km

Retail price includes 2-year/30 000km service plan. Discover more at SuzukiAuto.co.za

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CONTENTS ISSUE 01

30 44

LAUNCH PAD

Mercedes-Benz S500L 4Matic 9G-tronic

104

DEEP DRIVE

Mazda CX-30 2.0 Individual AT

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144

LAUNCH PAD

Chevrolet Corvette Stingray C8

CLASSIC

Classics on any budget

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CHALLENGE ACCEPTED

8024703_E

YOU CAN IN THE NEW RANGER FX4 NOW WITH CONNECTIVITY

Experience FordPass on Ford.co.za FordPass connect and embedded modem comes standard on 2021 Rangers excluding base models. Accessories shown not sold/ endorsed by Ford Motor Company of Southern Africa. E&OE

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CONTENTS

NEWS

Volvo C40 Recharge

CONTENTS 14

FIRST WORD NEWS

Volvo C40 Recharge; Mercedes-Benz C-Class; Honda HR-V & Nissan Qashqai 22 McLaren Artura

LAUNCH PAD

30 Chevrolet Corvette Stingray C8 38 Ferrari Roma 44 Mercedes-Benz S500L 4Matic 9G-tronic 52 Mazda BT-50 DC XT 4x4 Manual 58 Porsche 911 Turbo S Coupé PDK 62 Kia Picanto 1.2 X-Line Manual

64 72 84 136

FEATURE

Time waits for no one The kingmaker turns 25 Micro machines Riding shotgun with Francois van Coke 162 The reading room 164 Mick Schumacher: running from the shadows?

COLUMN

79 Mike Fourie 81 Juliet McGuire 82 Thami Masemola

LAUNCH PAD

Porsche 911 Turbo S Coupé PDK

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136

FEATURE

Riding shotgun with Francois van Coke

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NOW LIVE

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CONTENTS

DEEP DRIVE

92 Land Rover Defender 110 D240 First Edition AWD AT vs. Toyota Land Cruiser Prado 2.8GD VX-L 104 Mazda CX-30 2.0 Individual AT 110 BMW M440i xDrive Coupé Steptronic 116 Peugeot 2008 1.2T 96 kW GT 6EAT 122 Hyundai Creta 1.5 Diesel Executive AT 128 Audi Q3 Sportback 40 TFSI Quattro S line S tronic 132 Volkswagen T-Roc 2.0 TSI 140 kW R-Line DSG 4Motion

DEEP DRIVE

Land Rover Defender vs. Toyota Land Cruiser Prado

CLASSIC

110

DEEP DRIVE

BMW M440i xDrive Coupé Steptronic

116 APEX

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144 Classics on any budget

DEEP DRIVE

Peugeot 2008 1.2T 96 kW GT 6EAT

FINAL WORD

166 Mat Watson on cars

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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

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FIRST WORD

elcome to the launch issue of APEX! If I may flirt with arrogance, you’ve made a great choice to buy it… Motoring journalism is a fickle, ever-evolving industry (as columnist Juliet McGuire highlights on page 81) but I believe there’s room in the South African market for an entertaining, informative magazine such as the one you’re holding. Call me a traditionalist, if you will, but I relish consuming a considerately written, designed and photographed publication, whether I’m on my couch, at the beach or on a plane flying to another launch. It’s my sincerest wish that you share my sentiments while paging through APEX because this first issue is packed cover to cover with exciting first drives, in-depth tests of some of the market’s newest models, plus stimulating features and columns from SA’s best and brightest automotive scribes. APEX isn’t available only in print, however. Find us on Instagram, Facebook and Twitter, and soon at APEXmag.co.za. Engage and tell us what you’d like to see in upcoming issues. Want to write for APEX, or have a cool car you’d like the magazine to feature? Send an email to vann@apexmag.co.za.

Happy reading!

TS Terencestp

apexmag.co.za

magazine_apex

THE TEAM Commercial director: Vann van Staden Launch editor: Terence Steenkamp Art director: Chris Agenbag Contributors: Jennifer Campbell, Kian Eriksen, Calvin Fisher, Mike Fourie, Thami Masemola, Juliet McGuire, Ian McLaren, Gautam Sharma, Mark Smyth, Vann van Staden, Mat Watson Advertising and editorial queries: 021 712 3842 / vann@apexmag.co.za Publisher: APEX Exchange (Pty) Ltd Printers: CTP Printers Distributor: On The Dot / Media Support

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Go there

in the new Picanto X-Line

City streets, urban scenes and everywhere in between. The new KIA Picanto X-Line crossover design is 쏾t for city life or a weekend getaway, and with an unlimited kilometre 5-year warranty, a standard service plan and 쏾veyears’ worth of roadside assistance, you can get in and go here, there, or anywhereyour heart desires. Test drive the new Picanto X-Line now. Visit Kia.co.za.

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NEWS

MUCH LIKE ITS CONTINENTAL CARMAKER COUNTERPARTS, Volvo has set its sights on 2030 as the watershed year it’ll divest completely from the internal-combustion engine as it embraces electric-only propulsion. The opening salvo of new models advancing its cause is the new C40 Recharge, which is Volvo’s first bespoke electric vehicle (the XC40 Recharge is the company’s first EV yet is based on the XC40 … read about that model bottom right) but is more rakish crossover than compact SUV. Here’s what you should know about the C40.

FUTURE

Volvo’s announced it’ll become an electric-only brand by 2030 and will transition to online car sales. Digitally is the sole way you’ll be able to buy the new C40 Recharge, described as the “future” of the brand.

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NEWS

RECHARGE WHILE GETTING A CUPPA

SLEEK SWEDE

The C40’s coupé-crossover design introduces a new front-end that’s set to become a staple of Volvo’s EVs. The headlights include state-of-the-art pixel technology.

The drivetrain consists of twin electric motors, one on the front and one on the rear axle, powered by a 78 kWh battery that can be fast-charged to 80% in about 40 minutes. It offers an anticipated range of about 420 km, which is expected to improve over time via overthe-air software updates.

DATA DROID

Inside, the C40 boasts an infotainment system jointly developed with Google and based on Android’s operating system. It offers access to Google apps and services built-in, such as Google Maps, Google Assistant and the Google Play Store. The company will also offer unlimited data to ensure the C40 Recharge receives all the necessary overthe-air software updates.

XC40 RECHARGE FOR SA Volvo Car South Africa has confirmed that, unlike the C40 which is still under consideration, the XC40 Recharge will arrive in SA in August and it might just give a few Golf GTI drivers a fright from the lights. The XC40 Recharge P8, to give it its full name, has an AWD electric drivetrain offering a peak output of up to 300 kW. That’s sufficiently brawny to propel it to 100 km/h in a mere 4,9 seconds. Actually, Golf R drivers should be worried...

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CLASS ... AND SOME SASS

Mercedes-Benz’s most successful model of the last decade looks set to reclaim the throne from the 3 Series and A4.

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NEWS

he C-Class is crucially important to Mercedes-Benz’s global success and, as such, the German automaker has understandably been somewhat conservative in updating a winning formula. Still, under the skin, the new W206 model is the first C-Class with a fully electrified range, plus the first generation to limit its internal-combustion powerplants to just four cylinders each. Fear not, each variant offers an integrated-starter generator and 48 V system adding an additional 15 kW and 200 Nm of electric EQ Boost. Full hybrids and electric options will soon follow, says Benz. All models will employ the familiar 9G-tronic torque-converter automatic transmission. It’ll once again be built at Mercedes-Benz’s East London manufacturing hub following a R10 billion investment.

NEW TECH, OLD-SCHOOL ELEGANCE The new C-Class’ interior looks to be a masterclass in combining cutting-edge in-cabin technologies with traditionally

opulent materials and comfort. Gone are the traditional instrument cowl and dials and, much like the S-Class’ setup, the new C boasts a freestanding, high-resolution instrument display measuring either 10.25 or 12.3 inches. The biggest difference to the much-loved outgoing W205 model, however, is the adoption of a central, portrait-oriented touchscreen spanning either 9.5 inches or, if your pockets are deep enough, 11.9 inches. Like the new S, the C will incorporate the second generation of Mercedes-Benz’s MBUX voice-assistance system. Of course, this is still a

AT A GLANCE*

UNDER THE SKIN The new C sits on a modified version of the old model’s platform but a new four-link front axle has been added, as well as rear-wheel steering to shrink the turning circle at low speeds and boost stability at cruising altitudes.

OLD VERSUS NEW Unsurprisingly, the new C-Class is the biggest one yet. How big? Well, here’s how it compares with its predecessors.

W202

W203

W204

W205

W206

4 505 mm

4 526 mm

4 582 mm

4 686 mm

4 751 mm

(1993-2000)

Length

Benz, so various artificial/real leathers and metal/wood trims are on offer.

(2000-’07)

(2007-’15)

(2015-’21)

(2021-)

Width

1 720 mm

1 728 mm

1 770 mm

1 810 mm

1 820 mm

Height

1 425 mm

1 426 mm

1 447 mm

1 442 mm

1 438 mm

Wheelbase

2 670 mm

2 715 mm

2 760 mm

2 840 mm

2 865 mm

C180

C200

C300

C220d

C300d

Engine

1.5-litre, 4-cyl, turbopetrol

2.0-litre, 4-cyl, turbopetrol

2.0-litre, 4-cyl, turbodiesel

Transmission

9-speed AT

Power

125 + 15 kW

150 + 15 kW

190 + 15 kW

147 + 15 kW

195 + 15 kW

Torque

250 + 200 Nm

300 + 200 Nm

400 + 200 Nm

440 + 200 Nm

550 + 200 Nm

0-100 km/h

8.6 seconds

7.3 seconds

6.0 seconds

7.3 seconds

5.7 seconds

Top speed

231 km/h

246 km/h

250 km/h

245 km/h

250 km/h

Fuel consumption

6.2 L/100 km

6.6 L/100 km

5.0 L/100 km

CO2

141 g/km

150 g/km

131 g/km

132 g/km *Models destined for SA TBC

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CROSSOVER

CHARGE! Honda and Nissan will soon launch new versions of their beloved crossover models, the HR-V and Qashqai. Unsurprisingly, both embrace electrification.

Honda has unveiled the latest generation of its popular HR-V compact crossover, available with a powerful and responsive two-motor e:HEV powertrain as standard for the first time. Available in Europe from late 2021 but as yet unconfirmed for South Africa, the new HR-V expands Honda’s electrified line up as the brand moves further towards its goal of electrifying all of its European

HONDA HR-V

mainstream models by 2022. The next-generation HR-V e:HEV ditches the current model’s conservative looks in favour of a clean, uncluttered design mimicking that first seen on the latest Jazz. As has become de rigueur for EVs, the HR-V incorporates an integrated grille, while the body shape is more vertically sculpted to maximise interior room. On that note, Honda promises exceptional spaciousness thanks to optimised packaging of the vehicle’s

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drivetrain. As a result, the brand says the HR-V retains its predecessor’s class-leading interior space, with four adults able to sit in maximum comfort. The cabin utilises contemporary fabrics and soft-touch materials. The modern, minimalist aesthetic, and a feeling of airiness and space, is elevated by a new air-diffusion system that creates a curtain of fresh air beside and above passengers, flowing from unique L-shaped vents positioned in the top corners of the dash-

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NEWS

board. The new HR-V also retains the versatile Magic Seats that offer both fold-flat or flip-up seat flexibility. More details on the powertrain will be released soon.

Arguably the pioneer of the compact-crossover segment (it was first launched in 2007), the Qashqai will undergo its biggest step-change yet with the introduction of the third generation. Part of Nissan’s NEXT transformation plan, through which the company will prioritise sustainable growth, the new Qashqai range will kick off with a mild-hybrid model followed soon after by a fully electric option. Externally, the new model is unmistakably a Qashqai, but Nissan has

NISSAN QASHQAI

refined the details for a more contemporary, neater appearance. LED lights are slimmer, character lines have been reduced in number and alloy-wheel sizes shoot up to 20 inches. Inside, Nissan claims a more upmarket look and feel. The box-fresh infotainment system will offer in-car Wi-Fi for up to seven devices, while Apple CarPlay, Android Auto, Google Assistant and Amazon Alexa hometo-car tech is also supported. The instrumentation is a 12.3-inch digital display, supplement with a full-colour 10.8-inch head-up display setup. Under the bonnet, the new Qashqai will be familiar to Mercedes-Benz A200 drivers. The Japanese vehicle employs the same 1.3-litre turbopetrol engine, here supplemented with a 12 V system enabling energy regeneration during deceleration.

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The big news, however, is the upcoming e-POWER drive system, which will feature a world-first variable-compression-ratio petrol engine acting as a generator to feed the electric motor. Under the skin, the new Qashqai is the first Renault-Nissan-Mitsubishi Alliance model underpinned by the CMF-C platform. It’s lighter, saving 60 kg over the previous model’s platform, and further weight reduction’s been achieved through composite materials (the hatchback, for example, is 2.6 kg lither). Two-wheel-drive models will be equipped with a torsion beam aft, while AWD options gain a more advanced multilink setup. ProPILOT will be offered, too, as an interim autonomous-driving solution. The new Qashqai is scheduled to land locally later this year. A

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NEWS

FLUX McLAREN IN

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X Words: Mark Smyth

Motorscribe

The Artura spearheads a new generation of models for the British supercar maker. We visited McLaren HQ in England to take a look before it arrives here in July.

ruce McLaren started racing in 1952, eventually founding Bruce McLaren Racing in 1963 although, at the time, he was still representing Cooper. It was only in 1965 that he created his own team, which won its first race in 1968. Why the history lesson? Well, many people think McLaren Automotive has been around for decades because of the motorsport legacy that the New Zealander created, but the reality is the company is only slightly more than a decade old. Yes, there was the famous McLaren F1 and even the Mercedes-Benz SLR McLaren under the banner of McLaren Cars, but the modern company was formed only in 2010, launching the MP4-12C as its first model just a year later.

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NEWS

THINGS HAVE BEEN BUSY SINCE THEN, something that has received a mixture of positive and negative sentiment. There are those who think the company has created too many new derivatives, something that you can understand if you’ve just bought a new McLaren and then a slightly different version comes along a few months later. That’s all a matter for debate but what is not is that the company is embarking on a new era in its second decade and that’s why the new Artura, meaning Art and Future, is much more important than many realise. We saw the car late last year at a preview event at the McLaren Technology Centre in Woking, England, and had the opportunity to chat to a number of members of the team who developed it. The first and most obvious thing is that the Artura is a hybrid, what the company calls a High Performance Hybrid (HPH). McLaren has dabbled with the technology before, with the P1 and the Speedtail, but this is its first main production model to combine the internal-combustion engine with electrification. It won’t be the last, either, as the Artura features a new architecture, the

McLaren Carbon Lightweight Architecture (MCLA), which is optimised for electrification and will underpin more models to come. “We wanted to build on all the elements of the last 10 years,” says Jamie Corstorphine, director of product strategy at McLaren Automotive. However, he says they also had to create a car from the ground up to meet the demands of a new era, an era of electrified mobility. “The ability to drive a car electrically will become even more important,” he told us. To do that, McLaren has developed a new electric motor, one that Sunoj George, head of electric drive technology, told us produces 70 kW and 225 Nm, and has 33% greater power density per kilogram than the pack in the P1. It’s also a new type of axialflux e-motor which George says allows them to get more power from the magnets’ field than with the usual radial-flux setup. The motor’s capable of allowing speeds up to 120 km/h in electric mode and travelling for up to 30 km. That might not seem very far, but if Johannesburg or Cape Town were

1. The Artura shares its carbon-ceramic braking system and aluminium callipers with McLaren’s LT family. 2. The cabin is supported by the first ethernet architecture in a production car. 3. Interior design is minimalist but the finishes are high quality. 4. McLaren’s signature kiwi light shape makes a welcome return.

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to implement low-emissions zones like those in London and elsewhere, it will allow you to drive into the city without financial penalties. That’s really the point, plus the electric motor provides additional low-end torque for when you get out of town. When the Artura does head for the hills, it will be relying more on a brand-new 3.0-litre twin-turbo V6 engine which Richard Jackson, McLaren’s head of powertrains, says took six years to develop. Crucially, it features a compact 120-degree V-angle which allows much higher revs, in this case a red line of 8 500 r/min, although torque peaks at 7 000 r/min. It’s mated to an eight-speed gearbox which also contains the e-diff and there’s the option of four driving modes: electric, comfort, sport and track. Selecting one of those driving modes is easier, with the selector now on the instrument binnacle rather than in the centre console. It’s part of extensive changes to the interior with the aim of not only providing simpler driving operation but also improving comfort and use of technology. The interior is still fairly minimalist but it is still part of a more interactive vehicle underpinned by the first ethernet architecture in a car. It’s also 5G enabled which allows for faster over-the-air updates and it has a new infotainment system which features Apple CarPlay compatibility for the first time in a McLaren. Plus, there’s stealth mode, which turns off all non-essential info in the car so you can focus purely on driving. This brings us to the design, normally the first talking point but which, in the Artura, is slightly eclipsed by the new powertrain. Design boss Rob

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NEWS

Melville told us that the brief was to have purity, technical sculpture and functional jewellery. We’ll translate this design speak for you: basically, it means the car must look good and have bits that do stuff. This includes things like the vents in the fenders that pull turbulent air outwards to prevent it going into the side intakes. Then there’s the laser-cut mesh at the rear, a design feature on its own but a piece of engineering that allows hot air to escape from the engine. The front has a definite look of MP4-12C about it with the hammerhead-shark nose. Also making a return is the McLaren kiwi light shape, something that was sadly missing on the 720S. It’s all a bit of a nod to the past with a view to the future, a new future of electrification, driving silently through cities and being a little bit responsible. We’re assured the Artura is thrilling to drive with new levels of throttle response and driver engagement. We’ve only been able to look at it so far and, for now, will have to take McLaren’s

word for it. We’ll be driving it soon, though, and when we do, we’ll report back on whether we should be as excited about McLaren’s next decade as we were 10 years ago. A

AT A GLANCE Price: from R5 000 000 Engine: 3.0 L, V6, turbopetrol-hybrid Transmission: 8-spd dualclutch with electric reverse Power: 500 kW @ 7 500 r/min Torque: 720 Nm @ 2 250-7 000 r/min Fuel consumption: n/a CO2: 129g/km

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TOP SPEED 330 KM/H 0-100 km/h 3.0 seconds

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0-200 km/h 8.3 seconds

0-300 km/h 21.5 seconds

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L E S S W E I G H T, MORE POWER TOPWATCH

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LAUNCH PAD APEX

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STING RAY LIKE A

Words: Gautam Sharma

Its engine might have moved midships but the new Corvette remains as rewarding to drive as ever. We piloted the rejigged icon in Dubai.

CHEVROLET CORVETTE STINGRAY C8

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adically altering a tried-and-proven recipe is fraught with danger. Get the formula even slightly wrong and the magic is lost. There’s also the fact that many people don’t like change. Keep giving them what you’ve always dished out and they’re happy. However, the argument for reinventing a successful formula is that you may learn from past experience to create something that’s substantially better than before. All of the above applies to some degree with the new

IF THE CORVETTE C8 WAS STRIPPED OF ITS BADGES, MANY WOULD BE CLUELESS ABOUT ITS IDENTITY

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configuration as far as it could go, and that this was the only way to make the Corvette into the car they had always envisioned. A quick glance at the accompanying images is probably enough to glean the C8 doesn’t embody the long-snout-short-

C8-generation Chevrolet Corvette, which throws tradition out the window by ditching the familiar front-engine format by relocating its V8 motor behind the passenger compartment. Chevrolet execs have justified the move by saying they had taken the old

tail proportions that have been a hallmark of every Corvette since the 1953 C1. In fact, if the new-gen sportster was stripped of its badges, many may be clueless about its identity. Although there are few vaguely familiar Corvette styling cues in there – such as the taillights – the C8 basically 1. Proportions may have changed drastically, but it’s a striking car nonetheless. 2. Quite a sight in your rearview mirror! 3-5. Neat details abound. 6. The C8 is better than ever at this: carving up mountain passes.

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LAUNCH PAD comes across as an amalgam of Ferrari, Lamborghini and McLaren design elements. The C8 isn’t a classical beauty but it’s still a visually striking car that drips aggression. However, the real magic with the new Corvette happens when you slide into the lowslung seat and fire up that V8. It may have moved aft of the cabin, but the 6.2-litre V8 still sounds every bit as good as any of its predecessors, especially when you bury the throttle and get it bellowing at full

AT A GLANCE CHEVROLET CORVETTE STINGRAY C8

No longer an engineout-front sportscar, the Corvette has morphed into a serious supercar. Tactile, powerful, fun ... the complete redesign has been a huge success.

