APEX 02 by APEX

APEX

THE PEAK OF SOUTH AFRICAN MOTORING

Fashionably

The wait is over. We finally drive Volkswagen’s new

GOLF 8 GTI...

ISSUE 2

More hot hatches! Toyota GR Yaris driven + BMW 128ti tested

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Bespoke Bugatti: we configure a R50+ million Chiron Pur Sport

9 772710 519004

21002

THE PEAK OF SOUTH AFRICAN MOTORING

R59,50

Little and large: verdicts on the Mercedes-Benz GLA and GLS

NEWS Ferrari 812 Competizione • Toyota Land Cruiser 300 • Hyundai Santa Cruz • Mercedes-Benz EQS LAUNCH PAD Hyundai Palisade • Kia Sonet • Peugeot 3008 • Lexus IS DEEP DRIVE Audi RS Q8 • Hyundai Santa Fe • Opel Corsa • Toyota Urban Cruiser FEATURE Celebrating 60 years of E-Type • Racing across the Alps in an Urus ADVICE Choosing a modern classic

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CHOOSE

AUTO

CMY

The Vitara Brezza Automatic is packed with a host of standard features

TOUCHSCREEN INFOTAINMENT

AUTO CLIMATE CONTROL

REAR VIEW CAMERA

Discover more at SuzukiAuto.co.za

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CHOOSE

R264 900

incl. VAT

GL AUTO

Retail price includes 4-year/60 000km service plan.

BOOK A TEST DRIVE

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FIND YOUR

This progressive and stylish hatchback takes metropolitan living to new heights with class leading interior space, outstanding practicality, and unrivalled levels of comfort and quality. The FIT is also available with Honda’s advanced Hybrid e:HEV powertrain which delivers optimum efficiency and unparalleled performance for a truly dynamic driving experience. Visit www.honda.co.za to view the Honda FIT Range

#FindYourFIT * Images shown for illustrative purposes only.

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Best-In-Class Ride Comfort

All-New 9-inch Infotainment System

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Magic Seats®

Tall mode

Long mode

Utility mode

Also available in Hybrid

Panoramic View

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Honda SENSING® *Available in Hybrid only

Available in various colour options

Speed up your vehicle financing and get preapproved for the all-new Honda FIT

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CONTENTS ISSUE 02

38 LAUNCH PAD

Volkswagen Golf 8 GTI DSG

LAUNCH PAD Toyota GR Yaris Rally

102

DEEP DRIVE BMW 128ti Steptronic

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140

CLASSIC

Golden (notso) oldies

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CONTENTS

FEATURE

On a wing and a dare

FIRST WORD

Ferrari 812 Competizione; Toyota Land Cruiser 300; Hyundai Santa Cruz; Mercedes-Benz EQS

38 44 50 56 62 66 70 28 72 84 132 158

NEWS

Toyota Land Cruiser 300

LAUNCH PAD Peugeot 3008 1.6T GT AT

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NEWS

LAUNCH PAD

Volkswagen Golf 8 GTI DSG Toyota GR Yaris Rally Hyundai Palisade 2.2 CRDi AWD Kia Sonet 1.5 EX CVT Peugeot 3008 1.6T GT AT Lexus IS300h F Sport All about that ... scent

FEATURE

Down to a fine art Sixty years young On a wing and a dare Riding shotgun with Farryl Purkiss The reading room

COLUMN

79 Brenwin Naidu 81 Mike Fourie 82 Melinda Ferguson

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CONTENTS

CONTENTS DEEP DRIVE

96 Mercedes-Benz GLS580 4Matic 9G-tronic 102 BMW 128ti Steptronic 108 Audi RS Q8 quattro tiptronic 114 Hyundai Santa Fe 2.2D Executive 118 Mercedes-Benz GLA200d 8G-DCT 122 Opel Corsa 1.2T Elegance AT 126 Toyota Urban Cruiser 1.5 XR AT

DEEP DRIVE

Mercedes-Benz GLS580 4Matic 9G-tronic

126

DEEP DRIVE

Toyota Urban Cruiser 1.5 XR AT

CLASSIC

140 Golden (not-so) oldies

INTERVIEW

160 Let’s be Frank

FINAL WORD

162 Mat Watson on cars

114

DEEP DRIVE

Hyundai Santa Fe 2.2D Executive

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NOW LIVE

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FIRST WORD

hat’s your favourite genre of automobile? Although I’ve been fortunate enough to sample all manner of exotic cars over the past decade-plus, I’ve developed a sizeable soft spot for the hot hatch. There’s something eminently appealing about a go-faster version of a humble hatchback. Sure, a rear-driven sports car serves up the purest of driving experiences, but a well-sorted hot hatch counters with useable real-world performance, plenty of versatility and heaps of fun. And it’s certainly more attainable. I’m pleased to report this category of performance car is enjoying a bit of an unexpected revival. Fittingly, then, this second issue of APEX is brimming with high-temperature hatchbacks. We sample the latest take on a segment stalwart (VW’s Golf 8 GTI on page 38), tame a giant-killing homologation special (Toyota’s GR Yaris on page 44), and evaluate a newcomer from Munich conceived to leave the aforementioned GTI with a black eye (BMW’s 128ti on page 102). Of course, our interests here at APEX stretch far further than a single class of vehicles, so we’ve packed this issue with a broad selection of informative first drives, in-depth tests and entertaining features, too. Once you’ve read this magazine from cover to cover and visited APEXmag.co.za, find us on social media and tell us what you think. Now, if you’ll excuse me, I’m off to the classifieds for a spot of hot hatch window-shopping.

Enjoy the issue.

Ryan

Ryan_Bubear

apexmag.co.za

@apexmagza

THE TEAM Commercial director: Vann van Staden Editor: Ryan Bubear Lifestyle editor: Lauren Zuidema Art director: Chris Agenbag Contributors: Jennifer Campbell, Kian Eriksen, Melinda Ferguson, Calvin Fisher, Mike Fourie, Brett Hamilton, Dave Humphreys, Brenwin Naidu, Gautam Sharma, Mark Smyth, Vann van Staden, Mat Watson Proofreader: Margy Beves-Gibson 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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NEWS

T S A F UPER

E D A M TER S A F S

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Ferrari 812 Superfast not, ahem, fast enough for you? Well, Maranello has you covered … and has thrown in a targa-top model, too.

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he V12’s not quite dead yet. Ferrari’s new 812 Competizione has arrived, based on the outgoing 812 Superfast but featuring a slightly harder edge. What makes the 610 kW Competizione special? Well, the limitededition, front-engined coupé debuts independent four-wheel steering, benefits from extensive aerodynamic enhancements (including a completely closed rear screen) and boasts an even quicker-shifting version of the seven-speed dualclutch gearbox. The naturally aspirated 6.5-litre engine, meanwhile, gains added power (though peak twisting force falls a touch) and an even loftier rev limit, with the tachometer needle now swinging to 9 500 r/min to make it the brand’s highestrevving road engine yet.

Is this the last time we’ll see Ferrari’s iconic V12 in a production car, free of turbochargers or hybrid gubbins? Hopefully not, though what a fitting sendoff this would be…

812 SUPERFAST

812 COMPETIZIONE

Engine: 6.5 L, V12, petrol Transmission: 7-spd dual-clutch Power: 588 kW @ 8 500 r/min Torque: 718 Nm @ 7 000 r/min 0-100 km/h: 2.9 seconds 0-200 km/h: 7.9 seconds Top speed: 340 km/h

Engine: 6.5 L, V12, petrol Transmission: 7-spd dual-clutch Power: 610 kW @ 9 250 r/min Torque: 692 Nm @ 7 000 r/min 0-100 km/h: 2.85 seconds 0-200 km/h: 7.5 seconds Top speed: >340 km/h

OPEN SESAME

Prefer the wind in your hair? Well, the Italian firm has also unwrapped the targa-top 812 Competizione A. The fresh-faced Aperta model effectively replaces the 812 GTS and incorporates a neat flying buttress concept as well as carbon-fibre roll bars. Ferrari says it will build 999 units of the coupé and 599 examples of the targa-top model. Even if the required €500 000 (that’s around R8.6 million) happens to be burning a hole in your pocket, you’re too late: every single build slot was sold before the covers even came off.

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MASTER OF AFRICA REBORN

After a 14-year wait, Toyota has finally introduced a new version of its Land Cruiser flagship. This is the 300 Series…

Goodbye 200, hello 300. The go-anywhere vehicle we’ve long known as the Master of Africa has been replaced, with the latest version of Toyota’s overlanding legend making its debut some 70 years after the opening lines of the Land Cruiser story were penned by the BJ Series.

The body-on-frame Land Cruiser 300 is new from the ground up, riding on the Japanese firm’s recently developed GA-F platform, drawing urge from fresh twin-turbo V6 engines and debuting a 10-speed automatic transmission (with obligatory low-range gearing, of course).

The new underpinnings not only save weight and lower the vehicle’s centre of gravity, but also help increase body rigidity, which Toyota promises has resulted in enhanced performance on-road and off. Updated suspension tuning, meanwhile, ensures both wheel articulation and road holding have been improved.

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NEWS

NEW GA-F PLATFORM MEANS THE LAND CRUISER 300 IS SOME 200 KG LIGHTER THAN ITS PREDECESSOR

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TOYOTA’S NEW 3.3-LITRE V6 TURBODIESEL OUTPERFORMS THE TRUSTY OLD 4.5-LITRE V8 MOTOR ... ON PAPER, AT LEAST

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NEWS

UNDER THE BONNET The 4.5-litre V8 turbodiesel that defined the 200 Series has been ditched in favour of a new 3.3-litre V6 oil-burner. Don’t fret, however, since the six-cylinder motor and its pair of turbochargers deliver 227 kW and 700 Nm to all four corners, besting the eight-pot by 32 kW and 50 Nm, all while using less fuel. Toyota also lists a version of the twin-turbo 3.5-litre V6 petrol mill familiar from the Lexus stable, though here it’s tuned to churn out 305 kW and 650 Nm.

3.3-LITRE V6 DIESEL 227 kW 700 Nm

GR SPORT (AND MORE) FOR SA South African fans of the Land Cruiser nameplate won’t have to wait long to start thundering over local dunes in the newcomer, with initial details of the range already confirmed. While the utility-minded GX-R trim level will remain at the foot of the Land Cruiser line-up and a new urban-style ZX option will replace the old range-topping VXR, the big news is the introduction of the off-road-biased GR Sport variant. Impromptu mock Dakar Rally stage, anyone?

3.5-LITRE V6 PETROL 305 kW 650 Nm

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NEWS

art crossover, part bakkie, this boldly styled production vehicle hits the road a whopping six years after the original concept debuted in Detroit. Interestingly, the new double-cab model employs a unibody configuration rather than the ladder-frame set-up familiar to South African buyers of staples such as the Toyota Hilux and Ford’s Ranger. Here’s what you need to know…

POWER PLAY

LOAD IT UP

While the base model uses a naturally aspirated 2.5-litre, four-cylinder petrol engine, the flagship version upgrades to a turbocharged mill of the same capacity. The latter unit boasts peak outputs as high as 205 kW and 420 Nm, delivered to all four wheels via an eight-speed dual-clutch transmission complete with paddle shifters. So, it certainly doesn’t lack punch.

Employing a multilink rear suspension arrangement, the Santa Cruz’s carrying capacity comes in at nearly 800 kg. The load bay, meanwhile, is 1 323 mm long and features a lockable cover and hidden storage compartment, plus the option of extension accessories. Perhaps most impressive, though, is the turbo model’s claimed towing capacity of more than 2 200 kg.

Meet the new Santa Cruz, Hyundai’s latest segment-shattering adventure vehicle.

SEGMENT APEX

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TUCSON TWIN?

TALE OF THE TAPE

Whip out your measuring tape and you’ll soon discover the Santa Cruz is 4 970 mm long, 1 905 mm wide and 1 695 mm tall, with 3 005 mm separating its front and rear axles. Judged on the distance between its nose and tail, the box-fresh Korean bakkie fits neatly between the single-cab Nissan NP200 and the double-cab Hilux.

You’ve no doubt noticed the new Santa Cruz closely resembles the fourth-generation Wish your Ferrari 812skin Superfast were Tucson, a likeness that is more than deep a the little, ahem, Well, Maranello considering bakkie ridesfaster? on a tweaked version of has the SUV’s though, you platform. coveredInside, … and has thrown in the similarities are even most distinct, with a targa-top model, too. items such as the infotainment screen and digital instrument cluster – both measuring 10 The V12’s –not quite dead yet. Ferrari’s new inches in diameter carried over unchanged. 812 Competizione has arrived, based on With the new Tucson expected to arrive in the outgoing 812 Superfast but featuring South Africa in the final quarter of the year, somewhat of a harder edge. What makes will we see the Santa Cruz on local roads, too? the 610 kW Competizione special? Well, the Unfortunately, the bakkie is produced in leftlimited-edition, front-engined coupé debuts hand-drive form only … for now, that is. independent four-wheel steering, benefits from extensive aerodynamic enhancements (including a completely closed rear screen) and boasts an even quicker-shifting version of the seven-speed dual-clutch gearbox. The naturally aspirated 6.5-litre engine, meanwhile, gains added power (though peak twisting force falls a touch) and an even loftier rev limit, with the tachometer needle now swinging all the way to 9 500 r/min to make it the brand’s highest-revving road engine yet. Is this the last time we’ll see Ferrari’s iconic V12 in a production car, free of turbochargers or hybrid gubbins? Hopefully not, though what a fitting send-off this would be…

T SMASHER APEX

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NEWS

The first all-electric luxury saloon from Mercedes-Benz slots in at the summit of the German firm’s fast-growing EQ sub-brand. Think of it as the S-Class of EVs…

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illed as the world’s most aerodynamic production vehicle with a drag coefficient of just 0.20, the EQS boasts a claimed range of up to 770 km (on the WLTP cycle). Mercedes says 300 km of cruising range can be added by docking at a fast-charging station for just 15 minutes. Fitted with a 107.8 kWh battery as standard, the newcomer will hit the market in rear-driven EQS 450+ form (245 kW) and all-paw EQS 580 4Matic guise (385 kW), though the Stuttgart-based company says a performance version with “up to 560 kW” is also on the cards. What’s that about electric cars being boring?

Driven wheels: R Power: 245 kW Torque: 568 Nm 0-100 km/h: 6.2 seconds Top speed: 210 km/h Battery capacity (usable): 107.8 kWh Weight: 2 480 kg

Driven wheels: A Power: 385 kW Torque: 855 Nm 0-100 km/h: 4.3 seconds Top speed: 210 km/h Battery capacity (usable): 107.8 kWh Weight: 2 585 kg

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NEWS

01 02 04 03

The MBUX Hyperscreen positively dominates the cabin, comprising three displays set under a single pane of glass stretched between the A-pillars.

The 12.3-inch OLED display ahead of the front passenger becomes what Benz terms a “digital decorative image” when the seat is unoccupied.

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The EQS is the first Mercedes-Benz to offer the option of activating new vehicle functions (such as a valet mode) via over-theair updates.

The optional Burmester surround sound system boasts 15 loudspeakers, 15 separate amplifier channels and an output of 710 watts.

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Thanks to a 3 210 mm wheelbase and a virtually flat floor, space in the rear is particularly generous, besting even that of the mighty S-Class. A pair of 11.6-inch touch displays (plus a dedicated tablet) is optionally available to keep passengers in the rear suitably entertained.

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FEATURE

toa fine art Down

Every Bugatti handcrafted in Molsheim is unique. We had the rare opportunity to customise our (imagined) model under the guidance of the brand’s design and sales expert. Words: Gautam Sharma

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FEATURE

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FEATURE

hen an individual is spending as much on a car as they would on a mansion in Clifton, the purchasing criteria differ vastly to those of the typical vehicle buyer. The average Bugatti customer has 84 cars, three jets and one yacht, so the acquisition of another vehicle is clearly not fuelled by need. These individuals are making the purchase with a similar mindset to someone looking to acquire a rare artwork. The intention is to own something bespoke, which has been created by craftsmen rather than churned out by a robotised production line. With an entry point well north of R42 million (before taxes), Bugatti resides in a different universe to any other automotive brand, and so does its audience. Company founder Ettore Bugatti famously said: “If 1 it is comparable, it is no longer Bugatti.” And his mantra still applies today. Ordering a new Bugatti gives you access to a virtually infinite number of personalisation options, so you’ll almost certainly never see two examples that are the same. Given the dizzying array of customising options available, it’s imperative to be guided by an expert with the right skillset to talk customers through

Molsheim Atelier – not far from the French city of Strasbourg – has the touch of a gentleman named Jascha Straub. The dapper designer was heavily involved with the exterior styling of two recent limited-edition hypercars – the Divo and the Centodieci – exemplifying his vision of how a bespoke Bugatti can be visually expressed. He’s aware of every last design detail in a Bugatti, so there’s nobody better placed to steer customers through the almost infinite personalisation possibilities the brand offers. Straub says the customisation process can take hours, several months or even a year, depending on just how bespoke the car will be, and the spend on personalisation options can range from a couple of hundred thousand euros to millions. “If, for example, a customer wants a colour for brake callipers that we don’t have, it can take several months to develop as it has to satisfy all the criteria for durability and heat resistance, as everything we do has to be 100 per cent. Developing bespoke stitching for the seats can also take up to nine months,” he says. To gain some insight into the process, I had the chance to personalise my “own” Bugatti Chiron Pur Sport,

The customisation process can take hours, several months or even a year the vast catalogue of choices, so the result is tasteful rather than an ill-resolved combination of colours, materials and – possibly – graphics. Every Bugatti ordered from the

1. The customer lounge is located at Bugatti’s headquarters in Molsheim. 2, 5 & 6. We specified our imaginary Chiron Pur Sport in Giallo Midas paintwork, with various details in black. 3. Buyers can choose from an almost infinite number of colour options. In fact, Bugatti is able to match virtually any hue the customer provides. 4 & 7. Straub started his career in the design department at Bugatti.