Price: see text Engine: 6.2 L, V8, petrol Transmission: 8-spd dual-clutch Driven wheels: R

Power: 369 kW @ 7 600 r/min Torque: 637 Nm @ 5 150 r/min 0-100 km/h: 3.1 sec Top speed: 312 km/h Fuel consumption: n/a CO2: n/a 6

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song. It’s rapid, too, as reflected by a 0-100 km/h sprint in 3.1 seconds and top speed of 312 km/h. When you factor in that the C8 Corvette starts at just $60 000 (about R900 000) in the US, it’s clear you get ample bang for your buck here. Its performance is within sniffing distance of the Ferrari F8 Tributo, Lamborghini Huracán Evo and McLaren 570S, yet the Chevy costs less than a third of any of this trio. The 6.2-litre LT2 motor is an updated version of the familiar LT1 pushrod V8 and features tech we’ve come to expect, such as direct injection and cylinder-deactivation to

boost fuel economy. That said, the LT2 gains a more aggressive camshaft, as well as freer-flowing exhaust and intake manifolds that combine to bump up power by 22 kW over the LT1. The net result is outputs (with the optional sports exhaust system) of 369 kW and 637 Nm. However, the real tech highlight with the LT2 is a brand-new dry-sump lubrication system that ensures the engine has a constant supply of oil pressure, even during sustained 1.0 G cornering. The reservoir is bolted to the front of the engine, between it and the firewall.

The brand-new eight-speed dual-clutch transmission is a far more sophisticated unit than the GM 8L90 torque-converter auto fitted to the C7 Corvette, slashing shift times, as well as instilling a much more connected feel when activated via the paddle shifters. There’s no conventional manual ’box on offer but the

dual-clutch unit is so fast and responsive that you’re unlikely to feel short-changed, even if you like having three pedals. Here’s the really good part: the C8 isn’t merely a straightline bully that turns to blancmange when you fling it at corners. We tested a car with the Z51 Performance package, which includes goodies

ITS PERFORMANCE IS WITHIN SNIFFING DISTANCE OF THE FERRARI F8 TRIBUTO AND McLAREN 570S 1

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such as Michelin Pilot Sport 4S tyres, firmer suspension, bigger brakes, enhanced cooling, sports exhaust, electronic limited-slip diff and an aero package that adds downforce. So, that’s the recipe and what it adds up to is an absolutely cracking driver’s car that delivers far more than I had expected of it. We tested the C8 in the United Arab Emirates and the winding and occasionally patchy roads around Hatta – about an hour out of Dubai – seemed a fitting test lab for the new-age ’Vette. Having dialled into the car after covering 100 or so kilometres, it became clear there’s eye-opening levels of grip to tap into and great

3 4

1. Interior is equally striking but control strip isn’t exactly intuitive to use. 2. The Corvette remains a targa, with a small removable panel. 3. Stringray name first used on the C2-generation. 4. Lap software present and correct.

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balance in the chassis. The slightly odd hexagonal-shaped steering wheel relays plenty of feedback to your fingertips, encouraging you to really lean on the car and get it dancing on its tiptoes. The eight-speed dual-clutch transmission is also quick and seamless, especially when you’re pressing on, as opposed to pootling around. The test car we drove was fitted with optional Magnetic Ride Control dampers, the firmness of which can be adjusted by selecting either tour, sport or track mode. The first of these settings provides a nice, supple ride, which was a bonus when I inadvertently ended up on a lumpy gravel road for about 20 km after a navigational bungle. This off-road excursion demonstrated the fact the Corvette is well suited as a daily driver, rather than being a harsh-riding one-trick pony. Slightly on the minus side, ingress/egress is more challenging than in past Corvettes and the length of the doors means you need ample room to open them to a reasonable angle. So, make sure you avoid parking spots where another car might slot in close to you. Luggage space is quoted at 357 litres, which sounds okay on paper but a set of golf clubs and some soft luggage is pretty much the limit in terms of how much you can stash in the front and rear storage compartments. Three days with the C8 seemed too few and it was with a pang of regret that I handed the car back to its minders. I’m still not sold on its looks and may never be, but the latest ’Vette knocks it out of the park in almost every other respect. It’s proof that dramatic change can sometimes be for the better. A

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‘VETTES THROUGH THE AGES C1 (1953-1962)

C2 (1963-1967)

C3 (1968-1982)

C4 (1984-1996)

C5 (1997-2004)

C6 (2005-2013)

C7 (2014-2019)

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FERRARI ROMA

LIFE IS SWEET

Words: Mark Smyth Motorscribe

The most beautiful Ferrari has an intoxicating duality of character. We indulged in its talents on the undulating roads north of Turin, Italy.

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hese days, the term Grand Turismo or GT is used way more casually than it should be. Let’s face it, the BMW 5 Series GT was not a GT; it was a big fastback station wagon on steroids that had looks only a parent could love. A GT should be elegant, sporty, able to evoke a romantic image of cruising through mountain passes at speed while having a conversation about dinner parties with your passenger. It should be as precise in a tight hairpin as it is comfortable cruising along the highway or heading to an upmarket soirée. The Ferrari Roma is that car, a proper GT. Honestly, I didn’t expect it to be. I was prepared to be disappointed. It seemed to appear from nowhere and, frankly, the whole point of the metal folding roof on the Portofino is that Ferrari didn’t need to build a coupé, but it has and the Roma is gorgeous. It is partly based on the Portofino, about 30% actually, but while there might be some familiarity, there’s much more that identifies the other 70%. The Roma has a 20 mm lower centre of gravity and a wider track front and rear. It’s a full 100 kg lighter, has more power and the eight-speed dual-clutch Getrag transmission from the SF90 Stradale hybrid supercar with gear ratios altered to provide more of a GT feel. There are some serious numbers to consider, too, with the headline figures being a 3.9-litre twin-turbo V8 producing 456 kW between 5 750 and 7 500 r/min and torque of 760 Nm between 3 000 and

1 1. The V8 produces a nicely logical 456 kW. 2. The long, elegant front is one of Ferrari’s prettiest in decades... 3. ...as is the rear-end. 4. The sharknose design took inspiration from 1960s tourers.

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5 750 r/min. Maranello claims it’ll spring to 100 km/h in 3.4 seconds, reach 200 km/h in 9.3 seconds and top out somewhere just north of 320 km/h. The stats are only part of the story, though, because while the Roma is a real athlete, it hides its muscle beneath a beautiful body. That shark nose is inspired by Ferrari tourers of the 1960s. There’s heritage in the design, more so than any other modern-era Ferrari. The flanks are uncluttered; even the traditional shields have been removed to ensure a smooth surface. There’s a diffuser at the rear but it’s not overcomplicated like it is on so many performance models these days. Instead, it’s nicely integrated as part of an aerodynamic package that is essential to make the most of the power available.

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Talking of aero, the Roma is the first Ferrari GT to feature vortex generators beneath the body. They channel air that is pulled in through that shark nose, pulling the chassis down onto the road and then forcing it out through the rear. It’s all part of an active package that includes a small spoiler just below the rear window that at its highest point generates 95 kg of additional downforce and which, importantly, you can’t deploy at the touch of a button.

TALKING OF AERO, THE ROMA IS THE FIRST FERRARI GT TO FEATURE VORTEX GENERATORS BENEATH THE BODY There’s plenty of other wizardry at work, too, such as the Dynamic Enhancer torque-vectoring system, Side Slip Control and a new clutch-control management system that Ferrari claims im-

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proves selection times by 23%, although that is over the old seven-speed DCT rather than the one in the SF90. There’s a new electronic control unit and a new exhaust system with gas particulate filters to

reduce emissions. The silencers have been thrown out and replaced by bypass flaps. Don’t think that makes things noisy, though; the Roma is a gent around town, cruising as quietly as you like until you

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AT A GLANCE FERRARI ROMA The Roma manages to strike an intoxicating balance between striking beauty and raw thrills. Bonus? It’s one of Ferrari’s more affordable models (relatively speaking, of course). 2 1. The Roma perfectly balances supercar and GT. 2. High centre tunnel splits cockpit into two distinct zones. 3. Manettino dial selects different dynamic modes. 4. Rev counter continues to take centre stage. 5. Passenger get their own display info screen.

Price: R4 857 000 Engine: 3.9 L, V8, turbopetrol Transmission: 8-spd dual-clutch Driven wheels: R

Power: 456 kW @ 5 750-7 500 r/min Torque: 760 Nm @ 3 000-5 750 r/min 0-100 km/h: 3.4 seconds Top speed: 320 km/h Fuel consumption: 11.2 L/100 km CO2: 255 g/km

are ready to push the needle way up through the scale to get the best notes from the hand-built V8. Then there’s the trend of talking to your car as though it is your mate on the other side of the braai. Today you can say “Hey BMW” or “Hey Mercedes” but this is an Italian thoroughbred so, of course, you have to say “Ciao, Ferrari”. Pretentious, perhaps? When you do talk to it, it’s all part of the new Human

Machine Interface that debuted in the SF90. It’s been designed to allow owners to enjoy driving thrills without being distracted, useful if you are making the most of the 456 kW on offer. Some functions are in the vertical touchscreen in the centre console, but many of the important controls have been moved to the steering wheel ahead of the digital instrument panel. Then one final thing before we get to the really important

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stuff – the Roma is the first Ferrari GT to feature a race setting as one of five modes on the manettino – wet, comfort, sport, race and ESC off, which by the way, really is everything off, so don’t do it unless you want to be in some stranger’s YouTube video. With everything on, we took to the roads about an hour out of Turin in Italy. Initially, things were a bit slippery, the Roma calling on its electronic brain with wet mode reducing the torque to keep everything civilised… It was a nice opportunity to get to know the car and enjoy the impressively crafted interior. There’s plentiful space for two adults up front and a couple of laaities in the rear along with decent luggage space for a weekend getaway. It’s all rather pleasant. Pleasant was also a good way to describe the early part of the drive. Remember that GT persona? The Roma is comfortable, relaxed and docile around town and through sleepy villages. Then switch it up to sport or race and mamma mia!, it changes its character. Push the revs to around 6 000 r/min

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1. Like Ferrari’s more thoroughbred performance models, the laidback Roma comes alive on an undulating stretch of road, where it’s forgiving but thrilling. 2 & 3. Curves in all the right places.

and you’ve got less Prancing Horse and more straight-up galloping stallion. I know, Ferrari clichés, but the Roma is a thrill to drive hard, revelling in tight corners and enjoying twisty mountain passes. The transmission is as gentle or vicious as you want it to be, the V8 as smooth or aggressive as you wish and the suspension as compliant or sporty as the road surface requires. All the while, the hand-crafted interior allows you to relax in

comfort and focus on the task at hand, whether that’s driving to dinner or seeking out new driving roads. I can honestly say it’s been quite a few years since I have been this enamoured with a Ferrari. In fact, I’d have to go back to the 458. Yes, they’ve all been quick … but quick and beautiful – that perfect combination – has eluded Maranello a bit of late. Ferrari refers to the Roma as being “La Nuova Dolce Vita”, or the new sweet life and, you know what, it really is rather sweet. A

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MAZDA BT-50 DC XT 4X4 MANUAL

MERCEDES-BENZ S500L 4MATIC 9G-TRONIC

TECHNO POWERHOUSE Words: Gautam Sharma

The S-Class is the standard-bearer for Mercedes-Benz but the new model launches into a fiercely competitive class. Is it once again a leader?

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ver since the W116 S-Class debuted back in 1972, Mercedes-Benz’s flagship sedan has set the bar for luxury limos, with other manufacturers subsequently playing a hurried game of catch-up to try and reach the Merc’s lofty standards. The S-Class has traditionally been the design and engineering frontrunner, with “Sonderklasse” (Special Class) firsts over the years including crumple zones, anti-lock brakes, electronic stability control, adaptive cruise control and Pre-Safe collision mitigation. Game-changing stuff, in other words. In recent years, it’s evolved into a more level playing field as fellow Teutonic brands Audi and BMW have become innovators in their own right, with the A8 and 7 Series often debuting pioneering technology ahead of the S-Class. Even so, the world sits up and takes note whenever a new S-Class is unveiled, and so it is with the latest W223-generation. The W223’s South African launch is imminent and we got a taste of what’s to come by sampling an S500 4Matic. Our test car was an extravagantly optioned unit that blew out the base price by almost 40%, so be warned that the spend escalates rapidly once you start ticking lots of option boxes. In the past, ordering an S500 meant you’d get a V8 under the bonnet, but this designation now corresponds to a 3.0-litre six-cylinder turbo engine that ekes out 320 kW and 520 Nm. It’s supplemented by an EQ Boost mild-hybrid system that kicks in an

THE WORLD SITS UP AND TAKES NOTICE WHENEVER A NEW S-CLASS IS UNVEILED. SO TOO WITH THE LATEST W223-GENERATION additional 16 kW and 250 Nm for short bursts. Drive is relayed to all four wheels – hence the 4Matic suffix – by a nine-speed 9G-tronic automatic transmission. Benz claims a 0-100 km/h split of 4.9 seconds and an electronically limited top speed of 250 km/h, perfectly respectable numbers on paper. Out in the real world, though, the six-pot turbo motor can’t match the effortless, silky-smooth urge that was provided by the twin-turbo V8

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1 & 2. The new S-Class is surprisingly understated considering Benz’s recent products. 3. Rear wheels can turn up to 10 degrees. 4. LEDs are used throughout the vehicle.

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SURPRISE AND DELIGHT Thirty-one loudspeakers and eight exciters are included in the Burmester high-end 4D surround-sound system. You’ll pay for it: R149 800.

At the touch of a button, the new 3D driver display for the first time allows spatial perception of the scene with a real 3D effect thanks to eye-tracking.

Using cameras overhead and learning algorithms, MBUX recognises and anticipates the intentions of the occupants.

Active ambient lighting with around 250 LEDs is now integrated into the driving-assistance systems, and is able to reinforce warnings visually.

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Ten different massage programmes are available in the new S-Class. Again, it’s optional: R34 300.

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in the former S500. You need to get the revs up to find the best in the new engine, and this entails greater noise levels and harshness than you might expect. Fear not, though, as a range-topping S580 model – powered by a 350 kW/700 Nm twin-turbo V8 – is in the pipeline, and so are various diesels and plug-in hybrids. Other than the new S500’s lack of a V8, it comprehensively overdelivers in every facet. For starters, its design is an absolute masterpiece, both inside and out. Merc’s stylists are always conscious of preserving visual links to past S-Classes while moving the game on, and they’ve struck a fine

balance with the W223. It has a wow factor and gravitas that’s slightly lacking in its A8 and 7 Series rivals, even though these two are highly accomplished cars in their own right. The cabin has a real sense of occasion, thanks largely

OTHER THAN THE LACK OF A V8, IT OVERDELIVERS IN EVERY FACET to the cutting-edge virtual instrument cluster and huge 12.3-inch OLED centre touchscreen that eliminates the need for buttons and

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switchgear, as virtually every vehicle function is controlled via it. The S-Class we tested was equipped with a boomtastic Burmester 4D surround-sound system with no less than 30 speakers and eight exciters to crank out

crystal-clear music quality. There’s also voice activation that’s triggered by saying the words “Hey, Mercedes”. It can even tell you a joke, if you ask

it to. For the most part, the voice recognition works flawlessly, although occasionally it fails to comprehend what you’re asking of it. The driver’s seat is a great place to be but S-Classes have always been about the rear living quarters and the W223 fully lives up to expectations. Rear passengers have access to two 11.6-inch screens mounted on the front seatbacks as well as a 7.0-inch tablet in the rear centre console which forms part of the optional In the rear compartment, there are two 11.6-inch touchscreens supplemented by a 7.0-inch tablet in the rear centre console.

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AT A GLANCE MERCEDES-BENZ S500L 4MATIC 9G-TRONIC The S-Class has long been viewed as the standard-bearer in the luxury-car segment and the new model looks to continue that legacy despite fierce competition from the A8, 7 Series and LS.

Price: R2 428 840 Engine: 3.0 L, 6-cyl, turbopetrol Transmission: 9-spd AT Driven wheels: 4

Power: 320 kW @ 5 900 r/min (+16 kW EQ boost) Torque: 520 Nm @ 1 800-5 500 r/min (+250 Nm EQ Boost) 0-100 km/h: 4,9 sec Top speed: 250 km/h Fuel consumption: 8.4 L/100 km CO2: 192 g/km

Business Centre Console package. Rear passengers can now also summon MBUX by using the “Hey, Mercedes” command and each passenger has access to their own individual media options. Benz claims that the interior fulfils the role of a “third place,” a private refuge between home and work. As such, passengers have access to a range of six Energising programme options – entailing functions such as climate

5 1. Comfort on the front passenger seat is assisted by up to 19 motors. 2. New vent design. 3. Tablet in the rear console. 4. Central screen controls most functions. 5. Wood trim elegantly integrated into the front seats.

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control, ambient lighting, music and seat massage – tailored to each passenger’s physical and mental state. Sprawled out in the reclining rear seat, with your head resting on that super-soft headrest, the stresses and strains of daily life seem to melt away. One of the hallmarks of an S-Class is impeccable ride quality and refinement, and the newcomer’s E-Active Body Control, which features air suspension that can individually control each wheel, doesn’t disappoint. The S-Class floats along serenely yet select sport+ mode and it corners with remarkable agility for a limo that stretches almost 5.3 metres in length and weighs over two tonnes. New for the W223-generation is four-wheel steering, which reduces the turning circle by 1.9 metres – effectively making it as nimble as an A-Class – by steering the rear wheels in the opposite direction to the fronts at low speeds. The latest S-Class is loaded with too much tech to delve into all of it here, but one of the inevitable firsts are front

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AT THE CUTTING EDGE

Digital Light tech allows completely new functions, e.g. the projection of marking aids or warning symbols onto the road ahead.

The upcoming plugin hybrid variant of the S-Class (to be confirmed for South Africa) will have an electric range of up to 100 kilometres.

More than 98 kg of components made from resource-conserving materials are used in the new S-Class, twice as much as before.

With a Cd figure from just 0.22 (wheel size dependent, the S-Class is one of the world’s most aerodynamic cars despite a larger frontal area.

When a looming side impact is detected, the vehicle body raises within a few tenths of a second, displacing the energy to the doorsills.

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airbags for the rear passengers, and these are claimed to significantly reduce the loads on their heads and necks in the event of a severe frontal collision. Another interesting feature is Pre-Safe Impulse Side, which raises the side of the car by 80 mm if sensors detect a side-collision is imminent. This enables the car’s doorsill structure to absorb most of the crash force, which helps keep occupants safe. There are also seat cushions in both front seats that inflate in microseconds to push occupants towards the centre of the car, reducing their vulnerability in T-bone crashes. There is so much to take in with the new S-Class that you need to live with it for at least a few days just to begin to absorb the depth of engineering and microscopic attention to detail that’s gone into it. The W223 is a techno powerhouse, as well as a thing of beauty. Job done, Mercedes-Benz. A 1. When the vehicle detects the key fob within the immediate vicinity, the flush door handles pop out. 2. The resolution of the Digital Light system is more than 2.6 million pixels. 3. Boot capacity has increased by 20 litres to 550 litres. 1

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TURNING JAPANESE

Words: Mike Fourie MikeFourieZA

For the first time in living memory, a BT-50 isn’t a clone of a Ford Ranger. Okay, so Mazda bakkie is now based on the new Isuzu D-Max instead, but it’s largely better for it. We drove it in Australia. MAZDA BT-50 DC XT 4x4 MANUAL

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fter the upgrade to the venerable Toyota Hilux and the arrival of the value packed GWM P-Series late last year, 2021 is a holding year for the domestic bakkie market. While the Ford Ranger and Volkswagen Amarok are effectively on run out and Isuzu is tooling up its Port Elizabeth plant to commence production of the new D-Max in 2022, the launch of the new Mazda BT-50 (in the second half of the year) is, without a doubt, the biggest development. Like before, the upcoming double cab is merely styled differently to the (fellow Japanese) bakkie on which it is based, but unlike its predecessor, which appeared fussy and ungainly compared with the square-jawed Ford Ranger, this new-generation BT-50 looks handsome and upmarket. It knows what it’s supposed to be: a family-car substitute with reasonable refinement, luxury and practicality. Best of all? It is, comparatively, much more Mazda-like. In the right metallic hue, the BT-50 exudes kerb presence. Mazda’s Kodo design language shines through in the sweeping crease lines that flow from the grille to the side mirrors and the pinched waistline (above the running boards), while the defined shoulder lines align with the load bed and the tops of the tail-light clusters feature the brand’s signature circular motif. Anyone with an active Internet browser will recognise the Isuzu’s interior architecture, though; the bakkies’ switchgear, instrumentation and steering wheels are identical, but the shapes of their centre vents differ. Nonetheless, the cabin

execution is smart, with a soft-touch finish to the edge of the dash, as well as tasteful applications of piano black and chrome-look trim. Highlights include a leathertrimmed steering wheel and upholstery, electric driver’s seat adjustment, a nine-inch infotainment setup with wireless Apple CarPlay (but plug-in Android Auto) compatibility and a digital climate control console. Lower spec versions, by contrast, feature a seven-inch screen, old-school HVAC knobs and ye olde fresh air/recirculation slider. The front seats are comfy and supportive, the steering column is reach and rake adjustable and, to Mazda’s credit,

1. New BT-50 offers an easy-todrive nature. 2. Isuzu engine is decently punchy, although the familiar clatter is still there. 3. Design-wise, it’s business as usual at the back.

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the finishes feel hard-wearing. I found the driver’s footwell a bit cramped (on the manual version I drove), the centre console’s cupholders a bit too deep and some minor trim foibles, such as the top glovebox lid that didn’t click into place assuredly. Nonetheless, rear occupants, which are usually availed a hard bench and precious little legroom in double cabs, are afforded more than fair leg- and headroom, separate ventilation outlets, a fast-charging USB port, an armrest, three adjustable headrests, seat pockets and a bottle holder in each of the rear doors. The seat can also tumble forward in a 60:40 split if you’d like more luggage capacity and there’s

neutralise them. Then, at lower speeds, the bakkie’s rear end can feel nervous on uneven surfaces but, by double-cab standards, it’s acceptable and, besides, there was no cargo in the load bin at the time. The biggest plaudit of the BT-50’s demeanour is its easyto-drive nature, which is a happy coincidence for Mazda, which still values driver engagement – even in its more, um, utilitarian products. The steering, for example, has improved by leaps and bounds: the wheel is pleas-

manual or automatic transmission. It still sounds just like a reliable Isuzu mill – the motor remains a mite clattery at low revs and, as before, it doesn’t like being revved hard. Although slightly down on power and torque compared with the outgoing bakkie’s Ford-supplied 3.2-litre, fivecylinder unit, the BT-50’s motor is quite tractable: peak torque of 450 Nm is available from 1 600 to 2 600 r/min, but

AT A GLANCE MAZDA BT-50 DC XT 4x4 MANUAL

ON-ROAD, THE FRESHNESS OF THE BT-50’S PLATFORM TRANSLATES INTO ADMIRABLE REFINEMENT a lidded hidey-hole in the carpeted underfloor. I’m 1.88 metres tall and could sit behind the driver’s seat (set up for me) in reasonable comfort. On the road, the freshness of the BT-50’s platform immediately translates into admirable refinement. At the national speed limit (110 km/h in Australia), the Mazda’s cabin is virtually creak- and rattle-free, with just a slight flutter emanating from the side mirrors. The Isuzu motor is said to be substantially reworked from the current D-Max’s 3.0-litre turbodiesel (including a revised block, head, internals and injection system) and is mated with either a six-speed

Sleek design and one of the segment’s classiest cabins set the new BT-50 apart. The Isuzu underpinnings should ensure reliability is stellar, too. How will the local market respond?

400 Nm of that between 1 400 and 3 250 r/min, plus it’s not all that thirsty: we saw an indicated consumption figure of just over 9.0 L/100 km during the test drive (Mazda claims an average of 7.7 L/100 km). The ride quality is a bit of a mixed bag, although the roads on our test route (a mix of rural, suburban and urban) were far from perfect. At freeway speeds, the Mazda has a relaxed, loping gait; the suspension suppresses bumps but doesn’t quite

Power: 140 kW @ 3 600 r/min Torque: 450 Nm @ 1 600-2 600 r/min 0-100 km/h: n/a Top speed: n/a Fuel consumption: 7.7 L/100 km CO2: n/a

1. Undoubtedly one of the segment’s best cabins, the BT-50’s interior looks classy and has all the bells and whistles buyers in the segment are used to.

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Price: TBC Engine: 3.0 L, 4-cyl, turbodiesel Transmission: 6-spd manual Driven wheels: 4

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antly weighted but not vague; turn-in is true and positive, even if a bit slow by family-car standards, and the high-riding bakkie eases into bends with predictable body roll. As a clear demonstration that the standards are rising rapidly in the leisure-oriented bakkie segment, the new Mazda is equipped with eight airbags: dual front-, -side, curtain ‘bags, plus one for the driver’s knee and another for the front occupant; it employs sensors and a stereoscopic camera system to offer auto emergency braking (AEB) including pedestrianand cyclist detection, speedsign recognition turn assist (to dissuade you from turning into the path of oncoming traffic) and forward-collision warning, which is in addition to auto lights and -wipers, cruise control (adaptive on automatic versions), blind-spot monitoring, rear cross-traffic alert, a rear-view

camera (I would have liked dynamic lines, but still) and PDC. That’s the lasting impression of the new BT-50: Yes, it’s still derivative – the product of a joint venture between a pair of Japanese brands (to which Mazda contributed the least), but the newcomer feels fresh, smartly packaged and forward-thinking. While my mind wandered during a cruise home on the freeway, the Mazda’s active lane-keeping assistance system make small course corrections through the steering wheel (it works between 60 and 130 km/h). You know, for a while there I totally forgot I was at the wheel of a “humble” bakkie… A

1. The Mazda quickly settles into a relaxed, loping gait. 2. Steering is surprisingly positive for a bakkie. 3. Leather trim standard on top-spec variants. 4. Rear passengers gain vents and USB ports.

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PORSCHE 911 TURBO S COUPÉ PDK

WHALE OF A TIME

Words: Terence Steenkamp Terencestp

The 911 Turbo S’ 100 km/h sprint time starts with a 2. Its top speed with a 3. And its price? Very nearly with a 4. This is one serious machine...

erocious. Meteoric. Docile, too, as well as accessible, practical. The new Porsche 911 Turbo S has a breadth of abilities as wide as its hips. I was handed the key fob to the flagship 911 to explore the Western Cape’s glorious roads for a full day and it’s an experience seared into memory. Here’s why. The pinnacle of the range (bar the occasional GT2),the Turbo is the series-production 911 model most synonymous with extreme performance and technology. A Turbo was first launched in 1975 in the guise of the 930 and, ever since,

it’s become a giant-slayer, a supercar hunter clad in a modest suit. Just consider its claimed figures: a 0-100 km/h sprint of just 2.7 seconds (shaving 0.2 seconds from the 991.2 Turbo S’ time); 0-200 km/h in 8.9 seconds; a 330 km/h top-end. Few supercars can match its performance (hell, some hypercars can’t) and, yet, it’s as easy to drive to the shops and back as an entry-level 718 Cayman. Slung out back is an engine that traces its roots to the 3.0-litre flat-six, twin-turbo

1. Matrix LED headlamps are standard on the Turbo S, with tinting of the lenses optional. 2. Rear wing extends per prevailing conditions, or can be manually activated. 3. Turbo S-specific wheels feature centrelocks.

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from the Carrera S but an increase in the bore size to 102 mm boosts its displacement to 3.8 litres. There’s a new charge-air cooling system, while the air-intake unit features four (instead of the 991.2’s two) air intakes. The pair of turbos are new, too, boasting bigger turbine and compressor wheels. These updates unleash 478 kW at 6 750 r/min and 800 Nm of torque from 2 500-4 000 r/min. The all-wheel-drive system’s front-axle transmission can

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usability, and no Turbo before this one has struck such a pitch-perfect balance as the new model. The cabin is familiar fare – comfortable seats; great sightlines; a surprising amount of room for two (plus a pairing of toddlers aft) and their luggage; superb build quality (although the finishes are rather plain considering the price, unless you take a deep dive into Porsche’s options catalogue) – but what’s been greatly improved is refinement. The rear tyres

AT A GLANCE PORSCHE 911 TURBO S COUPÉ PDK 2

HOWEVER, ONCE THE 911 HITS ITS STRIDE, IT STARTS REELING IN THE TAYCAN AND REACHES 200 KM/H 0.9 SECONDS SOONER transmit up to 500 Nm to the road for optimum traction (especially in wet conditions). There’s a new eight-speed PDK dual-clutch transmission with a shorter first gear for speedier off-the-line acceleration and a taller final-drive ratio to lower revs and improve fuel consumption. Its changes are also snappier in sport+ and manual modes. Right, how does it all feel? The last time I proclaimed a vehicle the quickest one I had ever driven, it was the electric Porsche Taycan Turbo S (interestingly, barely any more expensive than the 911 Turbo

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pated before you slingshot to the next visual marker. Few automotive conveyances will get you from Johannesburg to Cape Town quicker simply because you’re rarely held up by slower-moving traffic while waiting for an overtaking opportunity. While its performance is hugely impressive, a 911 Turbo has always had to juggle a pursuit of ultimate pace and handling with everyday

S). The response from the Taycan’s 560 kW electric drivetrain is instant. Up to 60-80 km/h, it has the 911 Turbo S beat. However, once the latter hits its stride, it starts reeling in the Taycan and reaches the double-tonne 0.9 seconds sooner. From there on, it’s no contest, as the EV tops out at 260 km/h. The 911’s performance feels somewhat otherworldly. During the drive, I rarely used more than 20% of the throttle travel to overtake long lines of cars and trucks. You always arrive in the far distance much sooner than you had antici-

1. Sports exhaust system is a pricey R75k option that should be standard at the price. 2. Beautifully proportioned, though no longer compact.

This is, without a doubt, the best Turbo there’s ever been in the iconic 911 range. Performance is astonishing, but so is its approachable nature. A work of genius.

Price: R3 849 000 Engine: 3.8 L, flat-6, turbopetrol Transmission: 8-spd dual-clutch Driven wheels: 4

Power: 478 kW @ 6 750 r/min Torque: 800 Nm @ 2 500-4 000 r/min 0-100 km/h: 2.7 seconds Top speed: 330 km/h Fuel consumption: 11.1 L/100 km CO2: 253 g/km

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LAUNCH PAD (315/30 R21s to the fronts’ 255/35 R20s) kick up less of a ruckus and wind noise is low. The optional sports exhaust system as fitted to our car can be deactivated … although, why would you?; it sounds purposeful without resorting to the flatulent histrionics of something like a Jaguar F-Type. The Turbo S can quite happily play the role of cruiser. Pootling along, however, does it a disservice. Stability is astonishing – the adjustable front-spoiler lip and rear wing offer up to 15% more downforce than before (a maximum of 170 kg) – but the Turbo S is lively, too, and feels quite a bit lighter than its 1 640 kg. Grip levels are sky-high: not once did I detect slip on a very, very wet Franschhoek Pass. The electrically assisted steering is light, crisp and uncorrupted, and makes placing the 911 in a corner an instinctive exercise. Body control is absolute (there’s a

4 3. Interior fit and finish exemplary. 4. Four digital dials supplement an analogue rev counter. 5. Stubby gearlever. 6. Exterior gives few clues to the performance potential.

revised PASM system with a damper envelope that’s much wider than before: softer in comfort, firmer in sport+) and yet the Turbo S creates an impression of breathing with a road surface rather than pummelling it into submission. There surely must be something wrong with it? Well, as I mentioned, the interior does feel somewhat plain for a R4-million car (R3,849 million, to be exact) and the 911 Turbo S lacks the OTT design extroverted buyers would expect of a car with comparable performance. However, I reckon that’s the crux of its appeal: owners of a Turbo S know they can compete with a Lamborghini, Ferrari or McLaren when the lights turn green (or, more responsibly, when an unrestricted section of autobahn nears) but they don’t crave unwarranted attention when popping to the shops or stuck in gridlock. It’s a near-flawless mix of both understatement and overachievement. A

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LAUNCH PAD

X MARKS THE (SWEET) SPOT Words: Terence Steenkamp Terencestp

The lightly fettled Picanto range has been boosted with the addition of a crossover-flavoured flagship. Is it all show? KIA PICANTO 1.2 X-LINE MANUAL

hree years into its third generation, the popular Kia Picanto city car has undergone a mild facelift and Kia South Africa’s taken the opportunity to add a flagship model replete with crossover-inspired styling to tap into buyers’ appetites for vehicles telegraphing an adventurous slant. We drove the

new X-Line addition on the Western Cape’s picturesque roads and came away impressed. Slotting in at the pinnacle of the Rio range, the new X-Line model is offered exclusively with the brand’s 1.2-litre, four-cylinder, naturally aspirated engine (international versions are offered with a three-pot turbopetrol

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but cost-considerations make its local introduction impossible). Kia’s gone to impressive lengths to differentiate the box-fresh derivative from its more reserved stablemates, including adding a bespoke grille and bumpers fore and aft, plus the expected SUV-inspired wheel-arch mouldings and faux skid plates. LED lighting elements all-round

add a touch of class, while new 15-inch cross-shape alloy wheels are a neat addition. Inside, the 1.2 X-Line gains a new eight-inch touchscreen infotainment system (as does the rest of the Picanto range aside from the entry-level Start model) featuring Apple CarPlay and Android Auto, as well as a reverse-camera feed coupled with aft-mounted

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parking sensors. The X-Line also sports cool two-tone artificial-leather upholstery to augment hide trim on the steering wheel (sporting remote controls) and gearshifter. The surprising list of features for a city car extends to powered glass all-round (the side mirrors fold electrically), automatic headlight activation, a colour instrumentation info screen and vanity mirrors for the driver and passenger. The cabin impresses with its levels of fit and finish, and I was surprised to discover soft-touch padding on the doors and a movable central armrest, all items you’d expect to find on larger cars. The latter coupled with comfortable, generously sized seats and a steering column with a large adjustment arc (although reach adjustment is absent)

makes finding a comfortable seating position a cinch. My test unit had the optional sunroof fitted, which did not appear to rob the cabin of too much headroom. While the Picanto certainly has the measure of its Ford Figo Freestyle/Renault Sandero Stepway/Suzuki Ignis small-crossover rivals for the quality of its construction, by virtue of being a smaller city car, it doesn’t quite offer comparable interior space; legroom in the second row is

2 1. X-Line has two-tone fauxleather upholstery 2. Apple CarPlay’s included. 3. The clean, contemporary facia design appeals. 4. Crossover styling addenda are all show; ground clearance’s barely changed.

AT A GLANCE KIA PICANTO 1.2 X-LINE MANUAL If outright passenger space isn’t a priority but features and stylish design are, the Picanto X-Line fits the bill. Engine should be punchy at the Reef, too, if this drive is any indication.

Price: R237 995 Engine: 1.2 L, 4-cyl, petrol Transmission: 5-spd manual Driven wheels: F

Power: 61 kW @ 6 000 r/min Torque: 122 Nm @ 4 000 r/min 0-100 km/h: n/a Top speed: 170 km/h Fuel consumption: 5.0 L/100 km CO2: 116 g/km 4

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pinched. The boot, however, measures a claimed 255 litres, which is par for the course, while utility room is impressive considering the petite external dimensions. Despite the absence of a turbocharger, the 61 kW 1.2-litre mill is up to the task of cut-and-thrust daily motoring. Thanks to a kerb weight under one tonne, the Picanto 1.2 X-Line feels sprightly, a quality that extends to the slick-shifting five-speed manual transmission (a more rudimentary four-speed auto is also an option) and the uniform weighting of the various driver controls. It’s a real joy threading the Picanto through congested city traffic thanks to clear sightlines and quick, light steering. It’s not outgunned on the open road, either. The four-pot easily maintains momentum in top gear on inclines and revs below 4 000 r/min at the national limit. Alongside superb noise-, vibration- and harshness-damping, plus a settled, absorbent ride, the Picanto is a surprisingly accomplished little cruiser. Some may baulk at the 1.2 X-Line manual’s R237 995 price tag in relation to the stickers of its larger rivals but none of them are as well equipped as Kia’s pintsized Picanto, nor do they feel quite as well finished or upmarket. While the crossover styling addenda are mostly all for show (ground clearance has increased by just 5 mm), they inject the mature-for-its-size Picanto with a healthy dose of character. Add Kia’s impressive five-year/unlimited-kilometre warranty and two-year/ 30 000 km service plan, and it’s near-impossible faulting the new X-Line. A

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2021/03/30 21:03

TIME WAITS FOR NO ONE Classic or innovative, understated or bold — these new and trending timepieces cover it all. Words: Jennifer Campbell

01 ROLEX

Oyster Perpetual Sky-Dweller

This striking piece from Rolex comes in 18 CT yellow gold and features a black dial with a second-time zone display on an off-centre disc. While the watch has a very pleasing aesthetic, there’s much more to it than its looks; its rotatable Ring Command bezel, with which its functions are set, is highly innovative and unique to Rolex.

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FEATURE

OMEGA Seamaster Diver Black Black Black dominates on this piece from Omega; the case, bezel, wave-pattern dial, crown and helium escape valve all share the same black ceramic material for a striking and sculptural look. The strap, made of black rubber and featuring a black ceramic buckle, completes the uniform style. The design, however, does not compromise on visibility: anthracite Super-LumiNova has been used on the diving scale, PVD indexes, skeleton hands and dot at 12h00.

PANERAI Luminor Luna Rossa

Panerai’s Luminor Luna Ross is inspired by the 36th America’s Cup and is a celebration of the world-famous yachting contest that first took place in 1851. The piece reflects the brand’s seafaring heritage and, while functional and robust, it is beautifully designed with rich texture and detail. With a 44 mm case and a dark-grey dial, the watch also has GMT functionality.

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04 IWC

Tribute to 3705 The IWC Tribute to 3705 is a limited-edition piece that pays homage to the Ceramic Fliegerchronograph (ref. 3705) of 1994. Ref. 3705 was the first black ceramic pilot’s watch from IWC and the new tribute design features many of the original elements with a modern twist. The case, chronograph pushers and pin buckle are all made from light and robust Ceratanium, which is scratch-resistant. The watch is available in a limited run of just 1 000 pieces.

TUDOR

Black Bay Fifty-Eight

The Black Bay Fifty-Eight from Tudor features a steel case with a polished and satin finish. The unidirectional, rotatable bezel boasts a 60-minute graduated disc in matte-blue anodised aluminium and silver-gilded markings and numerals. The piece is specially designed to fit slim wrists, as well as vintage enthusiasts who appreciate the proportions of the brand’s first divers’ watches in the 1950s.

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FEATURE

06 BREITLING Top Time Deus Limited Edition

This limited edition from Breitling was co-designed with Australian lifestyle brand Deus Ex Machina, a custom motorcycle and surf outfitter. The piece pays homage to Breitling’s original 1960s watch and is a tribute to the nomadic spirit. It features yellow and orange details, a lightning-bolt-shaped chronograph hand and a retro-inspired engraving of a motorcyclist on the case back.

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FEATURE

LONGINES

Avigation BigEye

A re-issue of a chronograph with a 1930s’ design, the Longines Avigation BigEye is now available in titanium with a petrol blue dial. This timepiece – characterised by the visibility of its dial and its oversized 30-minute counter – joins the great tradition of pilot watches. The exclusive chronograph movement is fitted with a silicon balance-spring, and the case features scratch resistant sapphire crystal.

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FEATURE

TAG HEUER Carrera Porsche Chronograph Special Edition A collaboration between two distinctive brands, this limited-edition watch features a sporty design, bold red highlights and a Porsche inscription. The dial has an asphalt-inspired effect to express a passion for the road, while the font of the numerals are a nod to the numbers on a Porsche’s dashboard. The watch has an impressive 80-hour power reserve, as well as a Heuer 02 manufacture movement.

BELL & ROSS

BR 03-92 Diver Red Bronze

The latest addition to the Bell & Ross collection of square watches is a piece to behold. Red and bronze work together to create a bold aesthetic, which works beautifully with the unique square case. The timepiece is certified with 300 metres of water resistance and features a unidirectional rotating bezel in bronze alloy with a red anodised aluminium ring and red-lacquered dial.