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FEATURE

benefiting from the guidance of Straub and ending up with a visual representation provided by the digital configurator usually available only to Bugatti customers. The typical customer experience involves a tour of the production facility and Atelier, but COVID-19 constraints meant we’d be going through our mock exercise via Zoom. We also had only an hour, rather than all day or all week, so the session was merely intended to provide a snapshot of the personalisation process. More elaborate customising projects usually require the use of 1 other methods and tools, such as physical sketches and computer-generated renderings to illustrate the possibilities. Almost every Bugatti ordered has a two-tone colour split, so the first step for me was to select how this would be configured. I opted for a horizontal split, with the lower section in black carbon and a complementary black tone for the central elements of the roof and bonnet, as well as for the curved cowl in front of the windscreen and the upper halves of the wing mirrors. Bugatti offers a palette of four standard colours for the Pur Sport, but I opted instead for Giallo Midas, a bright yellow hue that was a favourite of company founder of Ettore Bugatti.

applies to the interior. “If a customer says: ‘I want the leather seats or stitching to match my wife’s Hermes bag’, we can do that, too.”

etting back to “my” car, the “16” graphic on the Pur Sport’s grille is traditionally etched in blue, but to ensure it didn’t clash with my chosen bright yellow paintwork, Straub suggested switching it to a more neutral grey. For further visual harmony, I opted for yellow Bugatti-themed graphics and accents on the rear wing and engine covers. The Pur Sport is offered with a choice of three wheel designs, and of these I selected a sophisticated-looking aero-blade pattern that also boosts the car’s aerodynamics and brake cooling efficiency. 3 To match the theme of the rest of the vehicle, I chose gloss-black paint for the wheel spokes with a carbon-fibre finish for the aero blades housed within. Yellow paint for the “EB” logo on the centre cap and for the brake callipers further complemented the Giallo Midas paintwork. To briefly summarise my interior choices, I opted for carbon-fibre trim on the doors and dashboard, an Alcantara-trimmed steering wheel,

“We had to develop a completely new solution to tape off parts of the bodywork” The possibilities don’t end there, as Straub explains. “If you come in with your favourite Nike shoes and say: ‘I want my car in this colour’, we can develop exactly that colour.” Straub says the same

1. Straub suggested we switch the grille graphic on our Chiron Pur Sport from the traditional blue hue to subtle grey to avoid a clash with the yellow paintwork. This sort of guidance from an experienced hand proves valuable when buyers specify these special vehicles. 2. The Zebra Chiron was painstakingly created for a customer from Qatar. 3. Just one example of this unique design exists.

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FEATURE

black quilted leather seats with yellow stitching (again, to match the exterior) and yellow embroidered logos on the transmission tunnel and seat headrests. Yet, there’s scope to do much more, and one example is the Zebra Chiron, a striking one-off design made especially for a long-term Bugatti customer in Qatar. “The customer came to us with the idea and we made it work, which goes to show that our levels of individualisation really have no limit. To adapt to the flowing lines of the Chiron, we had to develop a completely new solution to tape off parts of the bodywork ready for painting,” Straub explains.

nother eye-catching one-off is the Bugatti Divo Lady Bug, which was conceived shortly after the world premiere of the Divo in August 2018. 1 “The idea for a geometric algorithmic fading pattern on the bodywork emerged in collaboration with the customer. What the collector from the USA had in mind was a strict geometric pattern consisting of diamond shapes in a unique colour contrast. “In collaboration with the collector, the Bugatti design and development team then set about developing the special colours Customer Special Red

“It took the team over 18 months to find and implement the technical and graphic solutions. One could not have predicted how complex and difficult it would be to paint the diamonds onto the car body with precision and exact definition,” Straub says. The complexity of the task was because the 2D-printed diamonds became distorted on the sculptural form of the Divo, thanks to the latter’s contours, curves and ribs. As a result, the pattern had to be digitally modified. “All it took was one millimetre difference to ruin the entire visual effect. The diamonds also had to be positioned perfectly on the roofline, doors and rear fender edge to achieve a clean visual finish. Together with the customer, CAD modellers developed and simulated a diamond-pattern design with around 1 600 diamonds. It was a highly complex and time-consuming task.” Straub clearly revels in his role of crafting unique Bugatti vehicles that meet customers’ bespoke tailoring briefs, down to the most miniscule detail. As an added bonus, he gifts each customer a sketch of their bespoke car to remind them of their interaction with Bugatti. It’s as close as it gets to acquiring a A Monet on wheels.

“All it took was one millimetre difference to ruin the entire visual effect” and Graphite – both metallic tones – to achieve the contrasting effect. The pattern was designed to run precisely from the front over the sides to the rear, matching the car’s silhouette.

1. The customer who commissioned the Divo Lady Bug desired a geometric pattern consisting of multiple diamond shapes. However, the Divo’s curves meant simple 2D-printed diamonds would become distorted when applied to the vehicle’s body, prompting 18 months of technical development and implementation. 2-7. A closer look at the Lady Bug’s various special details. A true one of a kind.

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WHAT MAKES A PUR SPORT? The Pur Sport is a lighter, more agile version of the Chiron. It boasts added downforce thanks to that towering rear spoiler; the transmission’s ratios are closer together (cutting the top speed but improving in-gear acceleration); and the chassis has been suitably tweaked for more direct handling. In short, there’s less weight, more grip and a penchant for winding roads. Just 60 will be produced.

AT A GLANCE Price: from €3 million (around R52 million) Engine: 8.0 L, W16, turbopetrol Transmission: 7-spd dual-clutch Power: 1 103 kW @ 6 900 r/min Torque: 1 600 Nm @ 2 000-6 000 r/min 0-100 km/h: 2.4 seconds Fuel consumption: 25.2 L/100 km CO2: 572 g/km

351 TOP SPEED

KM/H

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LAUNCH PAD APEX

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VIGOUR OF

EIGHT In a hot-hatch world of sledgehammer performance figures, the eighth-gen Golf GTI adopts a more clinically precise approach. Words: Dave Humphreys @lordhumphreys

VOLKSWAGEN GOLF 8 GTI DSG

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LAUNCH PAD

ood things come to those who wait, they say. For enthusiasts keen to lay their mitts on the eighth-generation Volkswagen Golf GTI, the wait is almost over. Ahead of the hot hatch’s arrival in South Africa, we had the opportunity to slip in behind the wheel to find out just how well the latest Golf

GTI performs. The common-or-garden Golf 8 hasn’t enjoyed the warmest of welcomes from enthusiasts thanks to its divisive appearance, but Volkswagen has gone some way to redeeming itself with the hotter GTI. Familiar touches are there, such as the red stripe spanning the front and running into the LED headlights,

emphasised by a full-width illuminated strip. Less subtle is the basking shark-like lower grille with its large honeycomb mesh that provides a clear view of the Volkswagen’s innards and may have some prospective buyers wincing at the potential for stone damage to the radiator. LED foglight clusters set within the mesh bumper

THE NEW GTI IS UNDERSTATED, HAPPY TO INSTEAD DO ITS TALKING OUT ON THE ROAD. IT DOESN’T DISAPPOINT, EITHER

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apron continue the honeycomb theme. Ride height drops by 15 mm, with the SA-spec GTI set to sit on 18-inch Richmond alloy wheels as standard. It’s worth upgrading to the 19-inch Adelaide wheels to bulk up the Golf’s image and gain the wider 235-section tyres. Opinions on the interior are likely to remain divided. Now an entirely digitalised affair, Volkswagen’s Innovision cockpit wraps the 10.25-inch instrument cluster and infotainment touchscreen in one glossy black surround. Fewer physical buttons mean that

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the lighting, temperature and even volume controls rely on capacitive touchpoints. It’s the same story with the steering wheel’s haptic multifunction controls, which take some time to become familiar with and aren’t always easy to use when on the move. It comes across more as a case of design and engineering for the sake of it than something to enhance the user experience. The infotainment menu system is another point of frustration. During our time with the car, it was often laggy when swiping between functions as if it didn’t have quite 1

AT A GLANCE VOLKSWAGEN GOLF 8 GTI DSG

While the eighth-gen Golf GTI offers the same level of everyday comfort and usability as its predecessor, it’s now also a shade sharper to drive. Not everyone will appreciate the highly digitalised cabin, though.

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

Power: 180 kW @ 5 000-6 500 r/min Torque: 370 Nm @ 1 600-4 300 r/min 0-100 km/h: 6.4 sec Top speed: 250 km/h Fuel consumption: 6.5 L/100 km CO2: 149 g/km 5 1. The GTI logo is now positioned centrally on the tailgate, below the VW badge. 2. Drag co-efficient has been improved. 3. SA-spec models will ship standard on 18-inch Richmond alloys. 4. Unique lighting motif up front. 5. The familiar EA888 engine has been tuned to generate 180 kW in Golf 8 GTI form.

enough processing power. Let’s hope Volkswagen can iron out these issues ahead of its arrival. Certain functions relating to the set-up of the car are also buried several layers deep. Not everyone will like it, but this is a GTI for the modern age with more connectivity than ever. New monoform sport seats feature the latest iteration of another GTI tradition. Called Scale Paper, this new tartan insert design lifts the interior, although we should point out Volkswagen plans to make

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Vienna leather upholstery standard in South Africa. More importantly, the seats feel great; they hold you in place well and offer sufficient comfort for longer journeys. Press the pulsing engine start button and the blown four-cylinder booms into life before settling into a civilised idle. With lairy styling, aero-

dynamic addenda and crackly exhausts being all the rage, the new GTI is understated, happy to instead do its talking out on the road. It doesn’t disappoint, either. Volkswagen’s EA888 engine has found its way into many of the VW Group’s models and this evo4 version benefits from several internal changes,

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including magnetically actuated injectors working at 350 bar, up from 200 bar in previous iterations. Ever-tightening emission regulations mean it now carries a higher-volume cat and petrol particulate filter, with the latter softening the exhaust note ever so slightly. A power hike of 11 kW from the Mk7 GTI ups peak output to 180 kW. On paper, that figure remains modest, considering what is offered by the likes of the Hyundai i30 N and Renault Mégane RS 300 Trophy. But this GTI is greater than the sum of its parts. The way Wolfsburg’s engineers have tweaked the set-up helps set it apart. It remains respectably brisk, getting you to 100 km/h from standstill in a claimed 6.4 seconds, while the seven-speed

1. The new GTI’s cabin features few traditional buttons or switches. 2. Shift-by-wire gear selector is seemingly inspired by that of the 992 Porsche 911. 3. This digital panel is used to confrol lighting and ventilation. 4. Touch controls sited on the steering wheel.

DSG – the only gearbox that will be offered in South Africa – continues to provide strong service in daily driving as it shuffles between ratios. A new suspension arrangement featuring an aluminium subframe up front, which was originally developed for the Clubsport S, saves 3 kg, while revised wishbones, dampers and springs result in a five per cent increase in stiffness. At the rear, the tweaks up the stiffness by 15 per cent, which means less pitch and

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roll on turn-in. You needn’t worry about the GTI losing its polished ride and everyday comfort, though, as it remains a consummate performer in that regard. We’d expect nothing less from Volkswagen. You will need to leave the daily commute behind and challenge the chassis to coax out the best results from the GTI. It drives with a sharper

focus now, so as you pile on the speed it all begins to work rather more cohesively. Power may go only to the front wheels, but the electronically controlled XDS differential that previously did service in the GTI TCR impresses. Nail the accelerator when exiting a corner and it eliminates any semblance of torque steer. Through faster bends and

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with acute direction changes, it feels almost like there’s an invisible hand pulling the car’s nose around the apex. This is complemented by an ESC Sport function, which permits a certain degree of wheel spin and slip to create a more entertaining balance. This will no doubt make it even more fun on track. The GTI surges forward, with the four-pot pulling steadily right up to redline and delivering the full 370 Nm up to four grand. Since its debut in the Mk5, the DSG has been held in high regard. However, in auto mode (even in Sport), it isn’t

always the sharpest to react to sudden bursts of throttle. You’ll have to switch to the paddle shifters should you need the DSG transmission to do precisely what you want. It’s a pity that Volkswagen continues to fit shift paddles that look and feel cheap. They’re a far cry from the beautiful mechanical action you get in Alfa Romeo’s Giulia Quadrifoglio, for example. That aside, the new steering wheel is a decent size and feels great in the hands. Its little knuckles at eight and four o’clock help the driver maintain a secure grip when turning and the

progressive steering requires just 2.1 turns lock-to-lock. The new Vehicle Dynamics Manager lets the driver tune the chassis to a finer level over 15 steps via the Individual driving mode. The whole package comes together very well as the speed builds, with the Golf GTI’s rear end boasting far more finesse than before, imbuing confidence in the driver. Only when the vehicle is pushed past eight-tenths do the differences between it and its predecessor suddenly become crystal clear. Despite a power deficit to its competition, the Golf 8 GTI remains an engaging performance car to pilot and one that rewards those who are prepared to drive it harder to fully exploit its well-sorted chassis. On the right road, with the right driver at the wheel, it will keep up with the best from point to point. A

GOLF GTI THROUGH THE AGES Mk1 (1976)

Mk2 (1984)

Mk3 (1991)

Mk4 (1998)

5. Tartan upholstery won’t be offered in SA. 6. The signature red stripe now stretches right across the car’s front end.

Mk5 (2004)

Mk6 (2009)

Mk7 (2013)

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THE HYPE IS REAL

Words: Mark Smyth Motorscribe

Thought the days of genuine homologation specials were over? Think again. Toyota’s storming GR Yaris is the real deal. TOYOTA GR YARIS RALLY

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THE GR YARIS IS AS CLOSE AS YOU CAN GET TO BUYING A REAL RALLY CAR FOR THE ROAD

ne of the best cars of 2021 – in fact, arguably one of the best cars of the century thus far – is finally here. It’s not a Ferrari or a Porsche. And it’s not a R10 million electric supercar. It’s a Toyota. Yes, you read that correctly ... and a Yaris, at that. The world has endured an exceedingly unusual year or two but who could have predicted there would be this much ex-

citement about a mere Yaris? This is, of course, not the average city runabout version you might recommend to a student or your ouma. This is the all-wheel-drive Toyota GR (Gazoo Racing) Yaris, a homologation special designed and engineered to compete in the World Rally Championship; to fly through gravel corners at blistering speeds, to jump off crests and to tackle snowy drifts. Sure, it’s not the actual WRC car, so we wouldn’t sug-

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gest doing any of that stuff, but the GR Yaris is as close as you can get to buying a real rally car for the road. And it really is very good. It certainly looks the part. While you might think there are similarities between this hot version and the standard European-spec Yaris, virtually

every single body panel is different. The front and rear tracks are 60 mm wider, too, helping to make the stance far more aggressive. It’s Joe Pesci in Casino, out to start a fight and prove it’s up to the job. You can tell that just by looking at the thing. Yes, there’s definite purpose

1. The Rally model boasts 18-inch BBS forged alloy wheels. 2. Dual exhaust pipes, present and correct. 3. The only exterior elements carried over from the standard Euro-spec Yaris are the headlights, door mirrors, rear light clusters and shark-fin antenna. 4. According to Toyota, the high-mounted spoiler enhances downforce.

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to the design, with aerodynamics playing a major part and Toyota having added a host of bespoke items such as multispoke wheels, GR brakes and a lightweight roof fashioned from carbon-fibre-reinforced plastic. The tapered roofline is a full 100 mm lower than that of a garden-variety Yaris, which results in less headroom for rear-seat occupants. On that note, we should point out the GR model is available only in three-door form. Inside the snug cabin, you’ll find GR bucket seats finished in Ultrasuede, along with a three-spoke leather-trimmed steering wheel and various little reminders – such as the WRC homologation badge affixed alongside the handbrake – that you’re seated in something truly special. Also, because this is a driver’s car, designed and engineered for maximum enjoyment on a rally stage or on track, the handbrake is a manual item that you can pull to help get you around that hairpin bend as fast as possible. It’s not the only manual 1. The little hot hatch serves up immense traction, even in damp conditions. 2. Toyota says those scalloped rear wings help to reduce drag.

AT A GLANCE TOYOTA GR YARIS RALLY This feisty little hot hatch is not merely a standard Yaris with a performance slant. It’s a full-bore homologation special capable of plastering an almost-permanent grin across its lucky driver’s face. Absolutely splendid job, Toyota.

Price: R715 600 Engine: 1.6 L, 3-cyl, turbopetrol Transmission: 6-spd manual Driven wheels: 4

Power: 198 kW @ 6 500 r/min Torque: 360 Nm @ 3 000-4 600 r/min 0-100 km/h: 5.5 seconds Top speed: 230 km/h Fuel consumption: 7.6 L/100 km CO2: 172 g/km

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A TOYOTA YARIS THAT’S EAGER TO OVERSTEER? WHO ON EARTH WOULD HAVE THOUGHT IT? thing either, since the GR Yaris is available exclusively with a six-speed manual gearbox. And what a fabulous thing it is. Short shifts, high revs and a feeling the whole car has been designed to pivot around the gearstick in your hand, all contributing to the hot hatch’s larger-than-life character. Models fitted with the Rally option feature front and rear Torsen limited-slip differentials, 18-inch BBS alloys and circuit-tuned GR suspension. Unsurprisingly, the inclusion of the latter means occupants

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car seemingly to the millimetre through a corner. The level of grip from the Michelin Pilot Sport tyres is downright astonishing, providing a feeling of traction that we have rarely experienced in anything since earlier generations of the Subaru Impreza WRX STi. If you’ll pardon the cliché, the GR Yaris really is limpet-like in its ability to stick to the tarmac through bends. That is, unless you don’t want it to. Standard settings push 60 per cent of drive to the front wheels in Normal

feel most bumps in the road, but the ride is still more pliant than in something like the Renault Clio RS. It might not be a regular Yaris but the engineers have managed to imbue it with a higher degree of comfort than we expected. What we did anticipate, though, was for the GR Yaris to fall slightly short of the hype. It doesn’t. In fact, we still somehow found ourselves surprised by just how excellent it is to drive. The steering is sharp and precise, allowing the pilot to place the

mode. Switch to the Track setting and you’ll enjoy a perfect 50:50 split. Venture into Sport mode and the rear wheels can have 70 per cent. A Yaris that’s eager to oversteer? Who on Earth would have thought it? It’s a bit frustrating to have to wait for the “avoid excessive acceleration due to temperature” message to disappear from the instrument cluster as the oily bits get warmed 1. This model’s GR-FOUR system is Toyota’s first original AWD set-up in 20 years.

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FAMILY VALUES The hottest Yaris yet has a couple of interesting siblings in its growing GR family…

Toyota GR 86 Scheduled to arrive in South Africa early in 2022, the new GR 86 is the third model in the global GR road-car range. Like its GT-badged forebear, the fresh-faced sports car was developed in conjunction with the latest Subaru BRZ. A naturally aspirated 2.4-litre flat-four engine sends its oomph to the rear wheels. Engine: 2.4 L, 4-cyl, petrol Power: 173 kW Torque: 250 Nm 0-100 km/h: 6.3 seconds

up, but when the car decides it’s ready, the grin factor is immense. The single-scroll turbocharged 1.6-litre, three-cylinder engine – which offers a heady 198 kW in SA-spec form – is quick to respond, while the combination of steering, gearbox and engine seem in perfect sync and almost telepathically hooked up to the driver’s demands. Sure, there’s fun to be had behind the wheel of a Volkswagen Polo GTI or Clio RS, but nothing in the broader segment comes close to matching the way every component in this GR Yaris does exactly what you want it to do, when you want it. There are a few negative points to consider, though. At a claimed 141 litres, boot space is frankly miserable. There’s nothing easy about

folding the front seats forward to let passengers clamber into the rear, which they’ll find slightly claustrophobic. And then there’s the price. The GR Yaris isn’t even in the same ballpark as rivals such as the locally built Polo GTI (from R453 700), with the standard model priced at R606 600 and the Rally version coming in at R715 600. That means the topspec version plays in a league just above where you might be looking were you considering a Golf GTI. Before you do, bear in mind that unlike VW’s venerable hot hatch (which is as common as a basic Golf these days), the GR Yaris is a rare breed, with a limited number of units set aside for South Africa. Most hot hatches are regular models that have been given a performance makeover. However, like

race and rally icons such as the Audi Sport Quattro, Ford Sierra XR8 and Lancia Delta Integrale, the GR Yaris is effectively a competition car you can drive to the shops and back. If you think we’re raving about the Japanese newcomer a bit too much, we make no apologies. While everyone is talking about electric vehicles, autonomous technology and mobility as a service, the Toyota GR Yaris has appeared seemingly from nowhere as the antithesis of it all. It’s not just a highly accomplished car – it’s the very definition of why we love to drive. A 1. The eight-inch display’s opening sequence graphics show the GR logo. 2. Sports seats are standard. 3. The GR sports steering wheel is unique to this model. 4. Three alloy pedals? Purists, rejoice!

Toyota GR Supra Revealed in January 2019 as the first global model in the GR series, the reborn Supra was developed alongside the G29generation BMW Z4. In South Africa, it’s available with a version of BMW’s turbocharged 3.0-litre straight-six engine, which powers the rear axle via an eight-speed automatic gearbox as standard.

Engine: 3.0 L, 6-cyl, turbopetrol Power: 250 kW Torque: 500 Nm 0-100 km/h: 4.3 seconds

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HYUNDAI PALISADE 2.2 CRDI AWD

INSTANTLY FAMILIAL

Words: Mike Fourie MikeFourieZA

Hyundai’s largest SUV yet is coming to South Africa. We had an early drive of the new Palisade in Australia.

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f most premium SUVs (heck, the majority of off-roaders) on our streets are used primarily as luxurious family vehicles that hardly ever traverse any route rougher than a rural dirt road, then why do they need to have all-wheel drive, let alone low-range transfer cases? As long as such vehicles look like off-roaders, buyers should be happy because their packaging could be better optimised for space/ practicality and drivability. Whereas large, two-wheeldrive crossovers (the Toyota Kluger and Mazda CX-9, for example) are fixtures of the Australian market, comparable vehicles have never gained, um, traction in South Africa because they’re not offered by premium brands, which would have made their lofty sticker prices a touch more palatable. To be fair, it’s difficult to top the Toyota

Fortuner’s value-for-money proposition as an off-road-capable seven-seater. The Palisade, however, has higher ambitions still. It’s based on the 2020 World Car of the Year Kia Telluride and, like its cousin, wasn’t destined to be released far beyond North America. But Australia twisted the mother company’s arm to build right-hookers at its Ulsan plant in South Korea, which is certainly good news for South Africa. Whereas the Hyundai Santa Fe and the closely related Kia Sorento are seven-seaters that occupy a tricky area of the market between compact- and full-sized SUVs, the Palisade is an unashamedly imposing big rig. Indeed, it’s not a body-onchassis off-roader, but rather a spacious, comfort-oriented and liberally specified unibody vehicle. The crucial difference is you wouldn’t know that by looking at Hyundai’s hefty newcomer. The Palisade’s squared-off styling – especially from the front, where the oversized, thick-rimmed grille and long, boomerang-shaped LED elements dominate – make the vehicle look bigger than it is. In reality, it’s about 60 mm longer (but slightly narrower) than a BMW X5, while its roofline is about 80 mm lower than that of Toyota’s flagship Fortuner. The newcomer feels cavernous inside, however. Hyundai offers the model in

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1. The Palisade wears a particularly bold, distinctive face. 2. Hyundai’s big SUV measures 4 980 mm from nose to rump, making it some 60 mm longer than BMW’s X5. 3. The wheelbase is a generous 2 900 mm.

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either seven- or eight-seater configuration and, in case of the former, the second row comprises a pair of captain’s chairs that are heated and ventilated. With a claimed 1 120/1 077/798 mm of legroom for the front, second and third rows respectively, the Palisade accommodates its occupants in consummate comfort; the last row is even tolerable for a pair of adults on short trips. Apart from a boarding step and 220 mm of foot clearance to aid entry/egress to the third row, walk-in switches are located on the base of the middle row to activate a slide-and-tilt function so that aft passengers can get in. Of course, on the seven-seater version, the little ones need only file through between the captain’s chairs to reach their seats. The Palisade’s luggage capacity with all three rows

AT A GLANCE HYUNDAI PALISADE 2.2 CRDI AWD While the Palisade won’t drive big volumes in SA, it will offer an interesting (and rather compelling) alternative for buyers in the market for a large luxury SUV. It’s not a hardcore off-roader, but do you really need one?

Price: TBC Engine: 2.2 L, 4-cyl, turbodiesel Transmission: 8-spd AT Driven wheels: 4

Power: 147 kW @ 3 800 r/min Torque: 440 Nm @ 1 750-2 750 r/min 0-100 km/h: n/a Top speed: n/a Fuel consumption: 7.3 L/100 km CO2: 243 g/km

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1. Aussie-spec model features tri-zone climate control. 2. Note the wood-look inserts. 3. Front seats are electrically adjustable. 4. Neat rotary drivemode controller. 5. Modern shift-by-wire transmission.

in place is only 311 litres, but when the rear seats – which can recline by 10 degrees and split 60:40 – are stowed, that number balloons to a generous 704 litres. The second-row seatbacks can be folded flat by pressing release buttons in the load bay to create an utterly expansive loading area. In ad-

dition, on top-spec derivatives, the tailgate is both electrically powered and remote operated. What’s most impressive about the study in practicality that is the Palisade’s interior is Hyundai nonetheless got the premium cabin execution spot on. Swathes of plush off-white leather (okay, not perfectly practical), wood-look inserts and satin chrome trim abound; the facia features a 10.25-inch infotainment touchscreen (with Apple CarPlay and Android Auto compatibility); and the floating centre console

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is adorned with a climate control panel, a shift-by-wire transmission selector and a rotary drive-mode controller. Although South African spec has yet to be finalised, luxury accoutrements can include, inter alia, electrically adjustable front seats (12-way and with a memory function for the driver) that are both heated and ventilated, a headup display, surround-view cameras, a heated steering wheel, suede headliner, a 12-speaker Infinity premium audio system, a dual-panel

sunroof (with a tilt function for the front panel, combined with a rear sunblind), tri-zone climate control and heated second row (and cooled, in the seven-seater’s case) seats. As befitting the flagship SUV-cum-people-mover in Hyundai’s line-up, the driving technologies make a notable difference to the way the newcomer feels to pilot. From the obligatory perched driving position, the Palisade is palpably easy to commandeer considering its bulky dimensions. If you activate the smart

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cruise control (adaptive, with stop & go) in conjunction with lane-keeping and lane-following assist, the Hyundai will vary its pace to match traffic conditions and make small steering inputs automatically. When you indicate, before changing lanes for example, the entire seven-inch supervision cluster in the otherwise analogue instrument binnacle displays a wide blind-spot view. Although, having said that, the lane departure and blind-spot collision avoidance assist warning beeps can be somewhat vociferous in cutand-thrust peak hour traffic. On-road refinement, meanwhile, is very impressive, which

suggests extensive sound insulation and acoustic tuning, while the ride is luxuriously pliant (it is, perhaps, only limited by the fitment of 20inch wheels shod with 245/50

body movement under hard cornering is well suppressed. In Australia, the Palisade is offered with the choice of a 217 kW/355 Nm 3.8-litre V6 GDi petrol engine with

ON-ROAD REFINEMENT IS VERY IMPRESSIVE, WHILE THE RIDE IS LUXURIOUSLY PLIANT tyres on the top-spec version). The steering is responsive and accurate given the Palisade’s cruiser-like character, but largely bereft of feel. Lateral

front-wheel drive or a 2.2-litre four-cylinder CRDi turbodiesel motor (147 kW/440 Nm), both in combination with an eightspeed automatic transmission.

Fortunately for Mzansi, the eminently flexible – but commendably refined and relatively fuel-efficient – turbodiesel version is more likely to be offered in our market. This means the Palisade will also feature parttime all-wheel drive. Over and above Comfort, Eco, Sport and Smart drive modes, the AWD Hyundai will boast a MultiTerrain Mode system that incorporates Snow, Sand and Mud traction control settings. It’s the family-friendly cabin that stands out most about this model, which is ultimately (shhh, Hyundai might not mind too much if you whisper it) a people mover.

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2 1. Diesel engine will likely be offered in SA. 2. Plenty of space in row two of this eight-seater. 3. Rearmost pews certainly usable. 4. Massive utility space with two rows folded down.

As standard, there are two roof-mounted vents for the second- and third-row occupants, as well as up to 16 cup- or bottle-holders positioned throughout the cabin. While you can top up a smartphone by using the wireless charging pad in the centre console, there are no fewer than seven USB ports (two per row and one for multimedia input) and, should you require even greater charging capability, a quartet of 12-volt electric outlets from front to rear. Apart from dual front and side airbags, curtain airbags extend across all three rows. Eight-seat derivatives feature five top-tether child-seat

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anchors (four tether points in seven-seaters), as well as a pair of Isofix mounting points in the second row, with an additional mounting point in the final row. So, can the Palisade succeed in the sunny Republic, where its smaller Santa Fe sibling has struggled somewhat in the past? Hyundai South Africa does admittedly not expect to sell many units of the newcomer, but this parking-bay- and rear-view-mirrorfilling Hyundai offers rather a lot of what really matters to aspirational buyers. It’s one of the most purposeful looking, tastefully appointed and feature-rich large family vehicles money can buy. What will it cost remains to be seen. Suffice to say Hyundai might snaffle a few of the sales that the market’s luxury marques were hoping to get with their premium SUVs. A

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KIA SONET 1.5 EX CVT

POETIC LICENCE

Words: Ryan Bubear Ryan_Bubear

Kia has plugged the last remaining gap in its crossover portfolio with the diminutive Sonet … and it looks to be a winner.

ver the past year or so, there has been a flurry of activity in an intriguing sub-segment in South Africa: the so-called baby crossover class. Yes, the market is suddenly bursting at the seams with stubby, freshfaced competitors jostling for the attention of buyers keen to transition to crossover ownership without breaking the bank (or occupying every inch of available garage space). Hyundai’s Venue and Mahindra’s XUV300 were some of the first of these new-age micro-SUVs to hit the local

market, with equally compact contenders such as the Honda WR-V, Suzuki Vitara Brezza, Toyota Urban Cruiser and Nissan Magnite following

THE SONET’S EXTERIOR STYLING SHOULD ENJOY BROAD APPEAL soon thereafter (there’s also a Renault Kiger on the way). For the record, every single one of the aforementioned models measures less than four me-

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tres in length and is shipped over from India. The latest addition to this fast-growing sector is the new Kia Sonet. Except, technically,

it isn’t. You see, despite also originating from the world’s second-most populous country – where sub-four-metre vehicles enjoy appreciable tax

benefits – the SA-spec Sonet actually measures 4 120 mm from nose to tail. But since that extra length comes courtesy of chunkier bumpers fore and aft, it most certainly still does battle with the above-mentioned models, plus the likewise longer (and rather long-in-thetooth) Ford EcoSport. For context, the newcomer slots in at the foot of the South Korean firm’s crossover range, plugging the final gap 1. Despite its compact dimensions, the Sonet is well proportioned, resulting in a balanced appearance from most angles.

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below the popular Seltos. Its arrival means Kia finally has all of its high-riding bases covered, effectively offering something for everyone. The Sonet’s exterior design should enjoy broad appeal as well, thanks to elements such as the latest version of the company’s signature tiger-nose grille, silver-painted faux-skidplates (front and rear), a stylish C-pillar flourish and the in-vogue option of two-tone paintwork. At launch, the Sonet range comprises four derivatives, each powered by a naturally aspirated 1.5-litre, four-cylinder petrol engine. The front wheels are driven via either a slick-shifting six-speed manual gearbox or a continuously variable transmission, while two trim levels – base LX and

1. At launch, only a 1.5-litre four-pot is on offer. 2. The wheelbase comes in at 2 500 mm. 3. Sonet displays commendable road manners.

mid-spec EX – are on offer. Those craving a little more oomph should note a turbocharged 1.0-litre, three-cylinder engine linked to a seven-speed dual-clutch transmission (as used across the closely related Venue range) is scheduled to make local landfall towards the end of the year. This powertrain is likely to be available in both EX+ and flagship GT Line guise. Until then, the 1.5 EX CVT variant sits at the summit of the Sonet line-up. The free-breathing four-pot is a fairly fresh yet somewhat familiar powerplant, which we’ve already experienced

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in the latest Hyundai Creta. While its peak outputs of 85 kW and 144 Nm are similar to those of its cousin, the smaller Sonet is a good degree lighter than the Creta, which helps make the atmospheric unit feel a mite peppier (at the coast, at least). In short, there’s sufficient under-bonnet verve for the typical daily commute. So, what about that transmission? Well, the often-maligned CVT is becoming less and less offensive (we’re likely also simply getting used it), with this latest iteration from Kia doing a fine job of keeping

AT A GLANCE KIA SONET 1.5 EX CVT A welcome addition to a burgeoning segment, the Sonet combines classy exterior styling with an upmarket cabin and a fuss-free powertrain. There’s plenty of standard kit, too. A small crossover that offers big value.

Price: R305 995 Engine: 1.5 L, 4-cyl Transmission: CVT Driven wheels: F

Power: 85 kW @ 6 300 r/min Torque: 144 Nm @ 4 500 r/min 0-100 km/h: 11.8 seconds Top speed: 170 km/h Fuel consumption: n/a CO2: 163 g/km

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CARS THE SONET 1.5 EX CVT HAS TO BEAT 01

Toyota Urban Cruiser 1.5 XR AT R315 700 77 kW/138 Nm 6.2 L/100 km 328 L

the dreaded drone at bay under all but the most boorish of throttle inputs. While Kia SA doesn’t list a claimed fuel consumption figure, we noted an indicated 6.5 L/100 km after a trip comprising a mix of open-road cruising, a mountain pass or two and a spot of urban meandering. Owing to some clever packaging, the Sonet makes the most of its compact 2 500 mm wheelbase (which is shared with the shorter Indian-spec model), serving up a cabin not nearly as cramped as one might expect. Indeed, scalp clearance is perfectly fine even for tall occupants, while room on the rear bench is adequate for passengers of average height and ample for children. Perhaps most noteworthy, though, is the claimed luggage capacity, which is pegged at a class-leading 392 litres. Ground clearance comes in at a useful 190 mm – a rutted gravel road that punctuated the launch route was handled

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Nissan Magnite 1.0 Turbo Acenta Plus CVT

with aplomb – while the ride on tarmac is just on the firm side of neutral (thanks in part to the short distance between the axles but mitigated somewhat by the 215/60 tyres wrapped around this variant’s 16-inch alloys). An upshot of the suspension arrangement’s slight stiffness is commendable body control through fast corners. The driving position is suitably lofty, even with this EX variant’s height-adjustable pew set to its deepest position, but the steering column disappointingly offers tilt adjustment only. Standard specification is generous across the range and includes big-car items such as an 8.0inch touchscreen (complete with wireless Apple CarPlay and Android Auto functionality), a reversing camera, a neat digital instrument cluster and automatic headlights. We had an extended poke around the interior and were left largely impressed by the

R305 700 74 kW/152 Nm 6.0 L/100 km 336 L

Suzuki Vitara Brezza 1.5 GLX AT R309 900 77 kW/138 Nm 6.2 L/100 km 328 L

Ford EcoSport 1.5 Ambiente AT R322 700 91 kW/150 Nm 6.9 L/100 km 333 L

materials employed, particularly considering the Sonet plays at the lower end of the market. Perceived quality is top notch for this segment, with the level of fit and finish putting this mid-spec model’s cabin a clear step above those of its direct rivals. What about safety? Well, though the Sonet 1.5 EX CVT ships standard with just two airbags (the upcoming highspec 1.0 models will surely feature a full complement), it does boast electronic stability control, ABS with EBD, hillstart assist control and Isofix child-seat anchors. The Sonet’s smartly positioned, too. Pricing starts at a competitive R264 995 and runs through to R305 995, until the more expensive turbopetrol derivatives arrive, that is. Kia’s lengthy five-year/ unlimited kilometre warranty and four-year/60 000 km service plan, meanwhile, further boost the value proposition. When the larger Seltos touched down in South Africa late in 2019, its almost overnight sales success proved the local market was crying out for well-sorted sub-Sportage crossover from Kia. The new Sonet looks poised to pull off a similar trick, filling the bottom-most hole in Kia’s range of high-riding models without sacrificing on quality or practicality. Based on these first impressions, this polished little contender may just have what it takes to nose ahead of its many sub-four-metre rivals. A

1. Latest interpretation of Kia’s signature grille. 2. Surprisingly upmarket cabin (manual model pictured). 3. Seats are rather comfy on long trips. 4. Neat digital instrument cluster.

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FLAIR FOR THE DRAMATIC

Words: Ryan Bubear Ryan_Bubear

Peugeot has refreshed the 3008, handing it an even more distinctive face. We drive the flagship GT version. PEUGEOT 3008 1.6T GT AT

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espite the impact of a certain pandemic, Peugeot managed to improve its market share in South Africa’s passenger-vehicle segment in 2020. While that progress came off an admittedly low base, the French firm nevertheless appears bang on course to achieve more growth this year, with the new, sharply styled 2008 leading the charge on the local front. But the larger 3008 has a key role to play, too. Fortunately, some four years after the second-generation model hit local shores, the Stellantis-owned automaker has rolled out a refreshed version, furnishing the compact crossover with an even more striking face. So, what does this facelift bring? Well, the 3008’s mid-cycle update adds a daring new frameless grille that spills out into the area below the redesigned LED headlights, while fang-like daytime running lights now stretch deep into the front bumper (similar to those employed by the latest-generation 208 and 2008) and double as indicators. Round back, the changes aren’t quite as comprehensive, though the LED taillights do upgrade to the latest version of the firm’s eye-catching “3D claw” lighting signature. As before, the three-strong local range’s bottom and middle rungs are occupied by the Active and Allure variants respectively, though the previous flagship (GT-Line) derivative has been supplanted by this new GT. As you might expect, the range-topper boasts the sharpest styling of the trio, set apart by design elements such as two-tone 19-inch

THE 3008’S MID-CYCLE UPDATE INCLUDES A DARING NEW GRILLE TREATMENT

3 1. The GT model features twotone alloys as standard. 2. Note the striking new front end. 3. The rear lighting signature has been updated, too. 4. The updated 3008 has yet to switch to the new Peugeot logo.