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FEATURE

Porsche

Boxster The kingmaker turns 25 On its 25th anniversary, we revisit the car that pulled Porsche back from the brink of bankruptcy – the original 986 Boxster. Words: Brett Hamilton BrettAtLarge

968

S Porsche celebrates the 25th anniversary of the Boxster this year, it is hard to believe the company was in crisis a mere three decades ago. Following the fortunes of the 1980s – during which time the global auto industry triumphed – a recession in 1990 crippled sales and saw costs soar. Porsche’s annual sales collapsed from 50 000 units to 14 000 in 1993, with a mere 3 000 cars being sold in its biggest market at the time, the US.

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FEATURE 1

1, 4 & 5. Original design sketches. 2. Clay model. 3. The team working on one of the final models before sign-off. 6. The production 986. 7. The designers responsible for the 986: Grant Larson (exterior), Jörg Kirschbaum (model), Otto Geffert (design engineer), Dorothea Müller-Goodwin (colours and equipment), Klaus Ziegler (model build), Stefan Stark (interior), Peter Müller (head modeller) and in the Boxster, Harm Lagaay (head of design).

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Adding to its woes was the fact that the current 911 was nearing the end of its lifecycle and so too the slightly more affordable front-engined and water-cooled 924/944, thus requiring significant near-term reinvestment at the worst possible time. Wall Street had hit a wall, and so did Porsche. Rumours circulated that offers for the company were being considered from elsewhere in Germany; most likely BMW and Mercedes-Benz. Toyota did make an offer (reportedly $2.1 billion), but this was rejected by the board. Instead, Porsche swung for the fences.

s I find myself peering over the steering wheel to the seemingly endless ribbon of tar stretched out ahead of the stubby bonnet of a first-generation Boxster, I thank the car gods for that. I’ve always considered the Boxster a curious car. Not because of what it is. There is certainly nothing curious about its nuts and bolts, or its driving performance – al-

though the so-called “fried egg” lights did garner ample criticism in the late 1990s. It is a roadster in the tradition of so many low-slung, open-tops that have come before it; a genre which was, until very recently, a mainstay for many brands. Open the door and you are met by what looks like a typical Porsche cabin. Three dials sit behind a sparse threespoke wheel, with a stubby five-speed shifter within short reach of the wafer-thin driver seat. It is comfortable and cosseting, and typically ‘90s. The engine fires up with a bark and quickly settles to a muted boiling-kettle burble. The earliest variant came with a 150 kW 2,5-litre flat-six which it shared with the “996” 911 (although, as a 3,4-litre in the Stuttgart flagship to ensure that the mid-engined 986 does not overshadow its rear-engined older brother). It is this unit humming under my backside. The clutch is easy and the shifts are weighty and secure. The throttle response is soft – perhaps this can be expected of an older vehicle – yet it remains an easy car to drive. Out in the clear, you can drop a few gears and let it rip. Power delivery is smooth and the engine comes to life closer

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1. From the original 550 Spyder, through to the Boxster concept show car first displayed at Detroit in 1993, and the eventual 986 production car.

to the 6 700 r/min redline. It is not a revvy motor – as, for example, a Honda S2000’s 2.0-litre would be – but it does respond well to some coaxing. It was only in 2000, with the introduction of a 162 kW 2,7-litre, that torque was boosted and the Boxster gained some much needed low-down grunt. It was also in this year that the S-variant was introduced as a 3,2-litre pushing out 185 kW. So, the original is no pocket rocket, but at about 1 300 kg, with a mid-mounted engine and near-perfect weight distribution, the Boxster remains a compelling car to drive. It is not ferocious. Or exhilarating, for that matter. It is precise. Accurate. Balanced. And herein lies my befuddlement: I am confused by just how good it is. The Boxster was Porsche’s first new model in 18 years and only the sixth in its long history. Yet, many purists – especially at the time – were critical of the 986. Having been co-developed with the 911, many called it a “poor person’s Porsche” and felt

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FEATURE

QUARTERCENTURY OF SMILES To mark the occasion, Porsche has launched a special anniversary model: the Boxster 25 Years. Based on the 718 Boxster GTS 4.0 model, and powered by a 294 kW/420 Nm naturally aspirated 4.0-liter six-cylinder boxer engine, the special production model is limited to 1 250 units worldwide. It incorporates numerous design features of the original Boxster concept car first shown at the 1993 Detroit Auto Show and costs R1 660 000.

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that the introduction of a baby 911 would somehow cheapen the flagship’s status. A pretender to the crown of sorts. But I believe this to be an unfair moniker. In 1997, the Boxster was the truest test of the capability of Porsche to turn itself around. It faced immense competition from seminal offerings from BMW, Mercedes-Benz, Audi and – indirectly – Mazda with the MX-5. It suffers from few signs of a car that was developed under what was clearly immense financial and customer pressures. It remained Porsche’s bestselling range until the introduction of the Cayenne in 2003. Perhaps this success proves those purists wrong.

ad the Porsche execs known how good and successful the Boxster would be, their decisions in the early ‘90s would have been far easier. But at the time, the company was

bleeding and it needed a saviour. Given the success of the MX-5, the company knew that it needed to offer an affordable roadster to attract a younger customer base and to take on the soonto-be-launched Audi TT, Mercedes-Benz SLK and BMW Z3. The Boxster concept was first shown in 1993 at the Detroit Auto Show and was critically acclaimed. The Boxster was reminiscent of the historic 550 Spyder and RSK and, being mid-mounted, was spiritually much closer to the racing Porsches of the past than the 911 was. This solved the “what to do?” question. But, Porsche still needed to sort out its finances. The company promoted a relatively unknown production head and seasoned engineer, Wendelin Wiedeking, to the position of CEO. Wiedeking had the unenviable task of having to cut costs while maintaining quality. First, he set about streamlining Porsche’s production processes by adopting Japanese lean production to cut down on inventory, production time

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Clockwise from bottom left, the original 986, followed by the 987 and 981, with the yellow car the facelifted Boxster S that arrived in the 2000s.

and errors. Using Japanese consultants – mostly Toyota alum – caused turmoil at first but did allow Porsche to become one of the most profitable automakers, keep production in Germany and – significantly – remain independent. Second, the decision was made to co-develop the Boxster with the 996 911. As mentioned, this caused quite a stir among traditionalists and explains why the 986 and 996 look so similar. There were key differences, most notably power outputs, but this cost-saving measure allowed the 986 to gain much-needed legitimacy. And that is why the Boxster should be admired. It is as much a car that looked to the past for what it needed to be as it looked into the future for what it needed to do. It needed to be financially successful. It needed to be good. It needed to be a legitimate Porsche. And it was all of these. A

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COLUMN

Here come the Suzutas! As buying trends in the South African market usher the once-hallowed Corolla nameplate into obscurity, Toyota has adopted badge-engineering to bolster its car line-up. Words: Mike Fourie

MikeFourieZA

h, the Eighties. Many of us get nostalgic about the decade’s sincere gaudiness – largely by virtue of utilising the time machine that is YouTube – even if, from a political point of view, it was a dark era in our beloved Republic’s history. It was all of 40 years ago, yet so many of our motoring community’s brand allegiances stem from what transpired in those days. Do you recall that Toyota adopted the “Everything keeps going right” slogan and sold many thousands of the Corolla compact sedan (and its Conquest hatchback variant) to become the country’s leading vehicle manufacturer? Ford, in turn, greatly reduced its role in South Africa due to international sanctions and slipped back. It produced cars under the Samcor banner but fell into the habit of slapping Ford and Mazda badges on cars interchangeably. VW, meanwhile, moved into second place during that period and, when the subcompact hatchback boom began with the arrival of the Polo in the late Nineties (while Toyota was soldiering on with its legacy Corolla variants), the Uitenhage-based firm laid the foundation to end up where it is today at the pinnacle of the passenger-vehicle market courtesy of the Vivo and the Polo. Indeed, the brands that rose to prominence in the Eighties still rule the roost despite a proliferation in the number of carmakers represented in the local market. VW heads the car segment and Toyota

Mike has been a motoring editor for 20 years. He is a three-time World Car of the Year jury member and lives in Sydney, Australia, with his partner Jacques and their cat, Kerneels.

dominates the bakkie and SUV market. Don’t think for a moment the latter’s happy with the state of affairs, though. Make no mistake, Toyota has done its damndest to make inroads into its rival’s lead but finding the right product line-up to achieve that has proven tricky. The Yaris, which arrived here in second-generation guise in the mid Noughties, was a nifty package but subsequent versions were

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Mike Fourie

much less adorable. Moreover, the Corolla – the bestselling car in the history of the automobile – is not only pricey these days, but out of step with purchasing trends. Sales figures indicate consumers favour compact crossovers. The year 2020 was a proverbial dumpster fire, of that there is no doubt, but Toyota sold fewer than 1 500 Corollas (four- and five-door versions), a veritable disaster. Granted, the Corolla Quest sells well on the basis of its good value and fleet potential, as do Toyota’s minibuses, but the brand is left exposed by its lack of small SUVs (other than the boutique C-HR and the bargain-bin Rush) to slot in below the RAV4. Fortunately, the brand recently rid itself of the long-serving Etios budget hatchback. It had been the first Indian-made Toyota to be sold in SA but it didn’t exactly exude all-round quality. However, its successor, the Starlet, does. The product of an agreement between TMC and Suzuki (secured in 2019), the newcomer is simply a rebadged Suzuki Baleno, which has been on sale since 2016… The Baleno is awkward because it straddles sub- and compact segments; it never sold in great numbers. However, in the few months the Starlet was on sale in 2020, Toyota sold six times as many units as Suzuki did of the Baleno … in the entire year. That’s the power of Toyota’s reputation and extensive dealer network; it has the ability to turn an underperforming product into a sure-fire winner. The Baleno, was one of the best-kept secrets in the new vehicle market. Now, Suzuki may just as well discontinue it because a freshly badged Suzuta is gobbling up its customers. And there’s more pain on the way for the Japanese marque; by the time you read this, Suzuki will have introduced the Vitara Brezza and its Toyota equivalent – the Urban Cruiser – will have reached the market, too. Will these developments make VW fear its market advantage is under threat? Perhaps not yet but Toyota has already gained an admirable subcompact and soon it will offer a conventional compact crossover. Everything is more likely to “go right” if you have a choice of rival products to commandeer. A

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2021/03/30 20:15

Hyundai ATOS – packed with potential

TOP

BEST BUYS 2021

Perfect fit for a young generation. The Hyundai Atos ticks all the boxes. The neat design is eye-catching, but beyond the smart looks, the Atos is an amazing performer. Inside, the Atos impresses with space, Apple Carplay and Android Auto connectivity, dual airbags and a multi-function steering wheel. www.hyundai.co.za

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COLUMN

Adapt or cry Motoring journalism is a conservative industry but there’s a potential cost involved in clinging to traditions. Words: Juliet McGuire

julietmc

hen I came in to this industry 14 years ago, I was an outsider. I was all of 24 years old, blonde and a woman – a rare sight among a sea of grey-haired white men in their late 50s. I recall feeling utterly out of my depth, something I would be told repeatedly by many so-called colleagues in the coming years. The landscape is changing but there are still many who need a reality check. It got me thinking lately: why is this industry so threatened by change? By the traditional definition, I am considered a motoring journalist. I have an honours degree in journalism and I review cars. But I now also present car videos, have a social-media following and am sometimes approached by companies who are willing to pay me to collaborate with them. In today’s terms, I am considered a micro influencer (she says in a whisper). To widen the net of this discussion, the term “influencer” carries negative connotations because just about anybody and everybody is considered an influencer these days, whether you have 10 million followers, or 10. Where it’s particularly shameful to be deemed an influencer is within motoring journalism. It is a fickle industry and one that breeds jealousy. As fast as you can rise up in this industry, so too can you freefall. And, if you aren’t on the A-list for test cars and launches, then what are you? But the criteria for entry to

Juliet has been a motoring journalist for 14 years. She has her own website and popular YouTube channel, and contributes to some of the top motoring media brands in the country.

that coveted list differs from manufacturer to manufacturer. Some consider print as the only platform that matters, and that’s not always true. As much as we love to hate social media, we cannot deny its power. I feel shameful of the influencer title only because of the attached stigma. However, when I consider the sound advice I give

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Juliet McGuire

to people who are looking to buy a car, and those people go ahead and buy said car, I’m proud of that influence because it’s informed by years of experience and a wealth of knowledge. The same applies to many other so-called “influencers” (or “effluencers”, as some brand them/us). This industry is changing, whether you and I like it or not. Magazines and a more traditional way of delivering motoring content have been supplemented with other channels for communication and entertainment. At the end of the day, all manufacturers want is for their messages to reach an audience that will buy their products. Our job, as motoring journalists, is to report on the cars and industry in an objective way. Or is that still the case? When you consider people will buy a product purely because their favourite musician posed with it, you have to acknowledge how things have changed and are changing still. Bias doesn’t really factor in here; it comes down to aspiration more than objectivity. This irks most of us motoring journalists if only because of the hard work and dedication we put into our craft. It threatens our very existence because we can be become fossils at any given moment. But that’s why change is crucial. Adapt or cry. We can sit back and lambaste influencers for supposedly killing an industry with Instagram photos posed next to supercars, but we can’t deny that it is what petrolheads want to see. It doesn’t mean there is no space for more traditionally minded journalists – or wonderful magazines such as APEX – but there needs to be a willingness to experiment with new forms of media, too. What we’re witnessing here and abroad is a rebirth of motoring journalism. And I predict we’ll see many more such reincarnations in the coming years as we adapt to a new world and its technologies that will overtake us at a rapid rate if we don’t. But for now, I will go against the grain and carve out an even bigger piece of the pie for myself in an industry that, now but not forever, continues to favour men and traditional media. A

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COLUMN

Power play Where does the market currently stand on EVs? And what are the implications for SA? Words: Thami Masemola

ThamiMasemola

ontrary to popular belief, electric cars are older than their internal-combustion brethren. While Karl Benz’s invention and subsequent patent in 1889 is regarded as the first modern automobile, many different iterations of the product had been attempted – to various degrees of success – from around 1672 with Verbiest’s toy car. The first working EV came around the 1830s and, during the early 1900s, these cars became very popular, especially in the United States. However, when Henry Ford revolutionised motor manufacturing with the Model T, petrol cars became much cheaper to buy and run than contemporary EVs, thus spelling the latter’s death knell. Following a short reappearance in the 1970s during the global oil crisis, EVs are now back in sharp focus, fuelled (ahem) by global warming. Locally, a number of EVs are already on sale, from the Cooper SE to the Taycan. This year we’ll see even more when Audi is likely to launch the E-tron and Mercedes-Benz its EQC. Soon after, we predict a spate of electric vehicles to reach our shores … if carmakers have the guts to make the move. If we exclude their current high price points, probably the biggest deterrent for potential EV buyers is, of course, a limited driving range. Given that the cars mentioned above cannot achieve a real-world range of 500 km yet (and some far less), consumers are not yet confident enough to dish out the required capital for them. SA

Thami is a media veteran who is absolutely passionate about the automotive industry. In his spare time, he drives cars and tells people about them.

has a spatial problem, which means to get anywhere mainly private transport such as taxis and cars have to be used. From the youngster who works in Bloemfontein and has to drive to Limpopo every month to see her parents, to the businessperson who regularly commutes between Durban and Gauteng, distance presents current EVs with serious range questions. Of course, one obvious solution is to boost charging infrastructure. A company called GridCars is in this space, collaborating mainly with Jaguar Land Rover but

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Thami Masemola

its chargers are compatible with BMW and Porsche products, too. However, these public chargers are expensive at R800 000 apiece. Set that against the handful of EVs selling every month and you can see why the investment is not yet worth it. Unfortunately for them, at some point petrol stations will have to make the investment and begin to cater for the EV market. The Eskom problem is also ever-present. During the third day I tested a Jaguar I-Pace, I could not charge it at JLR’s fast supercharger at its Experience Centre because Eskom had cut power. Some manufacturers like BMW do offer outdoor solar-powered chargers but these are very expensive, take up large spaces and longer to charge. Earlier on, I mentioned price as a factor. EVs are taxed at 25% import duty in South Africa, which doesn’t assist their affordability case. In fact, the cheapest EV at the moment is the Mini SE, currently listed at R658k. This is hardly the incentive for consumers to even look at EVs, let alone buy them en masse. For the local market, this situation appears to be staying put, meaning only the upper crust will be offered EV alternatives. Add to that the daunting realisation that you have to buy a home charger – upwards of R20 000 – if you don’t have a public one nearby. And even if you do, waiting times are often ridiculous. Once I arrived at a public charger in Melrose Arch and found a queue of three cars. At a fuel station, that would be a five minute wait. Charging an EV from empty to about 80% takes about 30 minutes these days. You can do the calculations. None of this means EVs won’t succeed They will. Last year, Tesla – the leading manufacturer of EVs globally – sold 499 550 units worldwide. Internationally, most manufacturers are currently selling or launching new EVs this year. Some estimates say that, by 2040, about 80% of all new cars will be EVs. In fact, JLR recently announced that it will become an EV-only brand by 2030. If the infrastructure isn’t in place by then and, if you need to drive your new all-electric Defender from Cape to Cairo, you’d better bring your charging cable, your power bank and, ironically, a petrol-powered generator… A

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NEW F-PACE

HARD TO FORGET. New Jaguar F-PACE. A performance SUV unlike any other, now restyled to be even more assertive, even more distinctive. The all-new premium interior features the best in contemporary British design, and next-generation infotainment features the latest connected technologies. The new engine range now includes Plug-in Hybrid Electric Vehicle technology. Now every journey can feel extraordinary. New Jaguar F-PACE. Easy to love, hard to forget. jaguar.co.za

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FEATURE

20JCW12GP

20JC0W 6GP

P to ini JCW G l M t s r fi ina the en drove ited with the orig . r a L c M es un Ian our shor er, he re tributor t o n t o la n c s , r io 6 s a r 0 e ve en y In 20 e all-new GP. Fifte h l t a e u t m c o a an welc cessor to c u s s it and

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O R C I M s e n i h c a M n

Words

cLare tos: Ian M and pho

ren76 IanMcLa

20JC2W 0GP

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FEATURE

TWO HOURS INTO MY drive of the first-generation Mini Cooper S with the John Cooper Works GP kit, my opinion of this exercise in weight-saving and heightened levels of driver engagement was less than positive. In the midst of a European heatwave and, with traffic queuing for more than an hour on every pathway leading into the famous Hockenheimring racetrack, the novelty of a weighted clutch pedal, together with the deliberate absence of air-conditioning, an audio system and, indeed, rear seats, quickly waned. Created at the end of the first generation of the reimagined Mini’s lifecycle – and finished by Bertone in Italy – only 2 000 examples of the original JCW GP were built. Finally reaching our allocated

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parking bays behind the grandstand of one of the most famous tracks in the world, our convoy of fierce-looking The Italian Job hot hatches drew nearly as much attention as the hover of helicopters delivering VIP guests to the start of the 2006 German Grand Prix. Stepping away to view my transport’s lowered stance, bespoke 18-inch matte-black alloy wheels, novel-looking carbon fibre wing and unique colour scheme (including red mirror housings and exclusive production number emblazoned on the silver roof), all was just about forgiven. Much later that afternoon – and with Michael Schumacher’s 89th win still fresh – a blast around some curved roads en route back to our accommodation instantly banished any lingering animosity I harboured towards the then most powerful Mini ever produced. A bugbear adopted with the arrival of the two subsequent iterations of the new Mini is that the bonnet scoop that so feverously fed air into the supercharger of the 160 kW/250 Nm original JCW GP has since become purely decorative. That said, despite this aperture finished with a red outline and featuring a large model-designation sticker on the 2012 second-generation GP, forced induction in this car was via twin-scroll turbocharging, with air flowing over the bonnet instead locked out of the engine bay by a walled-off scoop. Following the same diet of deleted interior furniture, the GP2, as it became

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known, was once again an exercise in improved handling prowess compared with the JCW model on which it was based. Delivering 160 kW and 280 Nm of torque from just 2 000 r/min, where the first GP featured a mechanical differential, the second version relied instead on an electrically operated item that sought to manage front-end grip by selectively braking an inside wheel. Fitted with adjustable Bilstein coilover dampers, 330 mm Brembo-sourced brakes and bespoke Kumho semi-slick tyres, the GP2 arguably required more favourable prevailing conditions (including a smooth, dry surface) than its predecessor to fully unlock its dynamic potential. In such surroundings, a press of this car’s “GP Mode” switch dialed back the car’s stability-control systems while unleashing a full cacophony of smile-inducing overrun theatrics, managed via a weighted clutch pedal and short-throw transmission lever.