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alloy wheels and a gloss-black finish for the roof. Inside the GT, the prefacelift model’s eight-inch centrally sited touchscreen has made way for a version upsized to 10 inches (Active and Allure stick with the smaller display, though), again supplemented by a neat row of toggle switches that provide quick access to on-screen functions such as air conditioning, telephony and mobile applications. The GT version’s cabin is further distinguished by wireless smartphone charging, an uprated sound system, Nappa leather upholstery (offered in red rather than black at no extra cost) and an electrically adjustable driver’s seat complete with heating and massage functions. Overall, the cabin is of a high perceived quality, featuring a pleasing mix of soft-touch materials and lovely little design details, from intricate stitching to the wood-effect trim set into the dashboard. Peugeot has persisted with its almost comically small steering wheel but the arrangement works surprisingly well in this package ... if you’re not too finicky about your preferred driving position, that is. As before, the pilot views a 12.3-inch digital instrument cluster over the top of the low-slung tiller, with the latter helping the 3008 feel like a more compact, wieldier thing from behind the wheel. In reality, of course, it’s not that compact inside at all, thanks to the 2 675 mm wheelbase. The result is enough interior space – fore and aft, and both in terms of leg- and headroom – to place the 3008 somewhere in the middle of the class. Luggage space, meanwhile, has grown

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AT A GLANCE PEUGEOT 3008 1.6T GT AT In a swirling sea of compact crossovers that look and feel much the same, Peugeot’s daring 3008 continues to stand out. Thankfully, it has the requisite substance to back up all that style. 2

Price: R644 900 Engine: 1.6 L, 4-cyl, turbopetrol Transmission: 6-spd AT Driven wheels: F

THERE’S A PLEASING MIX OF SOFT-TOUCH MATERIALS AND NEAT DESIGN DETAILS

Power: 121 kW @ 6 000 r/min Torque: 240 Nm @ 1 400 r/min 0-100 km/h: 8.9 seconds Top speed: 201 km/h Fuel consumption: 7.0 L/100 km CO2: 156 g/km

to a particularly generous 591 litres, accessed via an electrically operated tailgate. As before, any firmness to the ride becomes obvious only over aggressively corrugated surfaces, quickly fading into the background in daily driving owing to sophisticated damping. Though the 3008 doesn’t feel quite as dynamically polished as, say, a Mazda CX-5, it still steers with a sense of confidence not entirely common in this segment. Whereas Europe enjoys a broader powertrain line-up –

3 1. Fang-like daytime running lights, anyone? 2. Red leather is a no-cost option. 3. GT model upgrades to a 10-inch display. 4. Sleek gearshift controller. 5. The handy toggle switches are linked to the touchscreen.

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including smaller petrol mills, a diesel unit and even a topspec hybrid model boasting a healthy 223 kW – the single, unchanged engine option soldiers on locally, as does the six-speed automatic transmission. That means urge again comes from a turbocharged 1.6-litre, four-cylinder petrol engine, delivering 121 kW and 240 Nm to the front axle. Still, it’s a tractable powerplant with many virtues, including the linear manner in which it delivers its power to the tarmac. Since that useful dollop of twisting force is on tap from as low as 1 400 r/min, the Sochauxbuilt 3008 displays satisfying in-gear punch, too, while the otherwise refined four-pot becomes aurally obtrusive only under hard acceleration. Although the price tag of this GT flagship may appear somewhat steep at first glance, it’s by no means out of step with those of its rivals (yes, car prices really have ballooned of late). In fact, considering Peugeot’s move upmarket and this model’s lengthy list of standard features – including lane-departure warning, blind-spot detection, a 360-degree camera system and adaptive cruise control (though the switchgear is curiously hidden from view on a satellite stalk) – the 3008 offers plenty for the money. Thanks to the latest evolution of the 3008’s attention-grabbing exterior styling and its frankly stunning cabin, this refreshed crossover remains a compelling option in a segment where many automakers choose to play it safe. While the update isn’t a major one, the 3008 is certainly still very well equipped to play its part in Peugeot’s push for yet more local growth. A

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2021/06/27 11:10

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TEAM SPORTS

Words: Vann van Staden winewheelsandwatches

The thoroughly revised Lexus IS range now comprises only hybrid models. We sample the flagship F Sport. LEXUS IS300H F SPORT

ast Coast versus West Coast. Coke against Pepsi. Germany versus Japan. There are no shortages of playing fields and opponents, no matter the game. I personally back West Coast. And the cola contest is a no-brainer, right? But when we’re talking about the motoring battlefield where Japan faces Germany,

picking a side becomes a little more difficult. While the two countries have been dominating automotive manufacturing for decades, the Teutonic nation has long held the upper hand in the compact executive sedan segment. For years, buyers in this part of the market were either Team Mercedes-Benz or Team BMW.

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Where does that leave Japan? Well, Lexus would like to think its thoroughly revised IS leads the way for the East Asian country. The flagship F Sport derivative gains a distinctive new version of the brand’s spindle grille, complete with an intricate mesh pattern and lower air intakes inspired by those of the RC F. The F Sport trim level further-

more includes 19-inch alloy wheels with a dark metallic finish. From the outside, the revised IS comes across as a brand new model rather than just another facelift. Inside, there’s been a renewed focus on technology. The infotainment system, for instance, now comprises a 10.3-inch touchscreen supporting both Apple

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CarPlay and Android Auto. The mid-tier SE and top-spec F Sport grades, meanwhile, boast upgraded safety systems that include various clever pre-collision warnings. Active cruise control and a lanetracing assist function have also been included on these two variants. While the outgoing range included a turbocharged 2.0-litre engine, a naturally aspirated V6 and a hybrid powertrain option, the

AT A GLANCE

1 1. The range-topping F Sport variant rides on 19-inch alloys as standard. 2. The interior of the IS300h F Sport is available in black, white or flare red.

LEXUS IS300H F SPORT This extensively updated sedan is both sharply styled and sharper to drive, though retains a high level of refinement. But the hybrid set-up and CVT don’t quite allow the driver to extract the very best from an excellent chassis.

Price: R916 900 Engine: 2.5 L, 4-cyl, petrol, hybrid Transmission: CVT Driven wheels: R

Power: 133 kW @ 6 000 r/min (+ electric) Torque: 221 Nm @ 4 200-5 400 r/min (+ electric) 0-100 km/h: 8.7 seconds Top speed: 200 km/h Fuel consumption: 5.2 L/100 km CO2: 122 g/km

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While the four-cylinder engine obviously can’t match the old 3.5-litre V6 – or indeed the 5.0-litre V8 of the IS500 F Sport Performance offered in North America – the continuously variable transmission (CVT) robs the powerplant of even more acoustic character. It’s a similar case when it comes to outright performance, with the hybrid set-up seeing the IS300h lag far behind turbocharged rivals such as the BMW 330i and even the front-driven Audi A4 40 TFSI. If it’s not straight-line speed you’re after, the F Sport happily entertains through a series of corners, thanks to wider tracks, improved body

refreshed line-up offers only the latter. That means power comes from a 2.5-litre, fourpot petrol engine combined with an electric motor. The combustion engine offers the rear axle 133 kW and 221 Nm, while total system power output rises to 164 kW with the electric motor involved. Thanks to its hybrid bones, this green warrior will sip at 5.2 L/100 km, according to Lexus. While you may come close to achieving this in restrained everyday driving, hit the loud pedal now and then and that figure will rapidly rise. If you’re looking for aural thrills, you’ll be disappointed.

rigidity and adaptive variable suspension (which firms up nicely in Sport S+ mode). Yet it remains as comfortable and refined as ever. So, is the comprehensively refreshed Lexus IS capable of standing toe to toe with the segment’s more popular German models? That’s a tough question to answer. Although the Japanese model lacks the punch of its competitors, pricing may well be the ultimate tipping point for many buyers. The IS300h F Sport will set you back in excess of R900 000, quite a bit more than the A4 (R750 500 in S line trim) and even the more powerful 330i (R828 976 in M Sport guise). Still, the Lexus IS is generously equipped as standard (plus it boasts a lengthy warranty and maintenance plan), whereas the Germans typically feature long lists of costly options. Time to pick a team. A

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THE FULL FORCE OF McLAREN.

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

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johannesburg.mclaren.com/en

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ALL ABOUT THAT … SCENT Demand attention with this selection of top fragrances for 2021.

VIKTOR&ROLF SPICEBOMB INFRARED The popular Spicebomb collection from Viktor&Rolf now includes a brand-new creation. The fragrance is inspired by the intensity of the red habanero chilli and boasts notes of fiery pepper, red berry oil and tobacco. The result is an incandescent, spicy fragrance with warm, slightly sweet accords. The fragrance comes in a grenade-shaped red bottle that evokes smouldering embers and red-hot spices.

90 ml EAU DE TOILETTE: R2 050

AZZARO

THE MOST WANTED INTENSE Thiss new fragrance is designed with the daring man in mind and the scent itself is packed with charisma and sophistication. High-quality ingredients work together to create a memorable olfactory experience; the dried bark and seeds of cardamom release spicy, green, balsamic and lemony notes, while caramel and woody amber add a warm and sensual element. The packaging is chic and minimal and comes in all-black with both matte and gloss finishes. 100 ml EAU DE PARFUM: R1 880

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FEATURE

FOR HER

DUNHILL DRIVEN This fragrance from Dunhill draws inspiration from the brand’s archives; it’s a beautifully balanced combination of the traditional and modern. Expect hints of bergamot, red apple and amber in a mix of woody, citrus and floral notes. Additional notes include lime, plum, cardamom, vanilla and cedar, which all come together for an impactful scent.

100 ml EAU DE PARFUM: R1 399

BVLGARI OMNIA BY MARY KATRANTZOU FLORAL This fragrance for her is an exclusive edition in which fashion designer Mary Katrantzou has collaborated with Bulgari to create an uplifting and vibrant new offering. It’s a floral kaleidoscope; think gardenia and orange blossom. These notes are complemented by mandarin and fig leaf, as well as blond wood and musk.

HERMÉS H24

This fresh and delicate scent combines sage, narcissus and rosewood. It’s an aromatic, slightly metallic fragrance with floral and spicy accords. The bottle design is clean and classic, while the paper case is 100 per cent recycled and recyclable. H24 is the first perfume that truly expresses the contemporary man as seen by Hermès.

65 ml EAU DE PARFUM: R1 540

100 ml EAU DE COLOGNE: R1 929

EMPORIO ARMANI STRONGER WITH YOU ABSOLUTELY This irresistible fragrance from Emporio Armani is made extra-special by a new rum accord, while sustainably sourced lavender combines beautifully with liquorice and fruity notes. Other key components include warm vanilla, harvested in Madagascar, and smoky cedarwood, which is carefully extracted in Virginia in the United States. The scent comes in a stylish glass bottle with smoky lacquering that darkens towards the base, lending it a distinct liquor-like hue.

100 ml EAU DE COLOGNE: R2 120

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GUESS BELLA VITA Playful and fruity, this fragrance includes notes of Italian lemon, juicy cassis and blackberries. Softer, more floral elements come through in jasmine, tuberose and vanilla orchid, while a warm blend of amber wood, tonka bean, praline and musk adds a sensual sweetness. The fragrance was created as a tribute to the power of femininity and self-love. 100 ml EAU DE PARFUM: R1 099

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Words: Mark Smyth

Motorscribe

SIXTY YEARS YOUNG The Jaguar E-Type celebrates its 60th birthday in 2021. What better way to celebrate than in an E-Type Reborn?

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FEATURE

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WHERE THE MAGIC HAPPENS

he Jaguar E-Type is considered by many to be the most beautiful car of all time. Even Enzo Ferrari rather liked it and he made some gorgeous automobiles. Not everyone agrees, of course – that’s one of the great things about cars – but one thing is for sure, the E-Type deserves its own chapter in any book on automotive history. Restoring classics has always been big business but in recent years it’s become a focus for many of the manufacturers themselves. Whether it’s BMW Group Classic or Ferrari Classiche, there’s something to be said for having your pride and joy restored to its original glory by the company that built it. Jaguar Land Rover (JLR) has cottoned on to this and even built a 14 000 m2 facility near Coventry in the United Kingdom to house Jaguar Land Rover

Jaguar Land Rover’s purpose-built Classic facility – which it describes as the “largest of its kind in the world” – features 54 individual workshop bays and strip-down areas, a dedicated engine shop and space for as many as 480 vehicles. Some 30 bays at the British Midlands facility are set aside for the Reborn programme, where the dedicated team combines the latest technology with traditional craftsmanship techniques to restore and recreate some of the most iconic Jaguars ever made.

Classic Works. Here, bespoke models such as the classic Defender V8 are carefully handbuilt alongside rare continuation vehicles like the Jaguar C-Type. It’s also a place when many models

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are renewed. JLR’s Reborn programme sources original versions of some of the firm’s most iconic cars and restores them to the same standard as when they first left the factory. In some cases, they are even slightly improved, thanks to a few sympathetic modern touches that appear period but are better suited to our lifestyle. One such car is the Jaguar E-Type Reborn and we were fortunate to be invited to spend the day with it. Sadly, COVID-19 restrictions meant we didn’t get to fully explore the facility but that was fine since driving the car was the main attraction. Each Reborn model takes thousands of hours to build, with a painstaking attention to detail that can come only when you’re in the unique position of having access to the full archive of original drawings, specifications and parts. “You can buy another car from somewhere else,” Dave Foster, who heads up

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FEATURE JLR Classic Works told us, “but will it drive like the original? “We’re the only ones who can say whether it will or not. I think that’s what makes it so special, the authenticity of the car. We’ve got a wealth of industry experience – whether they be people who’ve worked in sheet metal, engines, suspension, chassis – they are poring over the drawing; they’re making sure everything is done as per the original spec.” All that expertise comes at a price, though. An E-Type Reborn will set you back upwards of £295 000 (that’s in the region of R6 million), more than you’d pay for a pristine car sourced from a loving collector. However, you’ll have a car that is as new with a story to tell like few others. To understand that story and indeed the story of one of the world’s most beautiful cars, we took to the road to appreciate what makes the 60-year-old E-Type so revered. But first, we had to just stand back and look at it. Those curves, the long

1. The Reborn programme benefits from 30 individual bays. 2. The period cabin features a few (subtle) modern touches. 3. Luggage space is more generous than you might think. 4. The beautiful tiller. 5. E-Type showing off its iconic silhouette. 6. Power for this model comes from a handbuilt 4.2-litre six-cylinder petrol engine.

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THIS JAGUAR HOLDS A VERY SPECIAL PLACE IN HISTORY 1

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FEATURE swooping bonnet that hides the handcrafted 4.2-litre six-cylinder, the teardrop rear. Beautiful? Sure. Iconic? Definitely. It’s a car to be admired, to take in and then – lucky old us – to drive. Inside, it’s as analogue as it gets, with perfectly positioned switches, pristine Smiths instruments and leather that feels and smells like it’s just been hand cut by craftspeople … which it probably has. Those modern touches mentioned earlier include a period-looking audio system that features Bluetooth, digital radio and even navigation because, while you might want to get out and explore new roads, sometimes you actually want to know where you’re going, too. The ignition has also been upgraded to something that is more likely than the original to start first time; again, a feature that’s much appreciated. Conscious of the fact it’s my first time driving an E-Type and that this one is particularly special, initially it’s simply a matter of taking it all in. The steering is remarkably precise; there’s none of the play you often find in a classic. The fourspeed manual gearbox feels equally solid, with a heavy but by no means unwieldy clutch. It all seems taut … new, even. That might detract from the sense of nostalgia for some who believe a 1960’s car should have all the character flaws that come with buying a classic, but for many this will be the realisation of a lifelong dream: the chance to buy a car new they wanted when they were young and can now finally afford. It’s the closest

you can get to actually buying a brand new E-Type. After a few kilometres along British country roads – enjoying the view of that massive bonnet that appears to have its

PRICE from £295 000 (around R6 million)

ENGINE 4.2 L, I6, petrol

TRANSMISSION 4-spd manual

POWER 198 kW @ 5 400 r/min

TORQUE 384 Nm @ 4 000 r/min

0-100 KM/H 7.3 seconds

TOP SPEED 246 km/h

1. The driver looks out over the E-Type’s distinctive bonnet. 2. The Jaguar is equally at home on a twisty road as it is cruising on the motorway. 3. This is a classic that remains iconic on so many levels.

own horizon – it’s time to get to know the car a bit better. After all, there’s a 4.2-litre engine to enjoy here. Treating it with the respect it deserves, the rev needle climbs effortlessly, the engine note rising to a level that’s on the one hand polite but on the other distinctly sporty. The E-Type quickly reveals its GT character, proving comfortable enough to drive to the in-laws on the weekend yet eager to be challenged on a mountain pass. It can be both elegant and rewarding; a car that commands respect but is happy to let you explore the limits of its design and engineering. There are, of course, no electronic aids. The E-Type is all about the purity of the drive. It’s about connecting with the car, forming a relationship and understanding how it interacts with the road beneath you. It’s about luxury, too, thanks to the perfectly trimmed leather, the neatly upholstered boot (which will happily accommodate your weekend luggage) and the immaculately milled switchgear. There are cars that are better to drive and cars more dramatic in their design, but few boast the captivating nature of the E-Type nor its instantly recognisable silhouette. It’s iconic on so many levels: design, engineering and even practicality. Whether you see it as automotive art or as a great piece of engineering, the fact is this Jaguar holds a very special place in the history of the automobile. And in the E-Type Reborn, you get to feel as though you’re writing its first chapter all over again. A

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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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COLUMN

Getting glitchy with it Help or hindrance? Tech features in modern cars are often far from perfect. Words: Brenwin Naidu

NBrenwin

f you’re a habitual nose-picker, the gesture control system offered by BMW might help with some cognitive rewiring. How? I’m glad you asked. Let me explain. Recently, while driving the 2021 M5 Competition, the hypersensitivity of the system became immediately apparent. Decidedly more so than when I first experienced the technology in the G11generation 7 Series back in 2016. That original version was frustrating for its indifference: you would be sitting there, doing the Vulcan salute, Amandla ngawethu fist and all manner of other hand signs, while the system usually responded by … doing precisely nothing. At that point, the person in the car alongside stopped texting and driving to observe your curious behaviour. The feature has clearly been redesigned to overcompensate because every single time I lifted a finger – to scratch my cheek (honest!) or point at yet another Volkswagen Polo driver doing something crazy – the audio system would be muted or another station inadvertently selected. The abrupt change usually startled me in a manner akin to when my grandmother would bark upon seeing my index finger making a slow approach to my nostril. In the minds of BMW’s engineers, the function was surely envisaged to operate far more harmoniously. Picture some

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

square-jawed fellow in an expensive suit happily wagging a finger to adjust the volume and flicking through tracks as if he were conducting a fine Bavarian orchestra. Smiling smugly as he does so, of course. The reality is quite different. And there are other examples of kit that, while designed to help the driver, prove to be more of a hindrance. If we’re zoning in on

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Brenwin Naidu

sensor-based items, allow me to lament some iterations of the lane-keep assistant that is becoming more ubiquitous. Now, let me say on record the concept is brilliant: steering and braking interventions that (gently) help you stay between the lines should you stray for some reason. Great, except most lane-keep programmes are easily flummoxed, particularly in a market like ours with road infrastructure that can be, well, “nuanced” in certain parts of the land. Not long ago, the Mercedes-Benz GLB I was driving down a big national freeway seemed to be triggered by the faint black lines on the tar where previous maintenance had been performed. The vehicle applied the brakes hard on the side it perceived as the offending one, just about prompting cardiac arrest. It was a similar story with the Maserati Ghibli Hybrid availed to me for a few hours. The sedan threw up its hands in that clichéd, Italian waiter kind of way after so much as sniffing the presence of the solid white line on the outside of the right lane. But the Haval Jolion really took the dim sum. It would beep every kilometre, emitting a repetitive chime that had me ready to drive off the road and into the dry grassland to my left. Be assured I am not bemoaning technological progress or the evolution of the automobile. As much as we all love normally aspirated engines, three pedals and other dying analogue hallmarks, I’m all for leaps in safety, efficiency and all-round improvements of the motoring experience. I guess the point to accept is that technological advancements are inevitably going to exhibit initial quirks. Heck, some scribe behind a typewriter 35 years ago probably expressed stern reservations about now-commonplace amenities such as electric windows or airbags. So, until lane-keeping functions get smarter and gesture control systems grow more intuitive, keep both hands on the wheel. And please – just please – stop picking your nose in traffic. A

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COLUMN

Is the Polo’s reign ending? The future of Volkswagen’s popular Polo isn’t quite as rosy as you might expect. Words: Mike Fourie

MikeFourieZA

hat killed the station wagon? The double-cab bakkie. What caused the MPV’s demise? The SUV. What sank the sedan? Again, the SUV and its sidekick, the crossover. What’s going to bring about the end of the supermini, which has dominated the local passenger vehicle market (if you don’t count bakkies) for such a long time? I will reveal all after the break. Everyone knows the vehicle market is in constant flux, not only in terms of the models on offer, but the types of vehicles that dominate sales. With time, one vehicle configuration will inevitably be superseded by another (unless it’s a double cab!). As a whodunnit, it’s not much of a page-turner; the sales statistics speak for themselves. For decades, the Volkswagen Polo has been the go-to purchase for young professionals; it paved the way for the Ford Fiesta, Hyundai i20, Renault Clio, Toyota Yaris and so forth. Whereas buyers once defaulted to a Toyota Corolla or a Golf, the Polo (and its like) offered first-time new-car buyers big-car features in an affordable package. Now, however, the tide is turning for the Polo and it shows in the sales numbers. The VW’s existential threats emanate from various quarters. Compact crossovers, which are clearly not content with wiping out C-segment hatchbacks and sedans, are

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.

not only proliferating, but also becoming more affordable. Yet, it’s the Polo’s baby brother, the Vivo – Volkswagen SA’s budgetoriented legacy model – that’s firming up the numbers. The sixth-generation Polo’s been in SA since the start of 2018 so VW will surely update it soon, I hear you say. Yes, indeed, the Wolfsburg-based brand’s updated version is scheduled to go on sale locally

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in early 2022. Cosmetically, the “Polo 6.5” incorporates several styling cues from the Golf 8 and, like its bigger brother, it’s brimming with technology. According to VW’s global press release, all versions will incorporate a digital instrument cluster, bigger touchscreens, an additional airbag, adaptive cruise control and lane-keeping assist, the latter two working in conjunction with a semi-autonomous driving assistance system. Volkswagen will start building the updated model in Uitenhage later this year and will again export it. But given the current range already starts at just under R330k, the prices for revised Polos (even if they aren’t quite as fancy as the European ones) will likely balloon. Commodity prices for materials such as copper, steel and aluminium have shot up this year and are approaching record highs, which doesn’t bode well for new-vehicle prices anyway. And what about the next all-new Polo? Frankly, the future is looking bleak for compact hatchbacks destined for Europe. Renault chief executive Luca de Meo recently suggested internal-combustionengined models such as the Clio (and Polo) could cost double as much as they do now by 2025 – when Euro 7 emission regulations come into force. De Meo cited an example of the requirement to fit expensive particulatefilter exhaust systems to petrol-powered cars, which would make larger models notably more expensive, but may have an utterly devastating impact on the affordability of traditional superminis. It would seem, therefore, that the requirements to conform with EU emissions standards may preclude the Polo from being a factor in Mzansi beyond the current model, although a lower-spec Polo 6/6.5 may yet fight on as the next-generation Polo Vivo (let’s hold thumbs). What will supersede it? Perhaps the recently unveiled Taigo crossover (known as the Nivus in Brazil), which will be produced on the firm’s MQB A0 platform. Volkswagen SA confirmed the model will be offered locally from 2022. Might it ultimately be built here, too? A

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COLUMN

Crash course In 2013, Melinda Ferguson had a high-profile car crash that forced her to review the way she saw the world. Words: Melinda Ferguson

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ar crashes are strange. Depending on their severity, they can live with you for years. Perhaps even for the rest of your life. After such an incident, most people say things like: “it wasn’t my fault”, “that guy came out of nowhere” or “that woman was driving like a crazy person”. Some excuses can be really quite creative: “I started to slow down but the traffic was more stationary than I thought.” Others brandish their crashes like in-your-face tattoos. A bit like those “I caught a fish this big” stories, with the anecdotists vying for the title of most outrageous tale. Others shove their collisions into a box of bad memories, relegated to a shameful experience and best forgotten. In 2013, I had a monumental car crash that I could hardly hide away in the casket of unmentionables, as much as I longed to. I took a R3.2 million Ferrari California on a test drive and landed up totalling it some eight hours later. And when I say “totalled”, I mean bits and pieces of supercar were strewn across the road; a tyre here, a side mirror there. The shell was crumpled, the engine sardined. To cut a long story short, while overtaking a slow-moving truck, I failed to take note of an intersection and ended up T-boning a seven-seater Mitsubishi Pajero. After spinning out of control, almost obliterated by an overzealous air-

Melinda is the author of three bestselling memoirs: Smacked, Hooked and Crashed. She is a motoring journo for the Daily Maverick and has a Saturday car show on Cape Talk. She heads up publishing imprint Melinda Ferguson Books.

bag, I emerged from the wreckage like a zombie. The first thing I remember saying was: “I didn’t see the robot! A tree branch was blocking my view.” To this day, even though I know this to be true – I have the photographs to prove it – most people thought it was just another tall story, in the same vein as: “the

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accident was due to the road bending”. Thankfully, I wasn’t drunk or stoned despite the rumours that quickly began to spread. In fact, I was celebrating 14 years clean and sober by taking that red Italian beauty out for what was meant to be a joyous drive but instead ended up as an utterly unforgettable Monday, with the expensive Ferrari ultimately exiled to the car cemetery. It became nearly impossible to hide away from my shame as photographs were snapped on the scene … and they soon went viral. The Sunday Times published a story a few days later under a headline along the lines of: “Author trashes rare R3.2 million Ferrari”. I was told Gareth Cliff spent 10 minutes on 5FM belittling me, insinuating that women shouldn’t be allowed to drive Ferraris, while another radio station went one misogynistic step further and hosted a phone-in, asking listeners whether females should be allowed to pilot supercars at all. By this stage, I was crying too much to pay any notice. I’d just been handed an excess bill of around R350 000, plus owed another R330 000 to the Pajero driver. I landed up checking myself into a clinic because I simply couldn’t stop crying. Three weeks and a hell of a lot of tissues later, I emerged to face my critical (mainly male) colleagues at the launch of a new Renault Duster. I’d come across a Zen Buddhist quote during my hospitalisation that went something like this: “Don’t wait until the car crash to get your priorities straight. Do it now.” I was faced with two choices: curl up, leave the world of motoring behind and die or get back into the saddle, pay more attention at intersections, sign up for some advanced driving lessons and forgive myself. And so I did the latter. A

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WATCHES WITH STORIES

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FEATURE

ON A WING AND A Words: Gautam Sharma

DARE Who’s faster from A to B? A paragliding world champion or our man in Lamborghini’s super SUV? Let’s race across the Alps to find out…

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DUROGATI GREW UP IN THE TOWN OF MERANO AND WAS INTRODUCED TO PARAGLIDING AT THE AGE OF SIX 1. Durogati has a deep love of mountain sports. 2, 3 & 4. The Lamborghini Urus puts its all-wheel-drive system and four-wheel steering set-up to good use. 5. The Italian’s list of sporting achievements is lengthy.

On the face of it, this should be a contest of great disparity. It hardly seems fair to pit the muscle-bound Lamborghini Urus against a chap with a paraglider propelled solely by thermal air currents. Yet, here we are, assembled in the town of Bormio, nestled in the Italian Alps. Over the next day, we – a handful of journalists – will each be mounted up in an Urus for a race against paragliding champion Aaron Durogati. Our Lamborghini convoy will cover a distance of 161 km along a spectacular route snaking across the Alps, taking us from Bormio to Pinzolo. Along the way, we’ll have our race with Durogati, who will take off from the lofty heights of Passo Gavia, 2 652 m above sea level. He’ll take the airborne route to the valley below, while our automotive convoy will have to negotiate a narrow, winding road, strewn with tight hairpin bends. A bit of background on Durogati: he grew up in the nearby town of Merano and was introduced to paragliding by his father at the age of six. The adventure-seeking youngster had to wait another nine years before his dad permitted him to make his first solo flight. A lad with a deep love for the mountains – a sentiment undiminished to this day – Durogati, who is now 35, excelled at alpine sports. He started skiing when he was three or four years old and was racing by the time he was 10. Although his competitive instincts are now focused on paragliding, the softly spoken Italian still enjoys mountaineering and free-riding (skiing along ungroomed terrain, with no set course or rules). His respective fondness for paragliding and skiing furthermore come together via speed riding, a sport that combines the two disciplines. Durogati’s sporting CV is lengthy, with highlights including a Paragliding World Cup title in 2012, which he describes as “the most emotional moment of my life

THE GRABBER X3 TYRE GOES ON AND ON...

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THE AUTOMAKER’S ANNUAL SALES FIGURES HAVE MORE THAN DOUBLED SINCE THE ARRIVAL OF THE URUS 1, 2 & 3. The Italian super SUV is able to keep up the pace on both tarmac and gravel. 4. Durogati has a pair of Paragliding World Cup titles to his name. 5. Best route is as the crow flies?

until then”. His focus then shifted to the Red Bull X-Alps, which combines the elements of hiking and flying in a gruelling race that sees athletes carry all their paragliding equipment to each of their take-off points. When conditions are favourable during the X-Alps, athletes use their paragliders to fly. When they are not, they must run or hike, carrying their paraglider and other mandatory equipment. The use of tunnels and other forms of transport is not permitted. The first edition of the Red Bull X-Alps led from Austria’s Dachstein Glacier to Monaco via Germany’s highest mountain, the Zugspitze, as well as Mont Blanc and Mont Gros in France. Seventeen athletes and their support teams covered a distance of 800 km as the crow flies. Although being suspended thousands of feet in the air by a fabric chute and cables might seem a hairraising prospect, Durogati insists paragliding is not an extreme sport. That said, it’s not without significant risk, and competitors taking part in the X-Alps must be in peak physical condition. Speaking of peak physical condition, the Urus is as rapid and dynamic as SUVs get. The sharp-edged all-terrainer shifted the Raging Bull marque well away from its supercar roots when it launched in 2018, opening up the brand to a whole new set of buyers. The company’s balance sheets show it was a well-considered move, as Lamborghini’s annual sales figures have more than doubled since the introduction of the Urus. The marque’s previous best annual sales tally was 3 815 units in 2017; in 2019, total sales had multiplied to 8 205 units, thanks to the Urus. Last year would have been even better had the onset of the COVID-19 pandemic not halted production at Lamborghini’s Sant’Agata Bolognese factory for seven weeks. Order a new Urus today and you could be waiting anywhere between six and nine months for your vehicle, illustrating the level of demand for the SUV. It’s not hard to see why the Urus is such a hot seller.“It’s the only vehicle that enables you to conquer dunes, yet still

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THE URUS DELIVERS ALL-ROAD PACE AND POTENCY THAT ARE ALMOST UNTHINKABLE FOR A 2.2-TONNE SUV 1. The colourful Urus convoy charges across the mountainous route, making light work of the narrow, twisting roads. 2. The 35-year-old paragliding champ is an expert at reading and exploiting thermal drafts.

be able to hit 305 km/h on the tarmac,” said Emanuele Camerini, Lamborghini’s head of media relations for Europe, the Middle East and Africa. This also explains why Urus owners cover more than double the number of kilometres each year than is the case with buyers of the Huracán and Aventador. The Urus is backed by a formidable set of credentials. At its heart lies a twin-turbo 4.0-litre V8 petrol engine thumping out 478 kW and 850 Nm, spearing it from 0-100 km/h in a claimed 3.6 seconds and on to 200 km/h in just 12.8 seconds; stats that wouldn’t look out of place on a supercar. The Urus isn’t a mere straight-line bully though, as it comes armed with a state-of-the-art four-wheel-drive system featuring active torque vectoring and four-wheel steering. It also boasts huge carbon-ceramic brakes, adaptive air suspension and active roll stabilisation, which combine to deliver all-road pace and potency that are almost unthinkable for a 2.2-tonne SUV that stands over 1.6 m tall. As we charge across our mountainous route, the Urus feels far more compact than it is. The roads we’re traversing are extremely narrow, with a mountain face on one side and a sheer drop on the other. Yet, the big Lambo makes light work of it, with the four-wheel steering playing its part in boosting agility, something that’s especially noticeable through hairpins. Meanwhile, Durogati – who just a few minutes ago leapt off the edge of the cliff at Passo Gavia (incidentally, it lies along the route of the iconic Giro D’Italia bicycle race) – is doing his best to make a beeline for the designated landing spot in the valley below. The paragliding ace says the key to success in his sport is being able to read the thermal drafts and best exploit them to travel quickly and efficiently in the chosen direction. One insightful clue he shares: “The air above brown fields is warmer than air over green fields. The idea is to stay in that tube of warm air.” During the Red Bull X-Alps, explains Durogati, each race stage typically starts

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LAMBORGHINI URUS Price: R3 995 000 Engine: 4.0 L, V8, turbopetrol Transmission: 8-spd AT Power: 478 kW @ 6 000 r/min Torque: 850 Nm @ 2 250-4 500 r/min 0-100 km/h: 3.6 seconds Top speed: 305 km/h

AARON DUROGATI Date of birth: 6 June 1986 Place of birth: Merano, Italy Discipline: Paragliding Start of career: 2009 Paragliding World Cup wins: 2 Favourite mountain: Monte Muta Family: Renata (partner), Arno (son)

1, 2 & 3. The Urus is offered in all sorts of colours, while the range in SA furthermore includes special Pearl Capsule and Graphite Capsule variants. 4. Durogati doing what he does best.

by midday, but pilots are allowed to get airborne from 10 am onwards. He says his aim is to soar as high as possible near the starting position, as this enables him to control the race. That said, he concedes: “The risk with leading is that you show the other competitors the wind [enabling them to capitalise on this knowledge]. “On a good day, we cover 230 km [of race distance], but this involves 400 km of actual flying,” he points out. As with sailing, each race is run over a course with pre-set turning points and crossing the finishing line first is as much about adopting a canny strategy as it is about skilful flying. Back on terra firma, our thundering Urus fleet is making brisk progress across the sinuous mountain road. Some light rain has started to fall but this has no effect on our pace as the combination of all-wheeldrive traction and the massive footprint provided by the Pirelli rubber ensures the Lambo remains glued to the tarmac. The Urus has no fewer than six drive modes – Strada (Highway), Sport, Corsa (Track), Neve (Snow), Sabbia (Sand) and Terra (gravel and rocks) – enabling both chassis and drivetrain to be optimised for any surface. We remain predominantly in Sport mode, which sharpens performance and makes the twin-turbo V8 more vocal. A short off-road stint sees us briefly switch to Terra. As the landing spot looms up ahead, we see Durogati has already touched down and he’s now gathering up his billowing chute and myriad lines that connect it to his harness. It’s proof the aerial route is almost invariably the quickest way from point A to B. Apart from being an exhilarating experience, our road-versusair race serves to highlight the super SUV’s breadth of ability and sheer pace across all surfaces. There’s a strong synergy with the “conquer all terrain and elements” philosophy of competitive paragliding, which explains why Durogati is a Lamborghini brand ambassador. The Italian flyer is peerless in the air, while the Urus has few equals on the ground. A

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DEEP DRIVE

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oodles of space and comfort; silky smooth V8 power

spills out of parking bays; cabin not quite at S-Class level

Mercedes-Benz GLS580 4Matic 9G-tronic It’s bigger, more luxurious and more technologically advanced than ever. But is the new GLS really the S-Class of SUVs? Words: Ryan Bubear Photos: Kian Eriksen

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ead over to your toolbox, have a rummage around and dig out your trusty tape measure. Found it? Wonderful. Now mark out 5 207 mm, which happens to be the exact length of the new Mercedes-Benz GLS. If you’re like us, your cheap-and-cheerful measuring tape runs out of real estate at a mere five metres, just like the average South African parking bay. Such an exercise serves to illustrate that the latest three-row GLS has become an automotive behemoth. In fact, it’s 77 mm longer and 22 mm wider than its already king-sized predecessor, while the wheelbase is 60 mm more generous than before at a mammoth 3 135 mm. As you might expect, the result is just as the Mercedes-Benz design team surely intended: a truly cavernous interior. There is, however, a less favourable consequence of those dilated dimensions, as any attempt to dock the seven-seater in a typical shopping mall parking space

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conjures up visions of a 140 kg tight-head prop inelegantly trying to wedge himself into an economy-class airline seat. It’s just not going to end well. Still, the sheer size of the new X167-generation model lends it a surfeit of road presence, particularly when specified with the more aggressively styled body elements that come bundled with the optional AMG Line package. The charisma continues inside this GLS580 derivative, where the widescreen cockpit is fitted as standard, along with items

such as wireless smartphone charging, an expansive panoramic sunroof, a 13-speaker Burmester surround sound system and heated/ventilated front seats. The familiar double-width screen comprises a pair of 12.3-inch displays rather than the 10.25-inch twins used in the German company’s lesser models, again smartly positioned side by side under a seamless panel of glass. The system’s responses are rapid, the graphics crisp and the displays highly

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configurable, though the GLS buyer may feel more than just a tinge of jealousy once they catch a glimpse of the frankly gargantuan MBUX Hyperscreen available in the W223-generation S-Class and electrically powered EQS (see page 24). The interior designers have included stacks of soft leather surfaces, substantial-feeling controls and a couple of grab handles on the centre console, the latter serving to remind occupants the GLS is indeed capable of heading off the

beaten track. In addition, we didn’t detect the sorts of creaks or rattles that seem to plague so many other modern Mercedes models. Ultimately, though, while the front quarters feel suitably upscale and special (even without many of the numerous options fitted), they’re not quite as much of an occasion to experience as those of the even more sumptuous S-Class sedan. Where the Alabama-built GLS – which the firm makes a point of describing as the “S-Class of SUVs” – does set

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1 1. The GLS makes no attempt to hide its considerable bulk. 2. The widescreen display is fitted as standard. 3. Grab handles on either side of the central tunnel hint at this model's offroad ability. 4. Plenty of space to stretch out up front. 5. Those optional AMG-style 22-inch alloys will set you back an additional R50 300.

itself apart from the flagship luxury saloon though, is in terms of spaciousness. Those seated in the second row of Stuttgart’s largest SUV enjoy the most significant benefits of the extra length between the

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DEEP DRIVE axles, with claimed legroom here increasing by a full 87 mm when the electrically adjustable pews are set to their rearmost position. There really is plenty of room to stretch out. The final row of two individual perches, meanwhile, is a little trickier to access (as it is in most seven-seaters), despite the standard fitment of an electrically initiated tilt-and-tumble function for the second row. While the brand claims this last row features “fully fledged seats” that are “suitable for people up to 1.94 metres tall” (despite somewhat conflictingly billing the vehicle as a “5+2-seater”), we found the area better matched to young children, owing to short seatbacks and limited foot space. Stowing the split-folding second and third rows, however, is as simple as flicking a switch, which liber-

ates a whopping 2 400 litres of utility space. For the record, claimed luggage capacity is a reasonable 355 litres with all seats in place. The GLS580 variant – which slots in above the oil-burning GLS400d but below the

eight unit delivers its 360 kW and 700 Nm to all four corners via a nine-speed automatic transmission, while the 48-volt electrical system (complete with an integrated starter-generator) is capable of adding 16 kW and 250 Nm for

THE BIG-DRINKING PETROL ENGINE IS FANTASTICALLY SILKY, PURRING AWAY IN THE BACKGROUND supremely posh MercedesMaybach GLS600 and ripsnorting Mercedes-AMG GLS63 – draws its urge from a freshly developed, electrified version of the German automaker’s familiar twin-turbo, 4.0-litre V8 petrol engine. The bent-

short bursts. The big-drinking combustion engine is fantastically silky, purring away unobtrusively in the background while offering the driver swift access to a deep mine of torque rendered even deeper by the

mild-hybrid system. Though the V8 soundtrack is suitably muted under low to moderate throttle, it builds to downright throaty under more aggressive inputs, with the 2.5-tonne barge responding by hunkering down and reeling in the horizon. When the tarmac turns twisty, the all-paw GLS – which ships standard on air suspension with adaptive dampers – remains unexpectedly composed, cleverly disguising what should be an obvious top-heaviness and serving up more grip than it has any right to. Even sans the optional E-Active Body Control system (which adjusts the spring and damping forces at each wheel individually for an extra R118 300) and riding on 22-inch AMG multi-spoke alloy wheels (yours for the sum of R50 300),

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1. Familiar V8 here features electric assistance. 2. Optional AMG Line package adds more expressive styling. 3. Panoramic sunroof floods the cabin with light. 4. Second and third rows fold down to free up massive utility space.