It’s

at this point where any respectable review of the third-generation JCW GP begins. The most powerful production Mini, its makers insist that in order to best engage with the car’s heightened dynamics, its turbocharged 2.0-litre drivetrain should be operated exclusively via an eight-speed automatic transmission with associated steering wheel-mounted paddles. Not that this ZF-sourced transmission has any particular shortcomings. Yet, once you also realise the bright-red brace mounted in place of the rear seats is fitted simply to stop your luggage from sliding forwards and not, in fact, to offer any additional structural rigidity (i.e. an actual strut brace), you begin to wonder just how serious BMW was about making this the ultimate driver’s Mini.

1. That numberplate seems entirely appropriate. 2. Short-throw manual offers crips, direct shifts. 3. Rev counter takes pride of place on the steering column. 4. Tailpipes emblazoned with JCW logos. 5. On gen one, the bonnet scoop is functional and feeds air to the supercharger. 6. Bespoke 18-inch alloys. 7. Purposeful cabin is all about the driver.

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It certainly looks the part. Those blade-like wheel-arch extensions (allowing for increased track widths front and rear) are produced from carbon-fibre salvaged from the i3’s production line, while 18-inch alloy wheels are fitted with bespoke 225/35 R18 semi-slick Hankook-branded rubber. The GP once again sits 10 mm lower to the ground than its modern JCW counterpart and mounted to the tailgate is a purposeful-looking double-tier wing. Parked alongside its predecessors, the newest version boasts ring-lamp LED daytime-running lights and Union Jack-emblazoned taillamps. Despite offering just one driving mode – thus locking the fastest Mini ever produced into its most alert setting – I was immediately impressed with the level of suspension compliance. Fully expecting to be jostled around in my well-bolstered sports seat, the GP nevertheless copes

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admirably with most everyday surface conditions. Harsher imperfections do, however, announce themselves with a thud. The car feels suitably grown up inside, too. A new five-inch digital instrumentation display offers crisp visuals, while car number 254 of 3 000 (one of 38 units allocated to South Africa) is fitted with both climate control and a full bouquet of audio functionality, items included only at the owner’s request. Shared with the current all-wheel-drive BMW M135i xDrive, in this application the brand’s B48 1 998 cm3 twin-scroll turbocharged engine features a reinforced crankshaft, lightweight pistons, new connecting rods and a larger sump for improved cooling. Held in place using upgraded mounts, this force-fed unit delivers 225 kW and a substantial 450 Nm of torque to the front wheels via a mechanical differential. It’s a tall order to manage. Under hard acceleration, you begin to understand why this car’s maker is keen

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FEATURE

5 1. Generation two’s cabin feels more modern and better built but the rev counter still enjoys pride of place ahead of the driver. 2. Reworked alloys again measure 18 inches. 3. Bucket seats are fantastically supportive. 4. Red accents denote this is no ordinary Mini. 5. Bonnet scoop purely decorative...

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FEATURE

s a w 2 P G e Th e t u n i m a last but n o i s u l c n i w o h s e h t e stol

THE GP FAMILY TREE 1

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2006 Mini JCW GP

2012 Mini JCW GP

2020 Mini JCW GP

Price at launch: R292 000 Engine: 1.6 L, 4-cyl, supercharged petrol Transmission: 6-spd manual Power: 160 kW @ 7 100 r/min Torque: 250 Nm @ 4 600 r/min 0-100 km/h: 6,2 seconds Weight: 1 120 kg Production run: 2 000 units

Price at launch: R399 500 Engine: 1.6 L, 4-cyl, turbopetrol Transmission: 6-spd manual Power: 160 kW @ 6 000 r/min Torque: 280 Nm @ 2 000-5 100 r/min 0-100 km/h: 6,3 seconds Weight: 1 235 kg Production run: 2 000 units

Price: R809 488 Engine: 2.0 L, 4-cyl, turbopetrol Transmission: 8-spd AT Power: 225 kW @ 5 000-6 250 r/min Torque: 450 Nm @ 1 750-4 500 r/min 0-100 km/h: 5,2 seconds Weight: 1 255 kg Production run: 3 000 units

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for you to keep both hands on the wheel… A balancing act in terms of throttle management and steering-wheel tussle, the reward for a smooth-as-possible corner exit is a neck-straining blast towards the horizon. Aiding as much as possible in this regard is bespoke camber rates and a reinforced front tower strut brace for front-end rigidity. If anything, I expected a few more theatrics from the new stainless-steel exhaust system (with 90 mm diameter, centrally mounted tailpipes), although the soundtrack remains purposeful. The GP2 featured in these images was a last-minute inclusion on the day (courtesy, as were the other two cars, of an enthusiast owner) and arguably stole the show. While the original car is likely to maintain its cult-like status for being so fantastically anti-establishment at the time of its launch, the new car – while certainly looking the part – feels a little too grown up and weighed down by expectation compared with its free-spirited siblings. Indeed, it’s the middle child that feels the best balanced when it comes to styling modifications, power delivery and on-road dynamics. It also offers the most raucous soundtrack of the three. As an exercise in exuberance to highlight the performance and dynamic potential of the famously fun-to-drive Mini hatch family, each generation of the JWC GP neatly fulfils its respective mandate. Where the newest version comes ever-so-slightly unstuck is that it arguably tries to do too much, succumbing to the pressures of modern motoring. Does it require this much torque troubling its front wheels exclusively? Should it at least have been offered with a manual transmission? And, could a simple cargo net have taken the place of a gimmicky-looking and ultimately not particularly useful “strut brace”? A 1. The difference in size between the first and third generations is stark. 2. Wing isn’t exactly subtle, but that’s a good thing, right? 3. The badges aren’t demure, either... 4. Again, the scoop’s just for show. 5. Brace has no real functional role. 6. Seats strike a great balance between comfort and support. 7. Sticking with 18s once more. 8. This time, a digital display shows engine speeds.

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LAND ROVER

TOYOTA

Unstoppable off-road, yet superb on tar; practical

Feels built to last; liberally specced

Bullish pricing; long waiting list

Service plan on a premium vehicle?; feels its age

LAND ROVER DEFENDER 110 D240 FIRST EDITION AWD AT vs. TOYOTA LAND CRUISER PRADO 2.8GD VX-L

Defender vs Prado Two off-road icons square off to determine which iconic brand builds the best family off-roader for on the beaten path. Words: Terence Steenkamp Terencestp Photos: Kian Eriksen kian.eriksen

re there two brands more synonymous with off-roading excellence than Land Rover and Toyota? For decades, Britain and Japan have squared off and the rivalry is as fierce around braais as it is in the boardrooms and engineering centres in Solihull and Toyota City (not a misprint). Which is where APEX comes in. We’re here to settle it once and for all: which manufacturer builds the best serious off-roader for daily on-road use?

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WHAT ARE THEY? By now the new Defender needs no introduction… Launched last year after a prolonged gestation rife with speculation about the route Land Rover would take to update its iconic SUV, the revolutionary – at least compared with the rudimentary previous model – Defender has been a runaway success, with the British brand struggling to keep up with demand. What we have here is the D240 model in First Edition trim, which sits neatly in the middle of the Defender range. There are myriad other derivatives on offer, from six-cylinder petrol and diesel models, to the upcoming V8 and plug-in

THERE’S NO QUESTION THE DEFENDER IS THE MORE STRIKING SUV hybrid. Trim levels run the gamut from well-priced to Discovery 5 and Range Rover Sport territory. This generation of the Prado has been around since 2009 – ancient in modern motoring terms – but has undergone a number of revisions since, including an extensive facelift in 2017 and the addition of a more powerful turbodiesel engine last year; the latter is shared with the updated

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OUTSIDE AND IN

is the more striking, attention-grabbing SUV. While the Prado still looks surprisingly contemporary thanks to both that big facelift a few years ago and this test unit’s classy Graphite Grey metallic paint, its proportions are odd – it’s as long as the Defender, yet much narrower – and the 18inch alloy wheels are dwarfed in the massive arches. Still, I love its pragmatic design and, besides, all the expected exterior technologies such as LED lighting all-round and keyless entry are present and correct. The Defender, meanwhile,

Let’s not dwell too long on subjective assessments such as styling appeal but there’s no question the Defender

1. They’re equally lengthy but the Prado has a significantly shorter wheelbase.

Hilux and Fortuner. The 2020 update included enhanced infotainment tech, while 2017’s alteration added the model we’re testing here, the flagship VX-L with a sunroof and bolstered safety spec. Right, enough dawdling…

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looks like it drove straight off a motor show stand (remember those?) and into Land Rover dealerships. Gondwana Stone is an eccentric bronze metallic which highlights the Defender’s muscular haunches and is offset nicely by this test unit’s black roof and rails. It’s certainly more imposing than the Prado, sporting as it does much wider tracks and overall width, while 20-inch wheels do a better job of filling the arches. It, too, has LED headlights but here they’re

DEEP DATA

LAND ROVER DEFENDER 110

TOYOTA LAND CRUISER PRADO

Price

R1 295 904

R1 127 900

Engine

2.0 L, 4-cyl, turbodiesel

3.0 L, 4-cyl, turbodiesel

Transmission

8-spd AT

6-spd AT

Driven wheels

Power

177 kW @ 4 000 r/min

150 kW @ 3 0003 400 r/min

Torque

500 Nm @ 1 5002 500 r/min

500 Nm @ 1 6002 800 r/min

0-100 km/h

9.1 seconds

9.9 seconds

Top speed

188 km/h

174 km/h

Fuel consumption

7.7 L/100 km

7.9 L/100 km

CO2

203 g/km

209 g/km

Length

5 018 mm

5 010 mm

Height

1 967 mm

1 880 mm

Width

2 008 mm

1 885 mm

Wheelbase

3 022 mm

2 790 mm

Weight

2 323 kg

2 420 kg

Luggage capacity

743 L

640 L

Fuel tank

83 L

150 L

Warranty

5 years/ 100 000 km

3 years/ 100 000 km

Maintenance plan

5 years/ 100 000 km

9 services/ 90 000 km

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2. Both vehicles with their suspension systems raised. 3. Storage box part of Adventure Pack but affects visibility in the side mirror. 4, 5 & 6. Neat details abound on the Defender, from dainty rear lights to silver accents.

supplemented with matrix tech. Keyless entry and start are standard, too. The visual chasm between the two continues inside. Despite the addition of a new nine-inch touchscreen infotainment system sporting Apple CarPlay, Android Auto and Toyota Connect capability, the Prado’s interior is clearly more than a generation behind. You sit upright in an electrically adjustable seat that’s comfortable but not necessarily sumptuous facing analogue instrumentation, a shallow facia, upright windscreen and bulging bonnet (a view which I love). Your front passenger is nearer than you’d think because of the narrow body. The infotainment system, despite being feature-rich, lacks the

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1 2

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Defender’s Pivi Pro system’s crispness of display and there are buttons aplenty, some of them strewn across the facia and to the right of the steering wheel. Their placement becomes familiar with time but the scattershot approach does remind you the Toyota was launched 12 years ago. Kudos, therefore, that the Prado feels so well built. This press unit had more than 10 000 km on the clock but seemed tight as a drum. While the interior materials don’t have the contemporary appearance and feel of those in the Land Rover, they’re obviously of excellent quality and feel made to outlive the vehicle’s owner. We’ll reserve our opinion on the wood trim… The Defender, conversely, feels very much like a product of the 2020s even as it referenc-

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es the old model in the facia’s horizontal lines and compact instrument cluster (and even the option of a third front seat to mimic the cubby lid in the old one so often used as a perch, although it can’t be combined with a third row of seats). The blend of utilitarian finishes and high-quality materials strikes a thoroughly modern tone, yet the cockpit doesn’t sacrifice practicality at the altar of style. The Pivi Pro infotainment system is one of Jaguar Land Rover’s best for ease of use and responsiveness, while the facia thankfully still features analogue controls for the auto air-con and drive-

train-dynamics systems. Like the Prado’s, the Defender’s driving position is upright and commanding but the seats are more enveloping and there’s huge adjustability in the driver’s chair and steering column. Both vehicles offer oodles of room for second-row passengers and adults can just about squeeze into the third rows for short stints. Having the final pair of pews raised, which the Prado does electrically, seriously shrinks luggage capacity – down to 160 litres in the Land Rover and a petite 120 in the Toyota – but both offer immense load-carrying capability with only five seats in place.

BOTH OFFER OODLES OF ROOM IN THE SECOND ROW AND ADULTS CAN SQUEEZE INTO THE THIRD ROWS

1. Prado cabin is exceedingly well built but showing its age in many areas. 2. Defender facia is contemporary and beautifully finished. 3. Prado's cluttered console requires familiarisation. 4. 110's controls are simply arranged.

Spec-wise, they’re evenly matched, with such items as powered and heated front seats (the Toyota adds cooling, plus heating for the second row), upgraded sound systems – 14 speakers in the Japanese vehicle; 10 in the Brit – and myriad safety items including pre-collision, blind-spot monitoring, lane-keep assist and rear cross-traffic alert standard. Three-zone climate control is an option on the Land Rover, at R10 700. Refinement, too, is similar, although we’d caution

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TOO EXPENSIVE? TRY THESE ALTERNATIVES

We recently drove the new Toyota Fortuner and Land Rover Discovery Sport, both less expensive but no less appealing alternatives to their bigger siblings. The Fortuner features the same enginetransmission combo as the Prado. The oil-burner isn’t quite as refined here as it is in the bigger vehicle but has 230 kg less to worry about and so feels quite a bit spritelier. It doesn’t ride as comfortably but it’s certainly no crashy utilitarian workhorse, either. Standard specification on the Fortuner VX is superb, too, which makes the R806 300 sticker that much more intriguing. The Disco Sport, meanwhile, costs R1 013 662 in flagship D200 R-Dynamic HSE trim and offers a slightly detuned Ingenium engine (the power and torque figures are counterbalanced by the Disco’s lighter weight). It’s arguably even better to drive than the Defender, although it won’t go as far off-road, nor seat its third-row occupants quite as comfortably. As far as premium compact SUVs go, though, the Disco is one of the market’s best.

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speccing the off-road tyre option on the Defender, as the knobblies add road noise and a slight waywardness to its highway demeanour (although they do look fantastic wrapping the 20-inch alloys).

UNDER THE BONNETS Each vehicle utilises a four-cylinder turbodiesel engine; the Land Rover’s measures 2.0 litres and the Toyota’s 3.0 litres. The former, despite its smaller displacement, musters up 27 additional kilowatts, but their torque figures are identical. Toyota installed this version of its venerable diesel in the Prado late last year and it’s made a world of difference to the vehicle’s performance and refinement. Increases of 20 kW and 100 Nm, plus an

extra ratio in its torque-converter automatic transmission, mean the 2.8GD powertrain sounds less agricultural and delivers its torque in a more linear fashion. It’s not quite as accomplished as the Land Rover’s Ingenium powerplant, however. Regularly criticised in the past for a lack of refinement, JLR’s latest line of Ingeniums are smooth, quiet and punchy. Despite weighing a considerable 2.3-plus tonnes, the Defender feels sprightly and overtaking manoeuvres are no challenge for the oil-burner … once the eight-speed automatic transmission wakes up, that is. Its languid nature suits the soothing Defender, but there are times when the ‘box simply takes too long to hook a lower ratio.

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As for fuel consumption, while both manufacturers claim figures in the sevens, you’d be lucky to beat 10.0 L/ 100 km. Nevertheless, considering the performance on offer and their sheer girths, that’s no mean feat.

ON AND OFF THE ROAD Here, once again, our respective competitors betray their ages. Where the Land Rover rides on an advanced D7X aluminium monocoque structure – the brand says it’s the stiffest platform it’s ever constructed – with air springs, the Toyota utilises a body-on-frame layout connected to the carmaker’s Kinetic Dynamic Suspension System with adaptive damping. The Defender is a revelation on-road, especially if you step into it from the older model.

100

1 & 2. Both vehicles feature LED headlamps but the Defender has matrix tech. 3. Prado's diesel engine is much better than before but can't match the Defender's (4.).

The electric steering system is perfectly geared in that way JLR always gets right – light but direct and perfectly in tune with the vehicle’s proportions to make placing it as simple as can be – and the suspension is absorbent without being floaty. In fact, a back-to-back drive with a Discovery 4 also riding on air springs showed the Defender to be the more controlled vehicle. Lean angles are big but the body moves in a predictable fashion. Only the aforementioned vagueness as the result of the off-road tyres irks slightly (I’ve driven a Defender on more road-biased

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rubber and the difference in behaviour is tangible). The Prado feels different… Quite obviously an older-generation vehicle, it has slower, less-direct steering, its body moves around more and the suspension takes longer to regain composure over long-wave undulations. Yet, there’s a real sense of occasion to how the Toyota moves down the road. You’ll take longer to get to your destination if it’s on the other side of a winding road but you’ll scarcely enjoy the journey less. What’s more, its secondary ride betters the Land Rover’s, with scars barely registering in the cabin (although that could also be attributed to the chunky tyre sidewalls). Off-road, both are near-un-

stoppable. I didn’t test them together on a trail on this occasion – there simply wasn’t enough time and, besides, this test focuses on their on-road prowess – but having completed the treacherous Van Zyl’s Pass in Namibia last year in a Defender and other challenging routes in various Prados over the years, I can confirm there’s very little they can’t conquer when tar turns to dust. Terrain Response 2 for the Defender and Multi-Terrain Select on the Toyota ensures the driver can pretty much sit back as they idle over boulders and through gullies. A

DEFENDER

4½ 5 It’s simple, and yet it isn’t… Objectively, the Land Rover is the superior vehicle. Yes, it’s quite a bit more expensive than its rival – although you’ll come closer to the Toyota’s sticker should you opt for an S-grade model (but you’ll lose some nice-to-have features) and its warranty and maintenance plan are more complete – but the Defender convincingly bests the Prado in terms of on-road dynamics, interior style and general performance. That it looks as

1. Both vehicles are unstoppable off-road and ultra-comfy on tar ... impressive.

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THE VERDICT

102

PRADO

4 5 fantastic as it does is merely a bonus. It wins here. However, there’s something enduringly appealing about Toyota’s ageing SUV. It might not be able to match the Land Rover’s incredible overall competence, but in its own idiosyncratic way, it’s a delight to drive and the perfect salve to the stresses of a chaotic world. I had both vehicles on test at the same time and, more often than not, I chose to drive the Toyota instead of the Land Rover. Make of that what you will…

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THE NEW DEFENDER

DISCOVER ADVENTURE FROM A NEW ANGLE. landrover.co.za

BOOK A TEST DRIVE Jaguar Land Rover N1 City invites you to visit our top-tier dealership and experience the confident Defender first-hand with a test drive today.

Pre-order your Defender at N1 City or email: heikev@mcmotor.co.za now

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Luxurious interior; dynamic handling; spec

Pricing too close to CX-5; firm ride

Mazda CX-30 2.0 Individual AT If you’re wondering where in Mazda’s range the new CX-30 fits, think of it as a CX-4. But don’t… Words: Vann van Staden

winewheelswatch

wenty-year-old me dreamt of driving fast cars in dangerous places … living like there was no tomorrow. Then my 30s hit. In a flash, everything changed. From catapulting into parallel parking spots with my mom’s 1999 cosmic green Jetta, with the handbrake pretty much burning out for that five seconds of fame to impress my mates with my mad skills, to suddenly choosing a car in my 30s based on whether it has a reverse camera and park assist. Sigh. I thought those were the days; little did I know, the best was yet to come. Mazda, one of the wild-child manufacturers back then, had me cheering them on in the streets of Paarl while the Honda Boys and the Mazda Drift Kings were burning rubber and breaking the rules. There were no curfews (sorry, uncle Cyril), so from sunset

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to sunrise, we lived our best lives a quarter-mile at a time. Fast-forward to 2021, life is substantially different and has slowed down quite a bit. It's all about comfort with a shot of entertainment. Something like the new CX-30, perhaps? The newest Mazda crossover slots in between the CX-3 and the CX-5. You might wonder why Mazda didn't opt for the CX-4 name for this hot new crossover but it already gifted the name to another product that is sold exclusively in China. Mazda had to come up with a catchy yet relevant name that wouldn't confuse the market

THE NEW MAZDA CX-30 IS NO DIFFERENT; IT’S BASICALLY A MAZDA3 IN HIKING BOOTS too much within the CX range. Hence the birth of the CX-30. Now that we're all caught up, lets dive into the latest model from Hiroshima, Japan. As elsewhere in this issue, we have to again highlight how quickly the market for compact crossovers has grown. What are they, though? Well,

they’re higher-riding models based on more modest hatchback underpinnings, and the CX-30 is no different; it’s basically a Mazda3 in hiking boots. Like that vehicle, the CX-30 is a sleek, sophisticated device thanks to Mazda’s vaunted Kodo design language. There are three derivatives

in the range: Active, Dynamic and Individual (which is the one we’re testing here). All come with front-wheel drive, a torque-converter automatic transmission and, somewhat controversially in 2021, a naturally aspirated engine, in this case Mazda’s Skyactiv-G 2.0-litre unit. It delivers 121 kW at 6 000 r/min plus 213 Nm of torque at 4 000 r/min. Standard specification is generous, even on the base Active, and all models sport LED 1. The CX-30 is a striking amalgam of CX-3, Mazda 3 and CX-5 features that work well.

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MAZDA CX-30 2.0 INDIVIDUAL AT Price: R540 000 Engine: 2.0-litre, 4-cyl, petrol Transmission: 6-spd AT Driven wheels: F Power: 121 kW @ 6 000 r/min Torque: 213 Nm @ 4 000 r/min 0-100 km/h: n/a Top speed: n/a Fuel consumption: 6.6 L/100 km CO2: 160 g/km Length: 4 395 mm Height: 1 540 mm Width: 1 795 mm Wheelbase: 2 655 mm Weight: 1 340 kg Luggage capacity: 295 L Fuel tank: 51 L Warranty: 3 years/ unlimited km Service plan: 3 years/ unlimited km

2. LED light units are standard throughout the range. 3. Steering wheel trimmed in silky leather. 4. Mazda's oversized grille looks well integrated on the CX-30.

headlamps, six airbags, headup display and Mazda’s MZD infotainment system with an 8.8-inch screen and Apple CarPlay and Android Auto. We’ll dive into the Individual's stellar spec in a bit. Going back to the exterior, there are nine colour options. The two base models, Active

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and Dynamic, have 16-inch grey metallic alloy wheels and the range-topping Individual packs 18-inch silver metallic alloys. As impressive as the CX-30 looks in the parking lot, it gets better on the move. Pulling off from the starting blocks sees the CX-30 take off with vigour. Certainly, it lacks some overtaking punch at higher revs but the 2.0-litre engine is surprisingly strong, though vocal (curiously, Mazda SA doesn’t quote performance

figures), and responds to throttle inputs with alacrity. The ride might take a bit more getting used to. Mazdas generally drive really well but, in the CX-30, that’s coupled with firm damping that might come as a shock to some expecting a cushy experience. It does, however, even out with a bit more pace under the wheels. Still, that means composed handling on the open road and it’s a real joy piloting the CX-30. It’s frugal, too, deliver-

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WHICH CX? ing 7.0 L/100 km during our week together, which is very close to Mazda’s claim. Now, for the CX-30’s major triumph. Plush is the word of the day when we take the party inside. With different, modern-looking and -feeling materials used on the dash, the doors and other surfaces, the CX-30 feels contemporary and expensive without resorting to too much brightwork. Navigating your way around the infotainment system is pretty straightforward thanks to a convenient scroller wheel. Once you connect your Android or Apple device, it gets even easier to use. The cabin is refined, too, and most of the time the only loud noise you’ll hear is the sound escaping the Bose 12-speaker surround-sound system. It’s but one of many luxury-car toys on the Individual, which also chucks in dual-zone climate control, keyless entry and start, parking sensors plus a reverse camera, electrically adjustable driver’s seat and leather trim. If there’s one criticism, it’s that the CX-30 feels a tad tight in the back, exacerbated by a high scuttle, compact side and rear windows, and dark glazing. The boot, too, isn’t the biggest. A

1. The interior is class-leading: wonderfully built, easy to use and comfy for front-seat passengers (note: manual not available in SA).

Mazda’s potentially created a headache for itself with the positioning of the CX-30. Priced from R469 000 for the 2.0 Active AT to R540 000 for this flagship Individual, the newcomer straddles the segments occupied by the CX-3 and CX-5. The flagship CX-3 – the 2.0 Hikari – offers the same engine/ transmission combo as the CX-30 but in a smaller body. The Hikari is better equipped than the CX-30 Active, but even smaller inside and doesn’t feel as upmarket. The bigger conundrum is posed by the CX-5. You can get either a 2.0 Active AT or a 2.0 Dynamic AT for quite a lot less than our CX-30 Individual AT. Which one would we choose? Well, more than likely the more refined, comfortable and spacious CX-5 in Active guise...

THE VERDICT

4 5 The CX-30 is an interesting new addition to the Mazda range. Based on the excellent Mazda3 but with its own unique style, it should do very well indeed, despite the price overlapping the bigger CX-5’s (see Which CX?)…

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Fabulous drivetrain; solid, comfortable cabin; composed handling

Inelegant design; no longer a performance bargain

BMW M440i xDrive Coupé Steptronic Gaping maw aside, the new 4 Series has been garnering rave reviews. We put the sub-M4 flagship to the test. Words: Terence Steenkamp

Terencestp

he 4 Series has undergone a metamorphosis. Gone are the 3 Series-aping looks and in their place is a somewhat radical design that’s drawn a fair amount of criticism, mostly centred on that grille. Let me say here and now: wait until you see a 4 Series in the flesh before making up your mind. I don’t think it looks too ungainly, especially when the bodywork’s painted in a dark hue to visually diminish the size of that gaping maw. But it’s certainly no classic beauty and I wouldn’t be surprised if BMW redesigns the grille come facelift time… The rest of the vehicle, as we found on an extended drive in the Western Cape, is far less opinion-splitting. At launch, only the Coupé variant was offered, with the Convertible and Gran Coupé arriving later. Three engines make up the range – 2.0-litre, four-cylinder turbopetrol and -diesels, plus a straight-six 3.0-litre in

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1. LED lights are standard all-round, but semi-autonomous-driving tech is optional. 2. The new grille remains a talking point but the numberplate placement does reduce its bulk. 3. Slimmer lights help distinguish 4 from 3.

BMW M440i xDRIVE COUPÉ STEPTRONIC Price: R1 238 854 Engine: 3.0 L, 6-cyl, turbopetrol Transmission: 8-spd AT Driven wheels: 4 Power: 275 kW @ 5 500-6 500 r/min Torque: 500 Nm @ 1 900-5 000 r/min 0-100 km/h: 4.5 seconds Top speed: 250 km/h Fuel consumption: 7.8 L/100 km CO2: 178 g/km Length: 4 770 mm Height: 1 383 mm Width: 1 852 mm Wheelbase: 2 851 mm Weight: 1 815 kg Luggage capacity: 440 L Fuel tank: 59 L Warranty: 2 years/ unlimited km Maintenance plan: 5 years/100 000 km

THE 4 SERIES COUPÉ IS A SLEEK, CONTEMPORARY DEVICE, ALL FLOWING CURVES AND LONG BONNET/SHORT DECK this M440i – and all are paired with an eight-speed automatic transmission. The six-pot drives all four wheels and the lesser models are motivated by the rears. Oversized grille aside, the 4 Series Coupé is a sleek, contemporary device, all flowing curves, low roofline and long bonnet/short rear deck. It hides its increase in dimensions over the previous Four well; the new model’s a whopping 128 mm longer but so is the wheelbase, so the overhangs aren’t too clumsy. There’s a smidge too much

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heavy metal surrounding the rear wheels (negated somewhat by the M440i’s standard 18-inchers; the 420i and 420d sport 17s as standard and all 4 Series models can go up to 19s) but the narrow front and rear lights look great (LEDs are standard all-round and the headlights can be upgraded to startlingly bright Laserlight units for R15 000) and, as I mentioned, the vehicle stands distinct from the 3 Series Sedan, which has not always been the case. The similarities are far more acute inside, where the

facia architecture is shared. That’s no bad thing, though – the 3 Series is class-leading in its integration of technology into a user-friendly setup controlled by BMW’s latest iDrive 7.0 software, although avoid the superfluous gesture-control option – and quality is excellent throughout, although you’ll find the odd bit of wobbly, scratchy plastic lower down and to the rear of the cabin. Still, it has the measure of the Audi A5 in this regard and trumps the C-Class for fit and finish. Of course, like in any coupé,

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rear head- and legroom suffer due to the lowered roofline, but I could still fit onto the contoured seat behind a driving position adjusted to accommodate my six-foot-plus frame, with just enough head clearance too. Curiously, boot space has been reduced by five litres to a still-voluminous 440 litres. BMW says two standard golf bags can fit with room to spare … interpret that comment about the 4 Series’ buyers profile however you’d like. The M440i’s engine is as

punchy as you’d expect from 275 kW and 500 Nm of torque offered from 1 900 to 5 000 r/min. BMW claims it’ll hit 100 km/h from standstill in a mere 4.5 seconds aided, of course, by all-paw traction. It certainly feels that fast and is fantastically smooth from idle to the redline, but I was somewhat disappointed by the lack of drama. Certainly, the inline-six sounds good but it’s voice is stifled a touch too much by the cabin’s excellent NVH control. The less we say

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about BMW’s eagerness to artificially enhance the sound of its sportier models through the speakers, the better. I continue to think ZF’s eight-speed torque-converter automatic transmission is the best in the business. Changes are near-dual-clutch quick and smooth, and the software is impressively incisive – there’s rarely a moment where the transmission doesn’t place the inline-six in the meat of its delivery range. And how does the new 4

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4 1. The interior is well built but some of the brightwork is a tad garish. 2. Eight-speed auto one of the market’s best. 3. iDrive 7.0 utilises a touchscreen to good effect. 4. Comfy, grippy sport seats. 5. Heavy haunches visually reduce wheel size.

Series drive? Well, practically perfectly. The ride’s certainly busy – specify the adaptive dampers to round off the worst edges, which are great value at R9 900 – but still acceptably cosseting, a fair compromise considering the

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CLAR chassis architecture’s wonderful inherent balance. Body control is exceptional for a midsize coupé and the steering feels accurate and perfectly weighted when left to comfort mode (the sportier modes add a dull heft). The brakes, too, are strong and the pedal easy to modulate. The M440i can be pushed at a fair pace without breaking a sweat. Does it lack some delicacy? Yes; I also drove a 420d, which felt a bit less inclined to rush into push-on understeer than the nose-heavy, all-paw M440i. The latter is all about ultimate pace and grip, which might be a bit surprising to find in a performance BMW, but it’s a recipe that’s never done Audi any harm. BMW must be frustrated that the 4 Series’ grille has grabbed all the headlines, for this is a vehicle with an impressive depth of engineering that transcends any subjective

opinions about design. It’s a delight to drive – more so than its direct Audi A5 and Mercedes-Benz C-Class Coupé rivals – expertly constructed and easy to use. A class-leader, although an expensive one? I certainly think so … but let’s see what AMG does with that promising-looking upcoming C45. A

THE VERDICT

DIESEL DELIGHTS I also got behind the wheel of the 420d Coupé and wasn’t prepared for how well BMW’s smallcapacity turbodiesel suits the 4 Series. The oilburner’s linear delivery turns the two-door into a laidback cruiser that’s beautifully refined and comfortable thanks to its softer suspension settings versus the M440i’s. And the 420d is astoundingly frugal – I averaged just 5.3 L/100 km on a spirited 120 km drive taking in various mountain passes. As good as the M440i is, I suspect the 420d will be the more satisfying daily drive … and you’ll pocket a difference of more than R440 000 should you opt for the four-pot.

4½ 5 BMW’s done a fantastic job to update the 4 Series for 2021. Whether you love or loathe the snout, what’s indisputable is that this is the market’s best compact premium coupé. The M440i isn’t exactly cheap, however.

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Dashing design inside and out; standard spec

Service plan could be better; driving position won’t suit everyone

Peugeot 2008 1.2T 96 kW GT 6EAT Peugeot was at the pinnacle of the Industrial Revolution. Today, it’s at it again, not quite revolutionising the manufacturing process but refining the crossover segment with the new 2008. Words: Vann van Staden

winewheelswatch

ho would have guessed that, back in 1810, a French inventor known for manufacturing kitchen equipment, tools and bicycles would build the foundation of what we still celebrate today? An otherworldly kind of French engineering, almost as precise and delicately executed as Chardonnay grapes into Champagne, Peugeot is one of those manufacturers whose new products I always look forward to reviewing. Peugeot has recently re-entered the competitive small-crossover fray with its latest rendition of the popular 2008, first launched back in 2013 with the well-received first-generation model. While having a firm foothold in the commercial-vehicle arena with the Partner and Boxer models, unlike in Europe, Peugeot South Africa has struggled to establish wide-ranging reach in the passengers-car sector despite such

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excellent models as the 3008 and 5008 (not to mention the 308, a criminally underrated compact hatchback that’s no longer on sale). That looks likely to change with the new 2008, which offers a chic alternative to the top-selling VW T-Cross and perennially popular Kia Seltos. So, what's on offer today? Looking back at the 2008’s journey from where it started to where it finds itself today, we are pretty pleased that this charming compact SUV has hit our shores. In my opinion, the predecessor 2008 resembled an overweight 208 model that didn’t have much street cred. Today's updated model is an entirely different story. With its striking design, 1. GT models stand out thanks to gloss-black trim, but the Salamanca alloys (2.) are shared with the Allure. 3. Full-width hatch strip has become a modern Peugeot design signature.

the 2008 is set to turn heads. Prominent design elements taken from its smaller sibling, the 208 (which is scheduled to arrive in South Africa later this year), and its big brother, the 3008, are clearly noticeable. There are three trim levels available: the entry-level Active, mid-spec Allure and this range-topping GT. The Active sports 16-inch alloy wheels, while the higher two models are distinguished by 17-inch Salamanca two-tone items. This GT model is further set apart by gloss-black trim elements on the grille and mirrors, plus a three-claw headlight treatment complemented by LEDs. A panoramic sunroof is an option. The new 2008 is based on the latest Common Modular Platform architecture from Peugeot that’s set up for hybrid and electric applications right off the bat. It’s a step in the right direction, making the car 3

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DEEP DATA PEUGEOT 2008 1.2T 96 kW GT 6EAT Price: R479 900 Engine: 1.2-litre, 3-cyl, turbopetrol Transmission: 6-spd AT Driven wheels: F Power: 96 kW @ 5 500 r/min Torque: 230 Nm @ 1 750 r/min 0-100 km/h: 9.1 seconds Top speed: 198 km/h Fuel consumption: 6.5 L/100 km CO2: 148 g/km Length: 4 300 mm Height: 1 550 mm Width: 1 770 mm Wheelbase: 2 605 mm Weight: 1 225 kg Luggage capacity: 434 L Fuel tank: 44 L Warranty: 5 years/ 100 000km Service plan: 3 years/ 60 000 km

150 mm longer and slightly wider than before, and so packing more of a compact SUV look instead of appearing like an oversized hatch. A growing trend among manufacturers is a two-tone colour scheme, and this works perfectly with this GT model (Active and Allure get a lick of bodywork-matching paintwork). The interior trimmings reflect the futuristic exterior feel. The main facia section ingenuously uses two usually disparate materials: a

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concave carbon-effect trim is juxtaposed by a soft-touch faux-leather finish, all highlighted by lime-green stitching. With a flat bottom, the mini steering wheel looks cute but practicality is somewhat compromised, as you have to drop the wheel in order to view the instrumentation above. The squared-off tiller does, however, not impede legroom for the driver. The 2008 GT packs Peugeot’s 3D i-Cockpit layout, which includes a 10-inch HD touch-

4. Panoramic sunroof one of few options. 5. Touchscreen is big but fiddly air-con controls detract from its user-friendliness. 6. Interior is a riot of textures and finishes but it all works together.

screen infotainment system offering Apple CarPlay and Android Auto, inductive smartphone-charging as well as a quirky 3D-effect instrument array (that’s intended to make the dials appear further away than they are and so easing eye focus). It’s an easy sys-

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1 1. Three-claw LED light signature unique to the GT model. 2. Rear legroom is generous despite the compact dimensions.

tem to master but we’d have preferred the climate-control settings to be separated from the screen. The heated seats are super comfy and legroom in the back is more than ample for your crew. Luggage space is also surprisingly generous at 434 litres and can be enlarged by folding forward the 60:40-split rear chairs. On the move, the 2008 feels solid and planted, but

not uncomfortable. Typically Peugeot, it strikes an admirable balance between good body control and absorbent suspension settings. Ground clearance of 210 mm plus sufficiently plump tyre sidewalls mean it’s perfectly adept at handling pockmarked South African roads. The GT model, like the Active and Allure models equipped with the six-speed

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torque-converter automatic transmission, sports the 96 kW/230 Nm version of Peugeot’s popular 1.2-litre triple (the entry-level Active manual downgrades outputs to 74 kW/ 205 Nm). It’s a lovely mill, all warbly delivery and lots of punch when the torque peak kicks in at 1 750 r/min. Peugeot says it’ll hit 100 km/h from standstill in 9.1 seconds and top out at 198 km/h. Ultimately, with the new 2008, the Volkswagen T-Cross 1.5 TSI has some serious competition. While the GT model’s R479 900 list price looks steep, it offers an exceptional number of standard features way beyond anything else in the class (including lane-keeping

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assist, pedestrian detection and blind-spot monitoring) and is only R22 000 more than the German model. Speccing the T-Cross to a roughly equivalent level pushes its price way past R500k. The 2008 is also more interesting to look at, and isn’t that a big part of a small crossover’s appeal? A

THE VERDICT

4 5 Looks unlike any other small crossover but backs up the style with substance. Lovely engine and transmission, too, but we’d recommend the Allure model at R50k less to strike a better value balance.

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THE CARS THE 2008 GT NEEDS TO BEAT The 2008 won’t have it easy. The market’s saturated with fierce rivals and there’s another Gallic contender on the way: the equally stylish Renault Captur.

KIA SELTOS 1.4 T-GDI GT LINE DCT

R493 995 103 kW/242 Nm 0-100 km/h: 9.7 sec 6.3 L/100 km

R469 700 115 kW/206 Nm 0-100 km/h: 9.5 sec 6.7 L/100 km

TOYOTA C-HR 1.2T LUXURY CVT

R495 800 85 kW/185 Nm 0-100 km/h: 11.1 sec 6.4 L/100 km

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MAZDA CX-3 2.0 HIKARI AT

VOLKSWAGEN T-ROC 1.5 TSI 110 KW R-LINE DSG

R458 000 110 kW/250 Nm 0-100 km/h: 8.5 sec 5.5 L/100 km

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Odd-ball looks; big enough for a family; refined engine

Odd-ball looks; creaky interior

Hyundai Creta 1.5 Diesel Executive AT Creta buyers love its convenience, fuss-free nature and easy-going drive. How will they respond to the new model’s outlandish design? Words: Terence Steenkamp

Terencestp

id you know the previous Hyundai Creta was one of South Africa’s bestselling compact SUVs? Its figures outnumbered those of such popular staples as the Renault Duster, Toyota C-HR and Rush, and the Suzuki Jimny. Only the Mazda CX-3 and Volkswagen T-Cross are more popular than the Korean, and not by much. It stands to reason Hyundai South Africa would be rather nervous to fiddle with a winning, albeit overly conservative, formula … which is why it’s surprising the update is such a radical departure. Everywhere I drove the new model, it drew either admiring glances, or puzzled stares. It’s certainly an acquired taste but I happen to think it looks great. Highlights include LED front and rear light signatures that appear nearly identical; a cool, full-width rear reflector strip; and a dual-tone paint treatment that’s standard on the flagship 1.4 TGDI (the vehicle in the images) and optional on this diesel model; more on the range in a bit. Less successful is the dour design of the 17-inch wheels, while the profile is a touch heavy-handed towards the rear.