DEEP DATA

MERCEDES-BENZ GLS580 4MATIC 9G-TRONIC Price: R2 045 160 Engine: 4.0-litre, V8, turbopetrol Transmission: 9-spd AT Driven wheels: 4

Power: 360 kW @ 5 500 r/min (+16 kW EQ Boost) Torque: 700 Nm @ 2 000-4 000 r/min (+250 Nm EQ Boost) 0-100 km/h: 5.3 seconds Top speed: 250 km/h Fuel consumption: 10.0 L/100 km CO2: 223 g/km Length: 5 207 mm Height: 1 823 mm Width: 1 956 mm Wheelbase: 3 135 mm Weight: 2 545 kg Luggage capacity: 355 L Fuel tank: 90 L Warranty: 2 years/ unlimited km Maintenance plan: 5 years/100 000 km

THE VERDICT

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the GLS wafts along with the sort of sophisitication entirely befitting a Mercedes-Benz SUV with an “S” in its name. So, is this latest GLS really the S-Class of the luxury SUV world? Well, Mercedes certainly believes so, having adjusted the nomenclature of the second-generation GL – the very existence of which

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this is likely entirely by design, as the company simply can’t have the GLS tread on the toes of the S-Class. Still, anything the new GLS may lack in atmosphere or sense of occasion compared with its more storied saloon sibling, it virtually makes up for in sheer size, both inside and out. Just take care in those comparatively tiny parking spaces. A

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prompted BMW to develop the X7 – to include the letter back in 2016. In reality, the GLS doesn’t quite exhibit the difficult-to-define aura that makes the S-Class so special, even if it offers a remarkably similar combination of luxury, comfort and technical innovation. Although the Benz bigwigs may not care to admit it,

While the inimitable S-Class saloon remains the pinnacle of the MercedesBenz range, the GLS offers an almost-as-special alternative, complete with the benefits of seven seats and added ground clearance. This GLS580 may well be the pick of the range, offering nearAMG levels of straight-line performance and plenty of luxury for more than a million less.

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surprisingly fun; a compelling daily driver

detuned for SA; soundtrack a little tame

BMW 128ti Steptronic The new 128ti is BMW’s bid to beat the Volkswagen Golf GTI at its own game. And, boy, is it a strong effort. Words: Ryan Bubear

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imes have changed, haven’t they? After spending much of its storied history crafting a reputation for eminently sporty rear-driven wares, BMW today also builds a front-wheel-drive hot hatch, powered by a transversely mounted four-cylinder turbopetrol engine. Purists, shield your eyes. This is the 128ti. Let’s cut to the chase. The Munich-based firm’s first attempt at a conventional front-driven hot hatch (if you don’t count modern JCW-badged Mini models, of course) is a remarkably convincing one. It had to be considering it’s pitched squarely at would-be buyers of the popular Volkswagen Golf GTI. You see, rather than attempt to conjure up a hard-edged contender to lock horns with the likes of Honda’s razor-sharp Civic Type R and Renault’s kidney-jiggling Mégane RS

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WITH THE WICK TURNED DOWN, THE BMW IS VERY WELL POSITIONED TO TACKLE THE GOLF GTI 300 Trophy, BMW has opted for a more rounded approach. So, just like the eighth iteration of Wolfsburg’s mid-size hot hatch, the box-fresh 128ti employs a 2.0-litre lump driving the front axle. Interestingly, the B48 four-pot has been detuned for markets such as South Africa, losing 15 kW and 20 Nm to settle on peak figures of 180 kW and 380 Nm. Why the reduced outputs? Well, with the wick turned down, the newcomer is perfectly positioned to tackle the 180 kW/370 Nm Golf 8 GTI. In addition, the move puts a little more air between the 128ti and the 225 kW M135i xDrive, with the all-paw flagship coming in R120 770 dearer. Despite the SA-spec model’s claimed 0-100 km/h time

OVER THE YEARS While the GTI can rely on eight generations of uninterrupted hot-hatch lineage, BMW’s challenger doesn’t quite enjoy the same depth of pedigree. Still, the Turismo Internazionale designation dates all the way back to the early 1960s and has adorned various sporty models over the years. Here are the first and the last times the moniker was used before being revived for this front-driven 1 Series…

slowing some two-tenths to 6.3 seconds and the top speed dropping seven units to 243 km/h, the 128ti still feels suitably alert. In fact, throttle response is near immediate, while the crisp-shifting eightspeed automatic torqueconverter transmission (BMW is well aware the typical GTI buyer prefers two pedals to three) does a bang-up job of keeping the punchy engine on the boil, and furthermore offers the use of paddle shifters. While modern full-fat M models come fitted with a

BMW 1800 TI Introduced in 1963, the 1800 TI employed a four-cylinder petrol engine boasting dual Solex sidedraft carburettors. The rear-wheeldrive sedan made its mark both in the rally world and on track. BMW furthermore built 200 examples of the special-edition Sport Ausführung model (badged “1800 TI/SA”), which served up a healthier 96 kW and hit three figures in just 9.0 seconds.

1. The "ti" decals on the flanks can be optionally deleted. 2. Red details abound. 3. M Sport suspension results in a 10 mm drop in ride height. 4. Note the dark finish for the kidney grille.

Engine: 1.8 L, 4-cyl Power: 81 kW Top speed: 175 km/h 0-100 km/h: 11.0 seconds

BMW 325ti Compact

In the mid-1990s, BMW applied the “ti” badge to its 3 Series Compact (E36) hatchback range, introducing the 103 kW 318ti and 125 kW 323ti. Once the E46 line-up hit the market in the early 2000s, the flagship version of the three-door 3 Series Compact became the 325ti (there were also four-cylinder 316ti and 318ti models), powered by a 2.5-litre straight-six petrol powerplant.

Engine: 2.5 L, 6-cyl Power: 141 kW Top speed: 235 km/h 0-100 km/h: 7.1 seconds 3

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comparatively complicated drive mode system offering the driver a frankly unnecessary level of fine-tuning, the 128ti’s item is refreshingly simple. It comprises just a trio of settings, with the sportiest configuration furthermore allowing a basic level of adjustment for the steering, engine and transmission. In short, it’s a proper point-and-shoot affair, just as a hot hatch should be. Regardless of the chosen mode, however, the 128ti is perhaps a little too mild mannered in the aural department, even with artificially enhanced engine sound pumped into the cabin. If you’re a staunch opponent of such fakery, this can interestingly be

THERE'S A DELIGHTFUL SENSE OF MID-CORNER BALANCE, INSPIRING PLENTY OF CONFIDENCE set to “reduced” via the infotainment system. The Bavarian firm has furthermore opted not to include any pops and bangs on the overrun. Make of that what you will. Still, there’s far more to a hot hatch than the soundtrack. Where the 128ti really comes into its own is with its ride and handling balance. The clever limited-slip differential minimises (rather than eradicates)

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torque steer and wheel scrabble, allowing the pilot to get on the power sooner out of a bend. There’s a delightful sense of mid-corner balance, too, inspiring plenty of confidence once the tarmac turns twisty. The bespoke tune for the M Sport suspension includes stiffer springs, firmer anti-roll bars and a ride-height drop of 10 mm, while the modelspecific 18-inch alloys are wrapped in 225/40 rubber.

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Though there’s a slight edge to the ride at low speeds, this quickly fades into the background as the driver pushes on. BMW doesn’t offer adaptive dampers for the 128ti, though the passive setup is so well sorted there wouldn’t be a need to spend the money if such an item were to suddenly appear on the list of options. While the exterior styling of the F40-generation 1 Series has been described as “bloated” (some have even accused 1. The cabin feels suitably upmarket, with loads of neat details. 2. Balance between handling and comfort is spot on. 3. Sports seats are snug. 4. BMW's intuitive iDrive system, present and correct.

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DEEP DATA DEEP DATA BMW 128TI STEPTRONIC Price: R687 418 Engine: 2.0 L, 4-cyl, turbopetrol Transmission: 8-spd AT Driven wheels: F Power: 180 kW @ 5 000-6 500 r/min Torque: 280 Nm @ 1 500-4 400 r/min 0-100 km/h: 6.3 seconds Top speed: 243 km/h Fuel consumption: 6.8 L/100 km CO2: 156 g/km Length: 4 319 mm Height: 1 434 mm Width: 1 799 mm Wheelbase: 2 670 mm Weight: 1 505 kg Luggage capacity: 380 L Fuel tank: 50 L Warranty: 2 years/ unlimited km Maintenance plan: 5 years/100 000 km

the hatchback of adopting an MPV-like persona), the 128ti cuts a sleeker figure thanks to its lower ride height and the M Sport body kit. It furthermore gains a black grille, black side-mirror caps, red M Sport brake callipers and crimson detailing for items such as the front air inlets, side skirts and rear bumper’s faux vents. These trim pieces – along with the deletable “ti” decal ahead of the rear wheels – are black if Melbourne Red or Misano Blue paint is specified. The upmarket cabin is brimming with pleasing little details, from the thickrimmed steering wheel and M colours on the seatbelts to the appealingly straightforward instrument cluster and red “ti”

badge stitched onto the centre armrest. The front sports seats are trimmed in a combination of cloth and artificial leather, and are fittingly figure hugging without feeling too firm of cushion, while BMW’s iDrive system is present and correct. Overall, the 128ti feels decidedly special inside. We should emphasise this cracking little hot hatch is not a full-fat M product ... it doesn’t even fall under the M Performance banner. In fact, the 128ti is an entirely different beast to the rear-driven, six-cylinder M135i and M140i models of generations past and that’s perfectly okay. The new 128ti is easily the most compelling derivative in the 1 Series range. Where-

THE VERDICT

4½ 5 The new 128ti has confidently strode onto the hothatch playground, aimed a punch squarely at the esteemed VW Golf GTI and left the legend with a bit of a bloody nose. That’s no mean feat considering this is Munich’s first crack at a front-driven hot hatch. Bravo, BMW!

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as the underwhelming (and heavier) M135i xDrive is bordering on anodyne, the 128ti is packed with character, proving more entertaining to drive despite its lower outputs. Though dyed-in-the-wool BMW fans may decry the fact the 128ti settles for a four-pot that drives the front wheels (sans the option of a manual gearbox, no less), this new hot hatch is a refreshingly honest take on the conventional hot hatch recipe, mixing equal parts usability and dynamic talent. In short, it’s a genuine rival for the venerable GTI. Look out, Wolfsburg. A

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outrageous pace and agility; comfortable when you need it to be

pricier than the RS6 Avant; touchscreen tricky to use on the move

Audi RS Q8 quattro tiptronic Audi’s flagship RS offering is a vehicle of extremes; weight, power, wheel size and price among them. But it’s also an astonishing piece of engineering. Words: Ryan Bubear

Ryan_Bubear

erformance vehicles from Audi are well known for their broad breadth of talents, with the archetypal RS model defined by its ability to deftly balance monster performance and everyday comfort. Does the Ingolstadt-based firm’s most extreme performance SUV yet stick to this middling formula or have the folks over at Neckarsulm tossed out the Audi Sport rulebook and sacrificed a whacking great dollop of versatility at the altar of sportiness? Considering the German firm would tell anyone who’d listen the RS Q8 was the fastest SUV around the Nürburgring Nordschleife (before Porsche spoiled the party), you’d almost certainly think it’d be the latter. But, despite its on-circuit exploits, the hottest version of Audi’s flagship coupé-style SUV won’t

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brake pedal after locking in launch control and the hulking SUV’s rear end will hunker down as it surges off the line with remarkable composure, the permanent all-wheel-drive system transmitting the eight-pot’s substantial outputs to the road with little fuss. Owing to pummel your kidneys into submission should the road surface turn anything short of perfect. A gentle prod of the throttle won’t send small children scurrying in search of the nearest matriarch. Instead, it sticks resolutely to the script, exhibiting Audi Sport’s signature malleability. Yet, the RS Q8 somehow also manages to push the performance envelope. While it’s almost unassumingly docile when pottering about town, engaging the sportiest setting – achieved with a simple prod of the RS mode button on the steering wheel – unlocks truly mighty performance from the twin-turbo 4.0-litre V8 engine. Shared within the Volkswagen Group with the likes of the Lamborghini Urus, the TFSI unit is tuned to deliver a heady 441 kW and 800 Nm. The result is relentless linear acceleration that seems to continue well after the 0-100 km/h sprint in just 3.8 seconds; that’s a mere two-tenths tardier than its Raging Bull cousin, we should point out. The RS Q8 is electronically limited to 250 km/h as standard, though Audi South Africa will optionally lift that figure to 280 km/h (rather than the Urus-matching 305 km/h offered in some markets) if you're prepared to tick a certain R34 100 box. Slide your foot off the

DEEP DATA AUDI RS Q8 QUATTRO TIPTRONIC Price: R2 354 500 Engine: 4.0-litre, V8, turbopetrol Transmission: 8-spd AT Driven wheels: 4 Power: 441 kW @ 6 000 r/min Torque: 800 Nm @ 2 200-4 500 r/min 0-100 km/h: 3.8 seconds Top speed: 250 km/h (optional 280 km/h) Fuel consumption: 12.1 L/100 km CO2: 283 g/km

Length: 5 012 mm Height: 1 694 mm Width: 1 998 mm Wheelbase: 2 998 mm Weight: 2 390 kg Luggage capacity: 605 L Fuel tank: 85 L Warranty: 1 year/ unlimited km Maintenance plan: 5 years/100 000 km

the RS sport exhaust system – complete with black tailpipe trim as standard – each upshift from the eight-speed automatic transmission is announced with suitable aural vigour, though the cabin insulation is so effective only passers-by benefit from the full earful under full throttle.

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Back off the accelerator once you’ve run out of road (or courage) and the exhaust rumbles menacingly on the overrun. So, it’s frighteningly quick in a straight line. But what happens when you throw it into a bend? Something astonishing, considering its

size, weight and ride height. Thanks to a veritable army of clever features – such as rear-wheel steering, adaptive dampers and a mechanical centre differential capable of sending up to 85 per cent of drive to the rear axle – the 2.4-tonne RS Q8 feels markedly smaller and lighter

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1. The RS-specific grille ships standard in gloss black. 2. Rotor-style alloy wheels measure a whopping 23 inches in diameter, the largest yet for an Audi. 3. A thin light strip joins the distinctive rear clusters.

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DEEP DRIVE than it is, exhibiting an entirely unexpected level of agility. Spring for the optional electromechanical active roll stabilisation system (R94 000) and Audi maintains it’ll corner flatter still. The eye-widening levels of grip are accompanied by appropriately stout performance from the ceramic brakes optionally fitted to our test unit for R202 000 (yes, more than you’d pay for a mid-spec Suzuki Swift). Visually distinguished by blue callipers, this uprated braking system’s discs measure a whopping 440 mm up front and 370 mm at the rear, each framed by a 23-inch Y-spoke alloy. Despite employing the largest diameter wheels ever fitted to a production Audi, the RS Q8 rides with the sort of poise you’d expect from a luxury vehicle, even if there’s always a slight underlying firmness to proceedings. The standard adaptive air suspension system varies its reactions according to the chosen driving mode (there are as many as eight), while also offering the ability to adjust the ride height across 90 mm. Inside, it’s standard Audi fare, which means pleasing fit and finish, broad uncluttered surfaces and loads of technology. As with other full-size Audi models, the RS-badged Q8 adopts a pair of stacked touchscreens; the upper 10.1-inch display takes care of infotainment and navigation, while the lower 8,6-inch item covers climate control and various

1. The RS Q8 cuts an imposing figure. 2. Stacked screens look great but gather fingerprints very quickly. 3. Single-piece, leather-trimmed sports seats up front boast heating, ventilation and massage functions.

other convenience functions. It’s lovely to look at but the touch-based system (like most) is tricky to use on the move and collects fingerprints at a rate of knots. Its size also means there's precious little storage for oddments up front. The sports seats are finished in Valcona leather (with a

attack, it offers the sort of blistering performance – both in a straight line and through the twisties – that bluntly shouldn’t be possible in an SUV. Yet, dial back the drive settings, rein in your right foot and it transforms into a luxurious cruiser. Its breadth of ability is remarkable (the air suspension means it can even venture a short way off the beaten track), though despite the best efforts of the 48-volt mild-hybrid system and cylinder deactivation function, it’s still a heavy drinker of unleaded. There is a fly in the ointment, though. The RS6 Avant is also available, boasting the same über-muscular powertrain but in a lighter body with a lower centre of gravity. It’s R300 000 less expensive, too. But, of course, the world in general and local buyers in particular have developed a dislike of the wagon body shape almost as strong as their attraction to the crossover, which stands the RS Q8 in good stead. Regardless of your preference, there’s no question this big Audi is an extraordinary piece of engineering. A

THE VERDICT 3

honeycomb pattern and red stitching) and offer a smart mix of support and comfort. The luggage compartment is substantial at a claimed 605 litres, while rear headroom is decent despite the dramatically sloping roofline. Legroom for rear passengers, meanwhile, is generous, with the three-

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seat bench boasting slide and recline functions. The inclusion of frameless doors with a power soft-close function are a neat touch. It may be the most expensive Audi bar the V10-powered R8 twins but the RS Q8 – which garners copious amounts of attention out on the road – is

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a whopping R600 000 cheaper than the Mercedes-AMG GLE63 S Coupé, while undercutting the BMW X6 M Competition by more than R500 000. For the record, our test unit was specified with nearly R390 000 worth of extras. So, what do we make of the RS Q8? Well, set to maximum

4 5 Audi has struck an admirable balance with its biggest, priciest RS model yet. Blisteringly fast one moment and comfortably cruising the next, the RS Q8 is the quintessential Audi Sport product, albeit in SUV form. We’d probably still opt for the scintillating RS6 Avant, though.