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DEEP DRIVE The 1.4 TGDI sits at the pinnacle of a four-model line-up kicking off with a new, naturally aspirated 1.5-litre in place of the 1.6 from the outgoing range. Power and torque are down but still sufficient at 84 kW and 143 Nm peaking at 4 500 r/min. It’s coupled with either a sixspeed manual or continuously variable transmission, and is offered in Premium (disappointingly, just two airbags on this one) and Executive trim. Slotting into the middle of the range is this new 1.5 CRDi diesel engine shared with the Kia Seltos. It musters up 84 kW and 250 Nm from 1 500-2 750 r/min (again, less than the outgoing 1.6-litre). Here buyers have no choice of transmission: just a six-speed automatic, which should pair very well with the powertrain if the Kia Seltos equivalent is any indication. The 1.4 TGDI, meanwhile,

offers a compelling new addition to the Creta line-up. Its 103 kW and 240 Nm through 1 500-3 200 r/min, channelled to the front wheels via a seven-speed dual-clutch transmission, are ample. Back to this test unit… Is the inside as radical as the skin? Not quite, but the interior is an obvious improvement on the previous model’s cockpit. Perceived quality is decent (although the plastic shroud around the gear gaiter is disappointingly creaky, exacerbated by its placement in the exact spot where your left knee rests), the layout is as simple as you’d like and the view out is mostly unobstructed. All models feature a touchscreen infotainment system with Apple CarPlay plus Android Auto, as well as PDC supplemented with a rear-view camera. Executive trim adds artificial leather

upholstery – dual-tone on the 1.5 petrol and CRDi; black accented with red trim on the TGDI (as pictured above) – LED headlamps and wireless cellphone charging. For the first time, reach adjustment is offered on the steering column and finding a suitably comfortable driving position is a cinch. Odd, though, that only manual air-con is fitted

1. In contrast to the exterior, the cabin doesn’t hold any surprises. 2. Strip lighting a neat touch. 3. Two-tone paint standard on the 1.4.

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4. Striking shape, though the 17-inch wheels look a tad dour. 5. The 1.4 model sports black interior trim, while the diesel uses beige and black (6.). 7. Reverse-view camera is standard fitment.

DEEP DATA HYUNDAI CRETA 1.5 DIESEL EXECUTIVE AT Price: R469 900 Engine: 1.5 L, 4-cyl, turbodiesel Transmission: 6-spd AT Driven wheels: F Power: 84 kW @ 4 000 r/min Torque: 250 Nm @ 1 500-2 750 r/min 0-100 km/h: 11.7 seconds Top speed: 173 km/h Fuel consumption: 5.9 L/100 km CO2: 147 g/km Length: 4 300 mm Height: 1 620 mm Width: 1 790 mm Wheelbase: 2 610 mm Weight: 1 270 kg Luggage capacity: 433 L Fuel tank: 50 L Warranty: 5 years/ 150 000 km (7y/200k for powertrain) Service plan: 5 years/ 90 000 km

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across the range. Space in the second row is plentiful – legroom’s especially impressive and way beyond that offered by the new Volkswagen T-Roc – and the luggage bay holds a claimed 433 litres, expanding to 1 401 litres with the 60:40-split rear bench folded and stowed. Unsurprisingly, the new Creta drives completely conventionally. This is a reworked version of the previous Creta’s platform – shared with the Seltos – and majors in comfort. The ride is excellent,

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offering great absorption without wallowy handling (we tested it on gravel, too), and general refinement is very good; the engine is impressively hushed and little vibration penetrates the cockpit. The steering could do with a touch more weight but will find favour with the majority of buyers who use Cretas in urban environs. As for the diesel, while some

buyers may miss the addictive slug of torque developed by the older 1.6-litre version, the new powertrain’s linear responses from low revs makes the vehicle much easier to drive smoothly. The six-speed torque-converter automatic transmission pairs beautifully with the oil-burner. The new Creta is an impressively sensible update of the outgoing range. If that sounds like I’m damning it with faint praise, it’s certainly not my intention. I applaud Hyundai for scrutinising the previous model and identifying what worked (comfort, refinement, space) and what didn’t (frumpy looks, bland cabin design, outdated infotainment tech), and developing the new version accordingly. Only the looks leave a question mark: will conservative buyers be drawn to Hyundai’s showrooms once more? It’s a strange time we live in … I wouldn’t bet against it. A

THE VERDICT

4 5 Comfortable, decently refined and well equipped, the new Creta should continue the winning streak. The frugal diesel’s the one to get but Hyundai needs to address the creaky plastics in some parts of the interior.

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Tel: 011 591 3000 | Facebook: @audibryanston | Instagram: @audibryanston www.lindsaysakeraudi.co.za/bryanston/pre-owned?dealer=16 2984 William Nicol Dr, Bryanston West, Johannesburg

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2021/03/31 11:04:00 2021/04/06 23:13

DEEP DRIVE

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Stylish design; sporty to drive

Costs more than a normal Q3 for less; ride surprisingly firm

Audi Q3 Sportback 40 TFSI quattro S line S tronic Take a well-loved compact SUV, lower its roofline and hike its price. Audi’s followed this tried-and-tested recipe with the new Q3 Sportback but the results are mixed. Words: Terence Steenkamp

Terencestp

t’s a good-looking thing, isn’t it? While the normal Q3 – now in its well-received second generation – has a hint of school-run SUV to its understated appearance, the Sportback certainly creates a more dramatic first impression. That’s thanks to its lowered roofline – it’s 29 mm closer to terra firma – and additional 16 mm in length (oddly, it’s 6 mm narrower). Further boosting the Sportback’s design appeal is the standard fitment of S line trim to the pair of models on offer, the entry-level 35 TFSI sporting a 1.4-litre turbopetrol engine, and this flagship 40 TFSI with a 2.0-litre under the hood. Both utilise a seven-speed dual-clutch ‘box but only the 40 is all-wheel-driven. The price gap between the pair is surprisingly small – a mere R44 000 separates them – which, on paper, suggests the model I’m testing here’s the one to get. Is that the case in the real-world? Let’s start with the changes over a Q3. Audi says not a single body panel is shared between the two models and the Sportback gains that lowered roofline and shoulder creases, plus bulging arches. It looks great, unlike many other, ungainly coupé-crossovers,

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and really does stand out as a distinct model. Inside, however, it’s impressive business as usual. Sure, some plastics lower down are perhaps a little more hollowfeeling and -sounding that we’re used to from the German brand – something we noticed in the A1, too – but in terms of fit and finish, this is still a more premium-feeling cabin than you’ll find in the rival BMW X2 and Mercedes-Benz GLA. Seating comfort is fine, although taller drivers might find themselves a bit bent-legged because the steering column doesn’t adjust out quite far enough, and there’s sufficient headroom even if the panoramic-sunroof option is fitted (that’ll be R20 480, thanks). The news is not so great aft, where the lowered roof pinches headroom (Audi says the bench is sunken to compensate but I’m 1.85 metres tall and my head rubbed the headliner). Legroom is generous, however, and the luggage compartment’s the same size. We’re pleased to report the Sportback, like Audi’s other compact models, retains physical switches for the climate-control system, while

AUDI Q3 SPORTBACK 40 TFSI QUATTRO S LINE S TRONIC

3 1. This is a class-leading cabin yet the perceived quality isn’t quite up to Audi’s usual lofty standards. 2. Legroom’s very good but headroom is compromised. 3. Note the bulging arches.

the infotainment system couldn’t be easier to use. Part-digital instrumentation is standard but can be upgraded to the virtual cockpit that contains additional features and is more configurable. Under the bonnet is a derivative of the 2.0-litre turbopetrol engine South Africans know well. In this tune, it delivers 132 kW and 320 Nm across a broad swathe of engine speeds and is an eager, punchy unit. It can sound strained at high revs, though. As for its dynamic balance, the Sportback is an easy, engaging drive; it grips hard and keeps roll well in check. However, there’s a pay-off. All Sportbacks feature sport sus-

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pension, which lends the ride a slight brittleness that never disappears, even at cruising speeds. The Q3, on standard suspension, finds a more appealing middle ground. A

THE VERDICT

3½ 5 Like all coupé-crossovers, what you sacrifice in practicality, you gain in style. While the Sportback betters its rivals in most respects, we’d stick with a Q3 40 TFSI Advanced line at R715 000.

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Price: R758 500 Engine: 2.0 L, 4-cyl, turbopetrol Transmission: 7-spd dual-clutch Driven wheels: 4 Power: 132 kW @ 3 900-6 000 r/min Torque: 320 Nm @ 1 400-3 940 r/min 0-100 km/h: 7.8 seconds Top speed: 220 km/h Fuel consumption: 8.3 L/100 km CO2: 188 g/km Length: 4 500 mm Height: 1 567 mm Width: 1 843 mm Wheelbase: 2 680 mm Weight: 1 695 kg Luggage capacity: 480 L Fuel tank: 60 L Warranty: 2 years/ unlimited km Maintenance plan: 5 years/100 000 km

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Looks great; cabin tech easy to use; engine offers plentiful punch

Small rear-seat space and boot; firm ride; so-so cabin finishes

Volkswagen T-Roc 2.0 TSI 140 kW R-Line DSG 4Motion Fitting between the practically minded T-Cross and Tiguan, the T-Roc is Volkswagen playing with the fabric of what makes a compact crossover. Words: Terence Steenkamp

Terencestp

t’s become a cliché to ramble on about the burgeoning popularity of SUVs and crossovers but ramble we must when discussing the new Volkswagen T-Roc. Such is the level of dominance of these raised ride-height creations in the market that the German brand’s new midsize crossover is the fifth T-model in its range (at least according to VW, which counts the Tiguan and its seven-seat Allspace variant separately). Whatever your opinion on crossovers – I’m certainly more partial to a traditional hatchback or sedan – they’re here to stay. Handily for VW, the T-Roc is one of the best but there are a few caveats… Longer but lower than the wildly popular T-Cross and more compact than the Tiguan (it’s 252 mm shorter), the T-Roc cuts a dashing figure that’s closely aligned to that of the donor Golf 7 (they share an MQB platform plus hardware and interior touchpoints). There’s between 158 and 161 mm of ground clearance depending on the derivative, which is

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just about sufficient in the crossover stakes, and a seating position that’s somewhere between that of a hatchback and an SUV. Think Toyota CH-R – one of the T-Roc’s main rivals – and you get the idea. VWSA offers three models, an entry-level 1.4 TSI Design (breaking with Comfortline/ Highline trim designations) boasting a 110 kW/250 Nm turbopetrol coupled with an eight-speed Tiptronic transmission in place of the more common DSG, as well as two 2.0-litres, both with 4Motion all-wheel drive and seven-speed DSG ‘boxes. Trim lines are Design and R-Line reviewed here, and there are up to 20 exterior colour combinations alongside a few visually interesting interior hues. To the interior, where Volkswagen usually sets the tone for premium-feeling fit and finish. Except, this time it doesn’t, but more on that in a bit. In terms of easy functionality, the T-Roc is at the front of the class. Both Design and R-Line options feature the brand’s familiar Composition Media infotainment pack with an eight-inch touchscreen, dual-zone climate control – using solid,“old-fashioned” buttons and dials – and optional Active Info Display. The touchscreen setup is simple to use because popular functions aren’t hidden deep in various menus. Sat-nav is optional, as is a Beats audio system, but each occupant of four has access to a USB port. 1. The T-Roc has fantastic seats: comfortable but supportive in all the right spots. 2. Superfluous off-road info... 3. Physical climate controls a delight in an age of touchscreens 4. 4Motion Active Control offers four drivetrain modes.

IT CERTAINLY FEELS MORE HATCHBACK THAN SUV ONCE THE 19-INCH ALLOYS ARE ROLLING

Finding a suitable driving position is a doddle thanks to extensive seat and steering column adjustment and indulgently comfy chairs (I know of no other brand except Volvo that does basic seating comfort so well). However, as I mentioned, there are some issues. While fit and finish are excellent and the ambient lighting imbues the interior of the T-Roc with a subtle sense of elegance,

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there aren’t any soft-touch plastic surfaces on the dashboard and door tops to boost the impression of luxury (or the premium pricing strategy). What’s more, legroom in the second row is tight (I couldn’t comfortably fit my 1.85-metre frame behind my ideal driving position) and luggage space on 4Motion models is reduced from a claimed 445 to 392 litres. An ideal midsize family car the T-Roc isn’t.

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It certainly feels more hatchback than SUV once the R-Line’s 19-inch alloys are rolling. This configuration of the 2.0-litre engine is new to our market and boasts 140 kW and 320 Nm from 1 500 through 4 400 r/min. It’s a great powerplant – punchy yet frugal (we saw an indicated 7.8 L/100 km average during a week’s spirited driving in the confines of Cape Town’s City Bowl and

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DEEP DATA VOLKSWAGEN T-ROC 2.0 TSI 140 kW R-LINE DSG 4MOTION Price: R593 600 Engine: 2.0 L, 4-cyl, turbopetrol Transmission: 7-spd dual-clutch Driven wheels: 4 Power: 140 kW @ 4 500-6 200 r/min Torque: 320 Nm @ 1 500-4 400 r/min 0-100 km/h: 7.2 seconds Top speed: 216 km/h Fuel consumption: 7.2 L/100 km CO2: 163 g/km

further afield) – and melds seamlessly with the DSG option. At highway speeds, it fades into the background … which is exactly the point at which tyre roar becomes intrusive. The Design’s 17-inch wheels kick up less of a fuss, which suggests sticking to the smallest diameter if refinement is a priority (18s are also offered). Of course, that’s not an option on the R-Line, which adds sports suspension to the package for a ride that’s undoubtedly firmer than

some buyers would expect. At speed, it smooths out and falls into that easy-going, fuss-free rhythm that’s such an appealing characteristic of all Volkswagens, but scarred tar taken at urban speeds are met with thunks and jostling. I’d suggest also test driving a Design model if it’s available before you make a choice. If I sound too critical about the T-Roc, it’s because it does so many things so well that its shortcomings are cast in sharp relief. As it stands, the

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Length: 4 234 mm Height: 1 573 mm Width: 1 819 mm Wheelbase: 2 590 mm Weight: 1 389 kg Luggage capacity: 392 L Fuel tank: 55 L Warranty: 3 years/ 120 000 km Service plan: 5 years/ 90 000 km

somewhat cramped interior won’t bother those owners who don’t have families (of which many apparently showed interest in the T-Roc in the months leading up to its launch) and some people simply don’t care that a dashboard doesn’t give when prodded. Others, meanwhile, may find the R-Line’s tough ride entirely acceptable. However, these issues are worth noting in the context of the R-Line’s near-R600 000 price tag, jutting this flagship derivative into terrain occupied by the objectively superior Tiguan. There’s much better value to be found in the T-Roc 1.4 TSI Design, which offers only slightly less brawny performance, boasts all the spec most buyers could want or need, and slashes more than R100 000 from the cost. Specified thus, the new T-Roc is one of the midsize-crossover market’s best cars. A 5. LED lights front and rear. 6. Nineteen-alloys look great but certainly affect ride comfort. 7. The T-Roc’s proportions scream hatch more than SUV but it draws a lot of attention wherever it goes.

THE VERDICT

4 5 Fuss-free to drive, dashingly styled and well equipped, the new T-Roc 2.0 TSI R-Line nevertheless needs a more upmarket cabin to justify its pricing. The firm ride and small rear seats further limit its appeal. Our recommendation? The 1.4 TSI Design.

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FEATURE

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N A V

IS O C N A R F H T I W n u g t o h S g n Ridi

isiekar l o p f o k o F d ro c k ba n s n a x to talk a u k i l i r H f A w l e a n n i e o f t h e s e m M e l k b o s st ra n d i n t h i s f u t u r e p l a n s . n a m t n o r f The ss and h CalvinFisher_ZA d t r i p to e a n o d r a a m n ’s o 0 s 2 joins u about 20 tch her

Stade ann van Words: V

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elswa

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is Calvin F Photos:

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FEATURE

We talked besties, babies, fist fights and kissing men. View the full Riding Shotgun interview on Wine, Wheels & Watches’ YouTube channel and soon on APEXmag.co.za.

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FEATURE

It WAS

inevitable that I would find myself on the wrong side of the road … I just didn’t expect it to happen on the day I was meeting rock legend Francois van Coke. Long story short, we filmed the first minute of our Riding Shotgun short film in front of the wrong house. Rewind. We meet outside his Bellville home, and straight off the bat, we greet like old friends. The tone is set for a great road trip. Along with us for the journey is the new Toyota Hilux. In Francois’ words: “Check those mags. Suits us.” (Side note: we are both dressed in black from top to bottom, matching the muscle mags of the car.) We hop in the Hilux and off we go. Francois nonchalantly pulls down his sunglasses and says: “Check my shiner.” I think for a second he’s joking, but Francois doesn’t joke about shiners or boxing. Rugby player Derick Hougaard might learn this the hard way. So what led to the shiner? Let’s rewind. After a bit of banter online (where such things happen nowadays) between ex-Springbok and Blue Bulls flyhalf Derick and Francois, the two decided to settle their little dispute about Van Coke’s rugby skills in the boxing ring. Yep, you read that right. Crazy as it sounds, these two are heading for the ring. Apparently the loser will sing “Liefling” at Loftus. “I have been training hard. Every day. My trainer gave this little shiner to me at the gym this morning. I’m ready for this match,” says Francois while checking out his bruise in the rear-view

mirror. The match will be streamed live via NuMetro on 29 May with limited seats available at the actual venue. Shoot over to Francois’ Instagram page for more details. We set off to Melkbos and what a privilege it is to sit alongside a true legend. Our chat goes something like this.

Vann: Without asking the obvious, how did 2020 affect you? How did you keep busy?

Francois: “It was an interesting year. All of our plans came to a complete halt and there was nothing we could do about it. Those first couple of weeks were great. Chilling with the

I think for a second he’s joking, but Francois doesn’t joke about shiners or boxing family. Then reality kicked in. The effect COVID-19 had on the music industry, on most industries out there, was devastating. Live shows and gigs, overnight, became a thing of the past. We had to go ‘digital’ and we did so with full force. We did live shows, we streamed, we kept rocking. We had to keep going. That first ‘gig’ online in my office was weird. Standing in front of your laptop and cellphone to jam. I had to do my own sound, and staging, but every show after that just got better and easier.”

What’s in your future? “The big event for the first half of the year will be the boxing match between myself and Derick Hougaard. I’m also busy wrapping up a really cool podcast/ videocast/documentary with Annie Klopper. It’s called 40 Jaar Van Coke – Annie Klopper in conversation with Francois van Coke. We talk about absolutely everything. Nothing is off limits. I also dropped a new single and music video, ‘Begin van die einde’ (‘Beginning of the end’). The song is about trying to be better in a time of disorienting change.” A

Lekker lux The Toyota Hilux is as legendary as Francois van Coke. When asked whether he would trade in his Ranger on a Hilux, he said “yes” without much hesitation despite loving his big Ford…

TOYOTA HILUX DOUBLE CAB 2.8GD6 4x4 LEGEND RS AT R868 100 150 kW/500 Nm Top speed: 175 km/h 8.0 L/100 km Payload: 775 kg

Your 40th birthday. Did you party like a rockstar? “I turned the big four-oh in the middle of a global pandemic. Every year, we arrange a big gig in Pretoria, ‘Francois van

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Coke en vriende’; we obviously couldn’t follow through with the physical party in 2020 but we went digital instead. We threw an epic party with some of my friends performing live online. Nothing beats a jamming session with your friends for your birthday. Virtual jolling!”

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CLASSICS

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Dashing design inside and out; standard spec Words: Brett Hamilton

BrettAtLarge

Service plan could be better; driving position won’t suit everyone

CLASSICS

Peugeot 2008 ON ANY BUDGET 1.2T 96 kW GT 6EAT

If you’re in the market for a vintage car but don’t know where to start, we’re here to help with recommendations across four budgets. Peugeot was at the pinnacle of the industrial revolution. Today, it’s at it again, not quite revolutionising the manufacturing process but refining the crossover segment with the new 2008.