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plenty of space and standard kit; new dualclutch gearbox

that chrome grille might not be everyone’s cup of tea

Hyundai Santa Fe 2.2D Executive Hyundai has handed its Santa Fe a comprehensive makeover. So, should you consider it over the popular bakkiebased alternatives? Words: Vann van Staden

winewheelsandwatches

hen a manufacturer brings out a new or refreshed version of a vehicle, one of two things tends to happen. Sometimes, the changes are small and subtle, barely noticeable bar perhaps a limited edition badge here or a new two-tone exterior paint option there. Other times, the vehicle’s appearance and underpinnings are completely overhauled. The latter approach is obviously the braver of the two, though it’s not always well received. Take Land Rover, for example. When the British firm unwrapped the new Defender, staunch fans of the original nearly went into cardiac arrest. Once the initial shock had subsided, much of the public sat back and appreciated that Land Rover had transformed the Defender into a still capable but crucially now comfortable vehicle. In the old model, your spine was under threat every time you approached a bump in the road but the latest unibody version rides with far more sophistication. Agony turned into ecstasy and now Land Rover simply can’t keep up with the demand for its new Defender.

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Hyundai, on the other hand, has pretty much found the perfect balance between major and minor changes with its heavily facelifted fourth-generation Santa Fe, which interestingly switches to an upgraded platform. The exterior, for instance, gains a bold new look, dominated up front by a striking new chrome grille. Further changes at the pointy end of this large SUV include T-shaped daytime running lights and a fresh front bumper that folds neatly around the grille, while the wrap-around taillights gain a classy redesign, too. The interior, meanwhile,

has also seen major improvements, with an emphasis on luxury, comfort and spaciousness. The infotainment system packs an eight-inch touchscreen that’s compatible with Apple CarPlay and Android Auto, a feature that buyers have come to expect. You’d be forgiven if you somehow overlooked the gearshift controller, which now takes the form of shift-by-wire switches, freeing up yet more space in the cabin. There’s a wireless smartphone charging function, although Hyundai has interestingly opted for a vertical solution positioned next to

the cupholder in the centre console. The phone is thus stored upright and held tightly in place. Smart stuff. With plenty of standard equipment and the majority of the interior kitted out in leather, there’s an overriding feeling of luxury inside the Santa Fe. The big Hyundai boasts seven seats as standard but just how usable are those extra pews? After all, it’s one thing to market such a feature but entirely another to execute it successfully. Well, we crammed seven occupants into the Santa Fe and are happy to report nobody had to dislocate a joint to squeeze into their respective

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seat. That said, we should point out the final row of two perches – which incidentally folds neatly into the floor when not in use, liberating oodles of cargo space – isn’t the most comfortable for full-sized adults, though it is adequate for small children. The local Santa Fe line-up comprises two derivatives, starting with this Executive model featuring front-wheel drive and riding on 18-inch alloys. There’s a top-spec Elite variant, which upgrades to all-wheel drive and 19-inch wheels (with the option of dropping some extra cash on 20-inch items), plus gains ex-

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1. The front end benefits from a major makeover. 2. Changes round back aren't quite as extreme. 3. Alloys measuring up to 20 inches are available.

tra kit, such as a 12.3-inch instrument cluster, a panoramic sunroof and heating functions for the steering wheel and front seats (the latter also being ventilated). Both derivatives employ the South Korean firm’s familiar 2.2-litre, four-cylinder turbodiesel engine, though here the powerplant has been thoroughly reworked. The block, for instance, now consists of aluminium rather than iron, while a higher-

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DEEP DATA HYUNDAI SANTA FE 2.2D EXECUTIVE

pressure injection system has been implemented, ostensibly improving engine performance and efficiency. As a result, peak outputs increase slightly to 148 kW and 441 Nm. Perhaps the biggest update of all comes in the form of the new eight-speed wet dual-clutch transmission, which replaces the pre-facelift model’s torque-converter gearbox. During everyday driving, the twin-clutch transmission shifts seamlessly, displaying virtually no lag, with the option of utilising paddles to manually swag cogs, should you feel so inclined. Drop the hammer to initiate an overtaking manoeuvre and the ‘box responds smartly.

Price: R769 500 Engine: 2.2 L, 4-cyl, turbodiesel Transmission: 8-spd dual-clutch Driven wheels: F Power: 148 kW @ 3 800 r/min Torque: 441 Nm @ 1 750-2 750 r/min 0-100 km/h: 9.0 seconds Top speed: 205 km/h Fuel consumption: 7.9 L/100 km CO2: 162 g/km Length: 4 785 mm Height: 1 685 mm Width: 1 900 mm Wheelbase: 2 765 mm Weight: 1 745 kg Luggage capacity: 332 Fuel tank: 67 L Warranty: 5 years/ 150 000 km (7 years/ 200 000 km for powertrain) Service plan: 6 years/90 000 km

5 4. Various drive modes are on offer. 5. Clever smartphone charging slot. 6. The touchscreen stands proud of the dashboard. 7. Comfortable seats up front. 8. Plenty of space to stretch out in row two.

THE VERDICT

4 5 The thoroughly refreshed Santa Fe, which will play the role of flagship for Hyundai SA until the larger Palisade (page 50) touches down, is certainly worth a look if you’re considering a sevenseater luxury SUV. The new transmission is key to its appeal and helps to set it further apart from the market’s more off-roadcapable yet less refined bakkie-based staples.

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Overall, the Santa Fe delivers on pretty much all fronts, as Hyundai has made comprehensive changes just where they were needed. Still, it has to compete – directly or not – with a range of popular bakkie-based SUVs such as the Toyota Fortuner and Ford Everest. While the price tag is largely on par with those of its rivals, the updated Santa Fe stands apart as a well-rounded product that offers impressive dollops of comfort, luxury and refinement. A

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Lovely diesel motor; noticeably more space than before

Creaks in the cabin; the pricing is rather steep, isn’t it?

Mercedes-Benz GLA200d 8G-DCT Stuttgart’s second attempt at the GLA is leaps and bounds ahead of the original. Here’s our take on the diesel derivative. Words: Ryan Bubear

Ryan_Bubear

et’s be frank: Mercedes-Benz’s original GLA wasn’t a particularly accomplished vehicle. The low-speed ride was jarring (though at least a mite better resolved than the A-Class of the time), the diesel engine was anything but refined, the rear quarters were downright cramped and the price tag was a little startling. Still, none of that deterred around a million customers worldwide from signing on the dotted line. So, how does the new model compare? Well, the Stuttgart-based firm has thankfully righted at least three of the four aforementioned wrongs with this second-generation GLA, resulting in an altogether more impressive offering that feels eminently better suited to its role as the introductory point to the premium German company’s extensive crossover range. Despite the fact the new GLA measures 15 mm shorter nose to tail than its forebear, the distance between its front and rear axles has grown 30 mm. That extended wheelbase, along with a smarter overall approach to packaging (plus wider tracks), has resulted

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in appreciably more room in the rear. In addition, since the second-generation version stands around 100 mm taller than the original, there’s extra scalp clearance on offer, while the luggage compartment – complete with a nifty heightadjustable load floor but no spare wheel – has grown a few units to a handy 435 litres. While the local range kicks off with the petrol-powered GLA200 (employing a turbocharged 1.3-litre, four-cylinder engine), it’s the oil-burning GLA200d that forms the subject of this test. Power comes from a version of the automaker’s increasingly familiar 2.0-litre, four-cylinder turbodiesel mill, which drives the front wheels via an eight-speed dual-clutch transmission. Boasting maximum outputs

of 110 kW and 320 Nm (the latter sustained from 1 400 to 3 200 r/min), the new engine not only outpunches the older, heavier 2.1-litre unit, but it’s also markedly more refined. In fact, this all-aluminium four-pot is a wonderfully balanced powerplant, adding both pleasing fuel frugality (we saw an indicated figure in the low-sixes) and off-the-line verve (it’s entirely possible to light up the front wheels when taking off in a hurry) to that newfound feeling of underbonnet sophistication. The cog-swapper, too, displays none of the low-speed lurchiness that plagued the first model’s seven-speed twin-clutch item. We’re unable to deliver a comprehensive verdict on the GLA’s ride quality on standard suspension (with a multi-link

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arrangement at the rear), however we can tell you the optional adaptive dampers fitted to our test vehicle lend the crossover a lovely loping gait reminiscent of that of a larger SUV. Not even optional 20-inch AMG multi-spoke alloys are able to spoil the unexpectedly supple ride. Although the shift away from the original model’s overly firm suspension set-up is a welcome one, the upshot is a little more body lean through fast corners. That said, overall body control is excellent. The seating position, meanwhile, is noticeably higher than in the preceding model and outward visibility is greatly improved. Inside, the GLA again borrows the bulk of its dashboard architecture from the A-Class, including those five

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1. With optional adaptive dampers specified, the new GLA rides with the air of a far larger, plusher crossover.

now-signature turbine-look ventilation outlets. There’s a definitive wow factor to this cabin, should the widescreen version of the MBUX infotainment system – comprising a pair of 10.25-inch displays under a single pane of glass – be specified, that is. It’s not without its faults, though. Scratchy, cheap-feeling plastic has been applied to the lower parts of the interior door panels (though these are admittedly not frequent touch points), while we noticed some creaks emanating from the centre console. In addition, the fact Benz has moved away from standard USB ports to USB-C

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DEEP DATA

2. The widescreen cockpit dominates the facia. 3. The steering wheel includes handy capacitive buttons. 4. Electrically adjustable seats are on the lengthy list of options. 5. Space in the rear is markedly improved compared with the original GLA. 5

MERCEDES-BENZ GLA200D 8G-DCT Price: R784 560 Engine: 2.0-litre, 4-cyl, turbodiesel Transmission: 8-spd dual-clutch Driven wheels: F Power: 110 kW @ 3 400-4 400 r/min Torque: 320 Nm @ 1 400-3 200 r/min 0-100 km/h: 8.6 seconds Top speed: 208 km/h Fuel consumption: 5.1 L/100 km CO2: 133 g/km Length: 4 410 mm Height: 1 611 mm Width: 1 834 mm Wheelbase: 2 729 mm Weight: 1 620 kg Luggage capacity: 435 L Fuel tank: 43 L Warranty: 2 years/ unlimited km Maintenance plan: 5 years/100 000 km

outlets will likely annoy those with slightly older devices. What to make of the styling? As subjective as such a matter may be, we feel the second-generation GLA employs a far better conceived design than the original. While the first GLA came across as little more than a faintly raised A-Class hatchback, this new model looks and feels more like a crossover, though it again features a voguish sloping roofline. Specifying the popular AMG Line package – which includes items such as a sportier front

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bumper, an AMG-style grille and polished aluminium roof rails, plus various bits and bobs in the cabin – simply amplifies the kerb appeal. Thing is, like that aforementioned styling package, the majority of the new GLA’s most interesting pieces of equipment have been reserved for a typically lengthy list of optional extras. And, with this GLA200d derivative’s starting price nudging an eye-watering R785 000, ticking even just a few tempting boxes will quickly push the price into seven figures. That’s a tonne of cash

for a small crossover. Still, Mercedes-Benz must be lauded for making significant improvements exactly where they were needed. The new GLA is exceedingly more comfortable, refined and practical than its precursor, and drives with a far greater level of maturity. It’s all down to whether you can stomach the price. A

THE VERDICT

4 5 We weren’t big fans of the original GLA but Mercedes-Benz has made amends with its second attempt. It’s an unequivocally more accomplished offering than the first – in virtually every department – and no longer feels like an entry-level model from behind the wheel. Steep pricing might put off some buyers, though.

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improved cruising refinement; some big-car kit

cramped rear quarters; glitchy infotainment system

Opel Corsa 1.2T Elegance AT Does Opel’s sixth-generation Corsa – now with a Gallic underbelly – have what it takes to trouble the segment’s best? Words: Ryan Bubear

Ryan_Bubear

outh Africa’s bustling B-segment is currently dominated by one particular nameplate. We are, of course, talking about Volkswagen’s locally built Polo hatchback, which routinely outsells every other passenger car bar its more affordable sibling, the Vivo. Fair or not, any new or improved entrant to this corner of the market invariably finds itself measured against the yardstick that is the Polo. Opel’s sixth-generation Corsa is the latest challenger. Does it have what it takes to trouble its fellow German? Well, we should point out that were the F-generation hatchback to suddenly acquire the ability to speak, it’d likely exhibit more of a flowing French accent than an abrupt Germanic intonation. Yes, the new Corsa – which, to muddy the nationality waters further, is built in Spain – is decidedly Gallic underneath, riding on the PSA Group’s EMP1 architecture (shared with Stellantis siblings such as the Peugeot 208). That’s no bad thing, though, since the adoption of these modular underpinnings sees the

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little Opel shed some weight and score some nimbleness. The powertrain in this range-topping Elegance model, too, has been whipped directly from the PSA parts bin, comprising a lively turbocharged 1.2-litre, threecylinder petrol unit driving the front axle via a six-speed automatic transmission (rather than the eight-speeder offered in Europe). While the 96 kW turbo-triple’s soundtrack borders on gruff at idle, it becomes endearingly warbly under even moderate throttle inputs before quietening down nicely at cruising speeds. Thanks in part to the 55-profile rubber wrapped around its 16-inch alloys, the Corsa 1.2T Elegance filters out minor road imperfections with ease, although it struggles to

dampen more pronounced corrugations. With a lower centre of gravity compared with that of its predecessor, the five-door Opel is a tidy enough handler, too. The driver’s pew can be adjusted pleasingly low (the Rüsselsheim-based automaker says the pilot’s derrière rides some 28 mm closer to the tarmac than before), while reach and rake adjustment on the steering column is generous. The 7.0-inch touchscreen features Apple CarPlay and Android Auto connectivity, but it proved a touch glitchy during our test, with the display mysteriously

1. Roofline 48 mm lower than before. 2. Familiar Opel emblem. 3. First units for SA had two-tone wheels. 4 & 5. Corsa cuts a handsome figure, though isn't quite as distinctive as its Peugeot 208 sibling.

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DEEP DRIVE

DEEP DATA

going blank during one trip. Still, we’re happy to report Opel has stuck with physical controls for the climate control system rather than burying them deep within the infotainment arrangement’s bowels. The digital instrument cluster takes on an unusual rectangular configuration, complete with a bar-type tachometer. It’s not the most aesthetically pleasing arrange-

OPEL CORSA 1.2T ELEGANCE AT Price: R386 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: 8.7 seconds Top speed: 208 km/h Fuel consumption: 6.3 L/100 km CO2: 143 g/km

6. New model is lighter and more aerodynamic than its forebear. 7. Model shown here features manual gearbox and different instrument cluster.

ment but it clearly conveys the requisite information to the driver. Space on the rear bench, meanwhile, is a little tight even for average-sized adults. The Elegance’s cabin features an attractive mix of gloss panels, partial faux-leather upholstery and an interesting texture atop the dashboard, though areas of the door trim settle for scratchier plastic at odds with the price tag. Nevertheless, there’s plenty of bigcar kit, such as heated front seats, lane-keep assist and an auto high-beam function for the LED headlights.

So, back to our original question: will the Polo lose any sleep over this new model’s arrival? The short answer is no, such is the current dominance of the segment’s strongest seller. But that certainly doesn’t mean the Corsa isn’t worth a test drive. While it’s not as dynamically poised as Ford’s wieldy Fiesta nor quite as sophisticated as the Polo, the sixth-gen Corsa is a competent all-rounder, with its zesty engine proving the highlight of the package. A

THE VERDICT

3½ 5 On paper, the new Corsa 1.2T Elegance flagship outpunches the equivalent Polo (the 1.0 TSI Highline DSG), offering a peppier powertrain and extra standard equipment. It’s a touch more expensive, though, and isn’t quite as polished a product, while the local range is slim at just three variants.

Length: 4 055 mm Height: 1 435 mm Width: 1 745 mm Wheelbase: 2 540 mm Weight: 1 233 kg Luggage capacity: 309 L Fuel tank: 44 L Warranty: 3 years/ 120 000 km Service plan: 3 years/ 45 000 km

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uncomplicated self-shifter; access to Toyota’s vast dealer network top-spec model offers only two airbags; a little dearer than the Vitara Brezza

Toyota Urban Cruiser 1.5 XR AT The country’s top-selling brand is eyeing a hefty slice of the sub-four-metre crossover pie with its new (Suzukibased) Urban Cruiser. Words: Ryan Bubear

Ryan_Bubear

outh Africans love a Toyota, don’t they? While the venerable Hilux has been dominating the local sales charts for half a century, the firm’s line-up includes a raft of other strong-selling vehicles, too. The Hiace, Fortuner and Corolla Quest, for instance, are routinely among the nation’s most bought vehicles. Now there’s another name to add to the lengthy list. Technically, though, it’s not a Toyota. Like the Balenobased Starlet – itself an overnight sales success – the new Urban Cruiser is a Suzuki through and through. Though that needn’t be considered a bad thing. Based on the Vitara Brezza and produced at Maruti Suzuki’s Gurgaon plant in India, the Urban Cruiser sits at the base of Toyota SA Motors’ crossover range. Like the majority of budget cars imported from the South Asian country, the newcomer measures just short of four metres but benefits from a reasonably roomy cabin thanks to its 2 500 mm wheelbase. While the Urban Cruiser gains a model-specific front end, the cabin is virtually identical to that of the Suzuki, bar the Toyota badge on the steering wheel. The latter lacks reach adjustment although it is trimmed in leather in this flagship XR derivative.