Words: Vann van Staden

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BUDGET

R100 000 Mazda MX-5 (NA-generation)

The Mazda MX-5 is the embodiment of a 1960s sportscar for the ‘90s. First shown at the 1989 Chicago Auto Show, it is the most successful two-seater roadster of all time. The reason is simple: it is a back-to-basics, fun-to-drive roadster. Not the fastest or flashiest but compact size and light weight ensures that the MX-5 remains a blast to drive – a result of careful Japanese engineering and attention to detail. The first generation (NA) is the first choice, although the NC (third generation) is also pretty good, if a little pricier. Prices: R50 000-R100 000

W123 Mercedes-Benz E-Class

Don’t get me wrong. I understand that the W123 will not be on many “cool lists” but somehow there is something admirable about the reserved, functional and built-to-last nature of the W123. It was a sensible choice when new and remains

• Mazda MX-5 • W123 Mercedes-Benz E-Class • MGB GT

so today. And that’s pretty cool, right? Built over 10 years from 1976, the W123 is known for its reliability and quality. Many were made and are still in use (the diesels are popular in the taxi trade), making parts availability good. Prices range depending on engine variants (2.0-litre inline-fours to 2.8-litre inline-sixes) and condition, with some of the more popular models starting to push R200 000 (with the two-door CEs fetching even more). Prices: R50 000-R120 000

MGB GT

The MGB remains a quintessential British sportscar offering open-top motoring combined with spritely handling and reasonable performance. Launched one year after the Jaguar E-Type in 1965, it became a massive showroom success, given its sporty looks and affordability. The GT variant is a Pininfarina-styled two-door and offers the same dynamism but at a more affordable price. And it looks great. Earlier models demand greater prices as later versions swapped

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chrome for rubber bumpers and sport longer suspension travel due to US regulations, impacting handling and looks. It remains one of the easiest entry points into classic-car ownership. If the 1.8-litre B-series engine is too weak for you, the GTC offered a 3.0-litre six-cylinder. Prices: R80 000-R120 000

OKAy, HEaR ME OuT Mini: Does size matter? The Mini is often scoffed at as a serious contender for classic-car ownership. But, very few can boast its pedigree (being owned by royalty and movie stars) and combine this with cool looks and actually be fun to drive. VolKsWagen BeEtLe: Another true classic that we see so often that we don’t immediately consider its status. Naturally, earlier models fetch higher prices, but later models are cheap, full of character and spares are readily available.

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CLASSICS

R250 000 E34 BMW M5

This may not be the first or most desirable performance saloon around, but the E34-generation brought the M5 nameplate into the modern era. It certainly played a major role in defining the large performance-saloon segment. Prices have risen recently but it remains an affordable future classic that warrants consideration. The M5 boasts a stylish and understated design, neat interior and serious-enough hardware to continue to make it an entertaining drive today. Under the bonnet sits a super-smooth S38 3.6-litre, inline straight-six that lets out an addictive howl when pushed. Prices: R250 000-R300 000

Alfa Romeo Spider

This may be hard to believe but, when the Alfa Romeo Spider Series 1 was first released in 1966, it was not kindly received by the media. They found its looks off-putting. And they may have been right, since the Spider does have a peculiar look, especially its rear. Yet, that

• E34 BMW M5 • Alfa Romeo Spider • Land Rover Series 1/2

all became inconsequential when Dustin Hoffman drove one in The Graduate, ensuring soaring sales and a largely unchanged look deep into the 1990s. Some would say that the Series 1 remains the most desirable (also known as the Roundtail), followed by the Series 2 (Kamm tail) in 1970, Series 3 (Duck tail) in 1982 and the Series 4 (Final) in 1991. The more modern variants lack the quaintness of the earlier models but do offer uprated mechanics and more powerful engines. Prices: R150 000-R300 000

Land Rover Series 1/2

Let’s be clear. The precursor to today’s Defender was designed solely to be an off-roader. And it managed to do this with such competence that the company managed to keep things going for over six decades. Okay, with a few significant updates scattered in for good measure, but the point is that the Defender is a legendary vehicle. Yet, it is also a bit of a nightmare to live with, especially when you are not using it for its intended purpose. Let’s just say that

it has “character”. To be perfectly honest, that is good enough for me. Prices range significantly given condition and age, so find one that fits your budget and needs (short-wheelbase versus long-wheelbase, and closed cab or open). Prices: R100 000-R250 000+

OKAy, HEaR ME OuT BmW Z3 RoAdSter: This is a very

strong contender for a future classic. Its styling is just weird enough for it to become endearing as time progresses. Besides, if it is good enough for James Bond… The M variant is already highly valued, making the rest of the range a good alternative. They are prone to abuse, so find a clean example and keep it.

PorScHe BoxSter (986-genera-

tion): Go and have a look at our Boxster feature for more on this model. It remains a first choice but putting it in this section has allowed us to sneak in the Land Rover.

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CLASSICS

R500 000

• Ford Mustang • R107 Mercedes-Benz SL • Toyota Land Cruiser

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Ford Mustang

Few cars are as iconic as the Ford Mustang. It is perhaps a bit of a cheesy option yet, if viewed only on its merits (and ignoring the customised, dropped and rimmed versions out there), the Mustang offers smart styling, relative affordability and true heritage. It has defined a company, an industry and an era – an achievement few other cars can match. The most collectable models are those made in the 1964-’65 years, as well as any that Shelby had got hold of. Other production years sport minimal changes and much lower price tags. Parts are generally available but imports will be common. Beware of cheap restorations and abuse.

Toyota Land Cruiser

Toyota first introduced the Land Cruiser into South Africa when it imported 12 FJ-45 bakkies. After selling only 15 units in its first year, it now sells many thousands. It has become a mainstay in the South African market and early FJs are legends in the 4x4 fraternity. The “J” stands for Jeep and the F is a designation given to its petrol variants (the BJ is diesel powered). The range consists of numerous dimensions, such as the 40 and 45, and body styles (bakkie or closed canopy). The older you go, the more rudimentary the vehicle, which is great … unless you prefer ABS and the like. Prices: R200 000-R500 000

Prices: R400 000-R650 000

OKAy, HEaR ME OuT

R107 MercedesBenz SL

The Mercedes-Benz SL is the worst-kept secret in the world of classic Mercs. They are all collectable, with prices for the earliest examples fetching more than R2.5 million. The predecessor to the R107 is the W113, already with starting prices north of R1 million. The R107 is bound to follow in its footsteps. Prices for the R107 jumped significantly over recent years (easily hitting R750 000 for great examples) but have softened recently, offering a great opportunity for investors. Overall, it is a reliable and easy-to-maintain option, with fewer bells and whistles compared with the later R129. My choice will be the early 280SL although V8 fans could opt for the 380SL. Be careful of great-looking restorations hiding trouble spots.

AsTon MarTin V8 VanTage: This

borders on being a modern classic but I just couldn’t resist adding the V8 Vantage to this list for the simple fact that I adore the Aston Martin brand and being able to snatch up a V8-powered sportscar for these prices is a crime. Although, maintenance and upkeep may catch up with you. If you can find a manual version, you will be happy.

AusTin-HeAleY 3000: If you have

a soft spot for British classics, the 3000 will have you weak at the knees. It is referred to as the “Big Healy” to differentiate it from the diminutive Frog Eye. It offered a 3.0-litre inline-six and, despite being dubbed “big”, boasted great handling and racked up a prestigious racing and rally career.

Prices: R250 000-R500 000 2

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R1 000 000 Ferrari 308 GTS/B

In an Aston you can be James Bond. In a Ferrari, you can be Magnum, P.I. Pretty cool, right? While there are certainly more desirable Ferraris, the 308 GTS/B offers a tantalising opportunity to own a Cavallino Rampante. It is actually the original popularity of the 308, as a result of its television exploits, that ensures its relative current affordability. But, this also means that you have the opportunity to find a good example and parts will be more readily available. Penned by Fioravanti, the car looks spectacular and it houses a spritely 3.0-litre V8. Later versions had steel bodies and are less collectable. Prices: R1 million+

Porsche 996 911 GT3

When a car is made purely to allow a manufacturer to go racing, it is special. When that manufacturer is Porsche, it is very special. And if the car in

• Ferrari 308 GTS/B • Porsche 996 911 GT3 • W116 Mercedes-Benz 450 SEL 6.9

question is a 911, well then you have the embodiment of temptation. So, the 1 858 units were produced to allow Porsche to compete in the GT3 endurance category and, with the lack of a 996.1 RS, the GT3 represents the epitome of 996 ownership. Besides, just check that spoiler. Underneath the outlandish bodywork, the car featured many weight-saving modifications and uprated brakes and suspension. It was good for reaching 100 km/h in 4.8 seconds. Plenty quick for 1999. Subsequent generations (996.2 and 996.3) also offered GT3 variants, broadening the price range. Prices: R1 million+

W116 Mercedes-Benz 450 SEL 6.9

The 6.9 is simply the epitome of both luxury and performance. For many, it represents the first true super saloon and laid the groundwork for the rise of BMW M and AMG. It was launched in 1975 with

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the largest engine ever fitted to a post-war Mercedes-Benz – a bored-out version of the 300SEL’s M100 V8. This meant that the limousine could race to 100 km/h in a claimed 7.8 seconds. Yet, at its core it remained a W116, offering luxury and refinement throughout. Prices: R800 000-R1.2 million

OKAy, HEaR ME OuT RolLs-RoYce CorNicHe ConVerTibLe: When the world is not enough… At the time, the Corniche was one of the most expensive vehicles you could buy (about five E-Types, to be exact), which is testament to its status and quality. Build, ride and performance are superb. The 6.75-litre V8 is just lovely. They were generally built to last and are known to be very reliable, but when things do need fixing, it will cost you dearly. A

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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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ADVERTORIAL

FORTUNE FAVOURS THE BRAVE Toyota Fortuner More Luxury, More Style, More Features

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Without fear of overstatement, the Toyota Fortuner is one SUV that definitely needs no introduction – it has firmly entrenched itself in the local marketplace and has been a runaway success since its inception way back in 2006. Now in its second generation, the 7-seat Fortuner continues to offer the perfect blend of styling, versatility, offroad prowess and practicality.

NEW FLAGSHIP GRADE While a two-tier grade strategy (entry and mid) has been in place since introduction, changing market requirements have led to the introduction of a new ‘range-topper’ in the form of the new 2.8 GD-6 VX. The VX suffix is employed on Toyota’s other SUV ranges (RAV4, Prado and Land Cruiser 200) and denotes the highest specification level on offer.

EXTERIOR STYLING The design team focused on retaining the characteristic profile of Fortuner while accentuating and refreshing the façade. At the front a larger, blackedout grille with wave-like mesh pattern (gloss finish on VX) is accompanied by a silver-accented "skid-plate" underrun for a tougher, more integrated look. Re-profiled Bi-LED headlamps provide a sleeker look and these are further enhanced by prominent chrome accent strips that bridge the grille and headlamp assemblies. The Bi-LED headlamps now feature striking scalloped DRL light guides and are joined by LED fog lamps and strip-like LED turn-signal elements in the lower bumper. At night, these strip lights double as additional puddle lighting. On the VX-grade, the side profile is enhanced with a thin, chrome beltline that extends towards the rear, effectively wrapping around the vehicle, and complementing the other chrome detailing. New tail lamp units with integrated light guides, help deliver a more striking night-time signature.

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A roof spoiler and Fortuneremblazoned centre garnish complete the rear view. The overall result is a sleeker, more premium presentation while retaining the rugged curb-appeal that Fortuner is renowned for.

INTERIOR STYLING One of the key change points, is the shift to a black interior, in line with market requests. The previously employed brown-leather interior has been replaced by sophisticated black ‘hide’ with silver contrast stitching. High-brightness treatment has also been applied to the accent areas of the interior, resulting in a more premium atmosphere both visually and tactility. A new instrument cluster design has been employed with metallic-blue dial faces, white needle pointers and a simple, elegant font – complementing the blue interior lighting. These are augmented by an expanded, centrallymounted Multi-Information Display.

POWER & PERFORMANCE The mechanicals have not been forgotten, as the output of the 2.8 GD-6 engine has been boosted by 20kW to 150kW, with an additional 50Nm on offer, bringing the figure to 500Nm. Toyota engineers have improved performance and fuel economy simultaneously by adopting a larger, heavy-duty turbocharger with a ballbearing cartridge for exceptionally crisp and strong throttle response, and a new common-rail injection system with a higher maximum fuel pressure of 250 MPa. Fuel economy also benefits from a new combustion chamber that reduces cooling losses and more efficient exhaust gas recirculation (EGR) in the intake manifold. A water-cooled double-pipe pre-cooler results in optimum EGR gas temperature. The fuel index ranges from 6.8 to 7.9 litres per 100 kilometres (depending on engine and drivetrain configuration).

The six-speed automatic transmission in turn has been recalibrated to allow earlier lockup for improved acceleration and cooling performance, especially while towing.

WARRANTY AND MAINTENANCE All Fortuner models come with a 3-year/100 000 km warranty. A 9-services/90 000 km service plan is standard on all models (service intervals of 10 000 km or 12-months). Customers can also purchase extended service plans and warranty packages via their Toyota dealer.

MODEL LINE-UP Fortuner 2.4 GD-6 RB 6MT Fortuner 2.4 GD-6 RB 6AT Fortuner 2.4 GD-6 4X4 6AT Fortuner 2.8 GD-6 RB 6AT Fortuner 2.8 GD-6 4X4 6AT Fortuner 2.8 GD-6 RB VX 6AT Fortuner 2.8 GD-6 4X4 VX 6AT Note: 2.7 VVTi, 2.8 GD-6 Manual and 4.0 V6 models were removed from the line-up at Epic introduction

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You deserve a break

Information subject to change without prior notification. All offers are mutually exclusive and cannot be combined with any other current offers. The 90 (Ninety) days deferred payment offer is subject to credit approval from Volkswagen Financial Services South Africa (Pty) Ltd, an authorized Financial Services and Registered Credit Provider NCRCP6635. The offer is available on any pre-owned vehicle less than 5 years old. Available in the Republic of South Africa only. Offer valid until 30th June 2021 or while stocks last. Terms and Conditions apply.

Available at all Lindsay Saker Volkswagen Dealers www.lindsaysaker.co.za Facebook: @LindsaySakerVolkswagen Instagram: @lindsaysakervolkswagen

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FEATURE

THE READING ROOM

BOND CARS: THE DEFINITIVE HISTORY This is the ultimate history and celebration of the Bond car and includes exclusive material from the Bond archive. Expect to see original call sheets, technical drawings and storyboards from the films, as well as previously unpublished photography and exclusive interviews. You’ll also get some insight from some of the Bond team, including Michael G. Wilson, Barbara Broccoli, Daniel Craig and the special effects and action vehicles supervisor on 15 Bond films, Chris Corbould.

Enjoy some humour and history with these books … perfect for any petrolhead to get caught up in. Words: Jennifer Campbell

CAN YOU MAKE THIS THING GO FASTER? Can You Make This Thing Go Faster? is the eighth volume in Jeremy Clarkson’s The World According to Clarkson series. It’s a hilarious collection of stories and observations from Clarkson’s life. He ponders a diverse and obscure set of issues, such as “why fishing is for people who hate their kids”; “why saving the planet means soggy paper straws and no more children”; and “whether there are noise-cancelling headphones with the power to silence James May”. Clarkson fans will love this latest instalment from the witty motoring personality.

HOW NOT TO BE A PROFESSIONAL RACING DRIVER

OH COOK! Written by James May of Top Gear and The Grand Tour fame, Oh Cook! is a recipe book packed with super-simple recipes. May is best known for his television work and the book ties in with his series on Amazon. It’s his first foray into the cooking scene and is designed to inspire even the most reluctant chefs. The book is written with beginner cooks in mind and includes practical information and advice from celebrity chefs. Expect easy recipes like American pancakes, spaghetti bolognese and some pub grub favourites, as well as plenty of humour along the way.

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How Not to Be a Professional Racing Driver by Jason Plato is a memoir from one of the United Kingdom’s biggest motor-racing stars. Plato is a two-time championship-winning and record-breaking driver and has had his fair share of near-death experiences over the years. His memoir is a humorous account of his adventures on and off the track, and is packed with anecdotes and stories that’ll keep you laughing as you turn the pages. A

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TIME INSTRUMENTS FOR URBAN EXPLORERS

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MOTORSPORT

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Racing pedigree To carry the Schumacher name in racing must be an immense weight for a young driver. But, Mick’s recent performances – such as winning the Formula 2 Championship in his second year of competition – shows that the youngster finds his seats on merit. He has never wanted to be anything other than a racing driver. His first noteworthy performance was finishing third in the 2011 Euro Wintercup KF3. In 2014, he came second in the World, European and German Junior Karting Championships and in 2015 switched to formula racing. He has since managed to rack up an impressive resume.

Mick Schumacher:

RUNNING SHADOWS? FROM THE

The return of a Schumacher to F1 makes 2021 laden with nostalgia. The moment is not lost on the 21-year-old German, but he is intent on making his own name … given enough time. Words: Brett Hamilton

2015

ADAC Formula 4 Championship: 10th (1 win/2 podiums)

2016

ADAC Formula 4 Championship: 2nd (5 wins/12 podiums) Italian F4 Championship: 2nd (5 wins/10 podiums)

2017

FIA Formula 3 European Championship: 12th/3rd Rookie (1 podium) MRF Challenge Formula 2000: 3rd (4 wins/9 podiums)

2018

FIA Formula 3 European Championship: 1st (8 wins/ 6 podiums)

2019

FIA Formula 2 Championship: 12th

2020

As the son of seven-time world champion Michael Schumacher, Mick faces immense pressure in his debut season for the Uralkali Haas Formula 1 Team. All eyes will be on the German youngster and current Formula 2 champion this season. In an interview with CNN, Mick admitted to these pressures, but brushed them off compared with the pressure he places on himself. “I’m wanting to do well, but also it’s a big privilege for me to carry the Schumacher surname into F1. You always have to measure yourself to the best today, but also to the best in the past and obviously my dad is the best.” As a junior go-karter, Mick raced using his mother’s maiden name to avoid public scrutiny and media attention. This luxury is gone. He will have a tough time of it. Lose and your legitimacy in the sport will be questioned. Win and your performance will be compared with the immense achievements of your father. It remains to be seen if this is a shadow from which he can escape. Schumacher is part of the Ferrari Driver Academy and remains important to the future plans of the team from

BrettAtLarge

Bologna. He joins Nikita Mazepin in a new-look Haas team, replacing both Magnussen and Grosjean after a flurry of disappointing seasons. Perhaps joining Haas is a blessing; the struggling team finished ninth in the Constructors’ Championship last year. Compare this – for example – with the immense expectations placed on Leclerc with his debut at Ferrari. This is in no way implying that Schumacher is not as good, or promising as Leclerc – I think he is – and Formula 2 seems to be producing numerous F1-ready drivers, but young drivers do need time to develop. In his column for The Race, Haas team principal, Guenther Steiner, put it as follows, “Maybe for him it’s even better to be in a team that is not expected to perform highly so he can learn about F1 in a good way.” Haas cannot win races. Yet, as Bottas and Leclerc well know, this is no different even when driving for a winning team. Steiner thinks that this is a good opportunity for him. “I just hope that people are patient and honest enough about it and that their expectations are managed.” A

FIA Formula 2 Championship: 1st (2 wins/10 podiums)

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FINAL WORD

MAT WATSON MW

ON CARS

matwatsononcars

Mat’s the guy from the carwow videos on YouTube driving dreamy supercars and hyper SUVs. He has opinions … but not necessarily on design.

ould you trust a motoring journalist’s opinion on a car’s dynamic capabilities if they had the driving skills of a drunken orangutan? Of course not. So why listen to what we say about car design when, as a breed, we have less fashion sense than Eastern Europe did in the 1980s? In fact, many motoring journalists look like they’ve dressed themselves from the lost-property bin. Yet, for the past year many have been busy passing judgement on BMW’s latest designs ... in particular its new kidney grilles. To be fair, these have become so large now they are more

lungs than kidneys. The biggest uproar came when BMW slapped its new face on the hallowed M3. “Beaver teeth” or “Buggs Bunny face” are some of the cruel names it’s been called. But now, having driven the M3, many motoring journalists are changing their tune. “Uhhhh, actually, it’s grown on me”, “I guess it’s all right” and “it looks better in the flesh” are common U-turns. You see, now they can finally critique the car in the way they are actually qualified to. Because the only thing that really matters to motoring journalists is how a car drives, not how it – or, indeed, themselves – look… A

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IN THE NEXT ISSUE As luck would have it, we’re driving the new BMW M3 plus Lexus’ box-fresh IS, and we test MercedesBenz’s recently launched duo of small SUVs, the GLA and GLB. We also pit the intriguing GWM P-Series against stalwart bakkies to find out how it shapes up.

ISSUE 1

2021/03/30 20:12

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