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DEEP DRIVE The dashboard and interior door panels are fashioned from hard plastics common in this segment but they at least take on a pleasing textured appearance. Though overall build quality is solid, the Urban Cruiser’s cabin doesn’t feel quite as sophisticated as that of Kia’s box-fresh Sonet (page 56). Items such as keyless entry, a seven-inch touchscreen, rear parking sensors and LED headlights are standard across the five-strong line-up, while this XR variant adds niceties like cruise control, rain-sensing wipers and a cooled storage compartment. Regrettably, even the top-spec model misses out on stability control and makes do with dual airbags. The Urban Cruiser offers a suitably lofty driving position, while ground clearance comes in at 198 mm. Despite standing tall on its 16-inch wheels, the crossover feels light-footed during enthusiastic cornering and composed over corrugated tarmac. Power comes from Suzuki’s K15B engine, a naturally

aspirated 1.5-litre, fourcylinder petrol mill driving the front axle. The freerevving motor delivers its modest torque peak deep in the rev range, so lacks the in-gear punch of its turbocharged rivals. That said, since the Urban Cruiser is somewhat of a featherweight, it seldom feels underpowered. The old four-speed torque-converter automatic is surprisingly well mannered and, despite employing fewer cogs, makes for more refined highway cruising (owing to lower engine speeds in the highest gear) than fivespeed manual models.

Whatever your opinion on badge engineering, there’s no denying this arrangement works for Toyota, particularly in terms of budget cars. The Japanese giant has cleverly leveraged Suzuki’s ability to engineer stellar little vehicles, with the Toyota-badged version already outselling its slightly cheaper Suzuki cousin despite a shorter warranty and service plan. That goes to show the value SA buyers place on the Toyota badge and the brand’s vast dealer network. A

THE VERDICT

3½ 5 The new Urban Cruiser represents the best of Suzuki but with a Toyota badge (and everything that comes with it). The four-speed auto isn’t nearly as dire as you might expect, though there’s better value towards the middle of the range.

1. Leather trim on the steering wheel is reserved for the XR flagship. 2. Front-end styling distinct from that of the Suzuki.

DEEP DATA TOYOTA URBAN CRUISER 1.5 XR AT Price: R315 700 Engine: 1.5-litre, 4-cyl, petrol Transmission: 4-spd AT Driven wheels: F

1 2

Power: 77 kW @ 6 000 r/min Torque: 138 Nm @ 4 400 r/min 0-100 km/h: n/a Top speed: 165 km/h Fuel consumption: 6.2 L/100 km CO2: 145 g/km Length: 3 995 mm Height: 1 640 mm Width: 1 790 mm Wheelbase: 2 500 mm Weight: 1 140 kg Luggage capacity: 328 L Fuel tank: 48 L Warranty: 3 years/100 000 km Service plan: 3 services/45 000 km

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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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FEATURE

ITH

NW RIDING SHOTGU

A MUSICIAN WHO ALSO HAPPENS TO BE THE GENERAL MANAGER OF THE HOUSE OF MACHINES JOINS US FOR A CHAT AND A DRIVE IN AUDI’S LATEST R8 SPYDER. Words: Vann van Staden

winewheelsandwatches

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Photos: Calvin Fisher

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WE ALREADY HAVE STORES IN LOS ANGELES, CHINA AND JAPAN. THE PLAN IS TO GO BIG.

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IT’S 2009 and I’m queuing to watch a show at the Baxter Theatre in Cape Town. There’s an incredible ensemble of local musicians waiting to entertain us on the other end of the queue. That night, one of those musos performed a song that’s been on repeat in my head ever since. The tune was called ‘A Million Grains of Sand’ (Google it and thank me later) and the artist was Farryl Purkiss. This youngster from Durban killed it on stage that night. Today, more than a decade later, I find myself about to meet this legend in one of the coolest bars in town, tucked away in Shortmarket Street. We’re at The House of Machines, better known to the locals as THoM, and he’s the general manager. I’m greeted by Bryan, a six-footsomething gentle giant. When I ask for Farryl, he points to the back of the store, where I spot a biker kitted out in leathers sitting on a 1979 Triumph Bonneville. Considering it’s early morning, we order coffees and drop into a smooth conversation about his plans. VANN: This spot? Absolutely killer, man. I’m stoked every time I’m here. FARRYL: We’re pretty proud! This is our flagship store and our baby. We’re busy launching a few more stores internationally as well. We already have stores in Los Angeles, China and Japan. The plan is to go big.

FARRYL: Getting local talent back on stage again is very close to our hearts. As a musician myself, I knew the struggles they were going through, and we wanted to be there for them. We wanted to show our support and get them performing live again. All in a safe environment, of course. We have something on pretty much every night. They’re our family and this is exactly what the business has been built around: family. VANN: Speaking of family, yours has expanded, hasn’t it? FARRYL: Yeah, I’ve got a little boy, Grayston. Raddest dude ever. I finally get to do ‘dad stuff ’ with him. Mainly irritating him and giving him a hard time like my old man used to do with me when I was a laaitie. We have fun. I also got

ALONG CAME A SPYDER The R8 Spyder provided the perfect on-road experience after our chat. So, would Farryl trade in his trusty steed for this 10-cylinder convertible? Since he’s now a family man, that simply wouldn’t be practical. The R8 is for dreams, right? AUDI R8 SPYDER V10 PERFORMANCE R3 592 500 449 kW/560 Nm Top speed: 330 km/h 0-100 km/h: 3.3 seconds

VANN: Family and work aside, what else gets you going? FARRYL: I ride a bike a little. Mostly on my own to avoid the embarrassment of bailing as I attempt to park. Well, that happened once … but it still hurts. I also surf. That’s pretty much me. VANN: As a fellow biker, I know you guys have been doing a rideout every month or so. What’s the set-up like? Can anyone join? FARRYL: We started the Riders Table for everyone who wants to ride. We wanted to make it super inclusive; even if you arrive on a scooter. You don’t need to be a hardcore biker to join. If you have a bike and can ride, you’re welcome. For the last one we did in May we went to the Franschhoek Motor Museum. We had 150 riders rock up at THoM. We didn’t expect that. It was such a rad event. We wrap up our chat, finish off our coffees, grab our jackets and hit the road to experience the refreshed Audi R8 Spyder V10 Performance. As we approach the car, Farryl says: “It’s beautiful! I really like the colour.” He’s not wrong, is he? For the next 30 minutes or so, it’s just me, Farryl, the R8 and the (sometimes frustratingly congested) roads of Cape Town. A real privilege. A

If you’re a keen motorcyclist in Cape Town, consider joining the monthly Riders Table. It’s open to everyone. More info can be found on The House of Machines social media pages.

VANN: Obviously, the world’s gone crazy and we’re all just adapting and trying to get back to some semblance of normal. Are you guys doing live shows again at THoM?

@thehouseofmachines @thehouseofmachines_cpt

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hitched about two months ago. Nicole’s pretty awesome.

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INSURING YOUR CLASSIC CAR A

ficionados regard classic and vintage cars as pieces of art and treat them accordingly. These cars can be quite expensive to own, restore and run, which is why they often have unique insurance considerations as well. Nunben Dixon of Gumtree Auto says it’s important to speak to your insurer before you make a purchase. “These cars are expensive

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and parts can be incredibly difficult to source, so one has to make sure that you are covered properly.” Dixon points out it’s fairly easy to find insurance for a classic and that the premiums are comparatively low, but it’s best to find a specialist insurer. “Speak to your local classic car club and obtain a referral if possible. Most will have a stipulation for maximum

mileage and limit the coverage to nominated drivers. You will likely agree upon an amount upfront, so be wary of under-insuring.” He explains usage often dictates the nature of insurance. “For example, if you intend to execute any or all repairs yourself or with your own mechanic, will you be covered? If you are going to participate in club events,

rallies or car shows, will they provide liability insurance for any damages incurred? If the car is a work in progress, will they insure you during the restoration process? And for how much?” Dixon says classic and vintage cars are becoming more and more popular and accessible. “When Gumtree launched its classic and vintage car section, almost a thousand cars were uploaded within the first few weeks. But you will notice that condition and price fluctuates drastically. Book value really isn’t at play here,

2021/07/06 06:50

ADVERTORIAL

FIVE DEALERSHIPS TO VISIT IF YOU LOVE CLASSIC CARS Classic cars are generally defined as vehicles twenty years and older but any collectable or notable car can be deemed a classic. South Africans are notorious petrolheads and there are dozens of outlets providing restoration and stock for vintage enthusiasts. These are some of Gumtree Auto’s favourites

CREATIVE RIDES, BRYANSTON

When we were last there, Creative Rides’ impressive showroom included a 1956 Triumph, Cobra replica, 1950s pick-ups and a range of restored cars from the 1940s to the early 2000s. A 1957 Buick Century also drew attention, with rocket-shaped wings, oversized bumper, chrome and red-and-white finishes inside and out. While it’s old, it’s far from slow. Boasting a 364 cubic inch V8 engine, power steering and strong brakes, it’s got plenty of performance.

convertible that had been fully restored and equipped with a sound system.

ROUTE 101 CLASSIC CAR CENTRE, BOKSBURG

Route 101 always has a range of rare classics on display, many with heritage certificates and positioned as real investment items. Some recent favourites include a 1967 Triumph Spitfire, 1965 Austin Healey and a gorgeous 1955 Jaguar XK.

Crossley & Webb, Cape Town

so determining what the car is worth is going to be critical. It’s important to have the true value and condition of the car independently assessed through a heritage dealer or club. Don’t forget to extend coverage for other elements, such as components and accessories, which can be easily stolen or damaged.” Make sure your insurer has a history of dealing with classic or vintage cars, and that they draft a realistic and fair risk profile for you. You’ve invested in your classic for a reason so they need to see the same value in the vehicle you do.

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FOUCHE MOTORS, SANDTON

Fouche Motors is a must-see for fans of Ferrari. A little while ago, the dealer had a 2001 Ferrari Modena Spider, 2008 Ferrari Scuderia and a 2013 Ferrari California Cabriolet on the floor. There are plenty of other gems to see as well. In fact, the Sandton outlet recently sold a 1967 Mustang GT350

FEATHERS INVESTMENT CARS, PAARL

vintage, they’re not meant for your granny, as some love to say. This dealer’s stock is varied but leans towards performance vehicles.

CROSSLEY & WEBB, CAPE TOWN

It’s no surprise Crossley & Webb has become a favourite coffee shop for petrolheads in Cape Town. The barista will whip up cups of java while you browse the collection of impressive rides or watch restorations in process at the workshop next door. In addition to impressive Ferraris, this company also stocks rare cars such the 2008 Ariel Atom 3. Crossley & Webb furthermore stores vehicles for a number of private clients, furthering extending the showroom.

Pop into Feathers and you’ll come across cars you’re not likely to see anywhere else, such as a Ford T Bucket hot rod, a 1990 AC Cobra hardtop and 1939 Chevrolet Master Coupé. While the cars are

Most dealerships don’t mind tyre-kickers and those taking photographs, but always keep a slight distance from the vehicles. The most common damage done to showroom classics comes from fans leaning against cars while posing for pictures – zips, buttons and keys in your pocket can scratch the paint – so exercise caution to avoid an unexpected bill.

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GOLDEN OLDIES NOT-SO

Words: Brett Hamilton

BrettAtLarge

WHICH MODERN CLASSICS OFFER THE BEST BALANCE BETWEEN NOSTALGIA, AFFORDABILITY AND LASTING APPEAL? HERE’S OUR ADVICE.

I’M

sure most automotive enthusiasts aspire to own a classic car. A piece of automotive history, if you will. Yet, classic car ownership poses a raft of challenges. Many are rare and unaffordable, some are unreliable and others are simply not very practical. Which is why these newcomers – the so-called modern classics – are gaining in popularity. Making any ‘best of’ list is an unenviable task. What to include? What to leave out? It’s downright agonising. For modern classics, the challenge is to find a balance between nostalgia, usability, lifestyle and lasting appeal. So, we have decided to leave out the obvious ones; those supercars and exotics that are predestined for greatness. Rather, our focus here is on cars that are currently still relatively affordable and that, if kept in decent condition, should accumulate in value. And, in the interim, offer loads of driving fun.

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BUDGET R150 000

01 /

MAZDA MX-5 NC (2005)

Prices: R130 000–R200 000

I cannot conceive of any such list without including a Mazda MX-5. It is just that good. And affordable. And convertible. It’s a car for purists, thrill seekers and sunbathers alike. It not only ensured the survival of Mazda during the 1990s, but also inspired an entire segment that includes the Mercedes-Benz SLK, Honda S2000, BMW Z3/ Z4 and – of course – the Porsche Boxster. For this reason, just about any generation of the little roadster should suffice. And yes, we are pushing it by including a model from 2005, but the NC (third generation) was a marked improvement over its predecessor, offers superb finishes and styling plus the same handling dynamics that made the original so popular.

THE LITTLE MAZDA MX-5 IS A MODERN CLASSIC FOR PURISTS, THRILL SEEKERS AND SUNBATHERS ALIKE

02 /

AUDI TT (1998)

Prices: R100 000–R150 000

When the TT was launched, it was a car like no other. As a young journalist at the time, I had the opportunity to drive many desirable cars and none drew as many stares as this. It wasn’t stunning. Heck, I wouldn’t even call it beautiful. It was just something else entirely. It also kick-started Audi’s rise within the premium segment, which saw the introduction of the RS4 and R8. It made Audi desirable.

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There was a choice between the original 1.8T and the 3.2 V6. The six-pot has gained in popularity owing to reliability issues with the smaller motor. For the true collector, the 176 kW 1.8T quattro Sport may be worth the hunt. I think a silver-bodied example boasting the iconic six-bar rims is the one to go for. Prices are surprisingly soft but I remain convinced this will change in time. The trick is to find a clean and reliable example.

03 /

NISSAN 350Z (2002)

Prices: R130 000–R200 000

Speaking of cars that did well for their respective manufacturers, the Nissan 350Z was a latecomer to the sports car fraternity, yet it was certainly worth the wait. Earlier Z-cars (Nissan/Datsun) enjoy

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CLASSICS

legendary status but later models had started losing focus, having gained weight and size for safety and luxury purposes. Nissan was determined to set this straight. Luckily, the 350Z avoided the ‘retro trap’ and the result was a sleek, sporty and mature design that has aged well. Both a coupé and convertible were offered. Under the bonnet sits a 3.5-litre V6 good for 206 kW and 363 Nm. It’s a brute of an engine that also offers a raspy tone through the exhaust outlets. Find a clean one and keep it original.

04 /

TOYOTA MR2 (1999)

Prices: R100 000–R150 000

Yes, a Toyota. The MR2 was first launched in 1984 and was an instant hit, offering cheap and cheerful motoring. It also

packed some serious hardware, which meant it handled beautifully, although it developed a reputation for losing its rear. Early models are hard to find and often abused, so I have stuck out my neck and suggested looking at the third generation (W30). Its styling may divide opinion, but

OKAY, HEAR ME OUT Suzuki SJ40/Jimny Okay, not all cars can be sporty convertibles. So, I would also keep my eye on the Suzuki Jimny (1998) and its predecessor, the SJ40 (1981). Again, I do not expect these to become strong investments, but a quirky design and

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it represents a back-to-basics model, with minute proportions, no roof and modest (enough) performance to have some fun. While it’s not going to be a millionaire investment, a clean one should hold value. You’ll just have to deal with having no boot space.

4x4 running gear should see solid prices, especially for original examples. Try to find one without significant modifications. Volvo C70 The C70 was Volvo's first true coupé since the sultry 1800. While there is no denying the utter desirability of the 1800, Volvo had lapsed into a

bit of a design lull since then, becoming known as a maker of stodgy station wagons. Based on the underpinnings of the 850, the C70 coupé (joined by the convertible) changed that. It offered a timeless design that, according to Volvo's Peter Horbury, represented “a car that people will want, not a car people need”.

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BUDGET R300 000

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02 /

I know this list seems to have its fair share of sporty convertibles already but the S2000 just cannot be left out. Simply put, it’s one of the greatest cars ever produced. The initial 2.0-litre four-cylinder engine spun all the way to a dizzying 8 900 r/min, accompanied by a spine-tingling wail. The shifts from the six-speed manual gearbox were short and secure, while the balance offered by the chassis was equally impressive. The result is a car that is involving to drive, eager to be pushed hard and capable of handling pretty much whatever the driver can throw at it. Prices are already strong and I cannot see this abating.

A classic in the traditional sense? Perhaps not. In a non-traditional sense, then? Still not. But hey, its styling is stripped down enough to age well and the V8 packs a mean punch. At low speeds, the generous interior and laid-back rumble speak of a comfortable cruiser. Yet, coupled with rear-wheel drive and very little load at the back, it’s a thrill to drive. It is the closest thing to a muscle car that we could get in South Africa at the time and it has the fuel consumption to prove it. It won’t make it into everyone’s dream garage, although it’s certainly an interesting alternative.

HONDA S2000 (1999)

Prices: R200 000–R300 000

CHEVROLET LUMINA SS (1998)

Prices: R150 000–R300 000

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JAGUAR XK8 (1996)

Prices: R200 000–R300 000

If it’s good enough for a Bond film, it’s good enough for this list. There is not much that needs to be said about the design; the XK is svelte, with high haunches and flowing contours. It largely made use of borrowed parts from elsewhere in the stable, which helped keep down costs. Performance was ample, with the range-topping XKR packing the meanest punch. Thanks to some Ford input, the car was also better built than other Jaguars. Yet, it is known to be temperamental, with problems ranging from the electronics to corrosion, so there is also a lot to be said for its successor, the Ian Callum-penned

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X150 (2005). Its prices have firmed and, given its quintessential Coke-bottle lines, it is certain to become a future collectable.

04 /

BMW Z3 AND Z4 (1995/2002)

Prices: R100 000–R250 000

Yes, adding two cars to a category is cheating. Still, I simply have to say something about both of these. The BMW Z4 (E85/E86) garnered criticism when it was introduced in 2002. It was designed under the direction of Chris Bangle and not everybody cared for its looks. Yet, it’s possibly Bangle’s most conventionally attractive design. It has aged well and a diverse range of body styles and engines ensures every budget is matched. It’s consistently priced below

the SLK, despite (dare I say) being a better car in many respects. The Z4 M Coupé with its 3.2-litre straight-six remains the most desirable in my opinion but to each his own.

OKAY, HEAR ME OUT Subaru Impreza WRX STI (1992/2000) If you are into rallying or enjoy having ridiculously large wings on your car, then look no further. All jokes aside, the Impreza WRX STI is one serious piece of hardware. The later “Bug Eye” version was hated by many for

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Then there is the Z3. The company’s first mass-market roadster also faced backlash for its styling, but I am absolutely astounded by how affordable the little roadster is.

its looks but has since seen prices rise steadily. The engine sound is reason enough to want one of these. Nostalgia means the earlier GC model remains my first love but these are hard to find. Renault Clio V6 (2001) You have to hand it to the French. Not many companies can turn a

budget-friendly city car into a fiery demon. Thing is, Renault Sport used to make a habit of it. There are numerous “R” cars that could have been added to this list, but the Clio V6 gets the nod, perhaps because of its 3.0-litre V6 (166 kW, later boosted to 187 kW) and those air ducts behind the doors. Find a clean one and enjoy.

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BUDGET

R500 000

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02 /

03/

Considered by many to be the best M3 of all, the E46 was certainly a driver’s delight. Launched in 2000 and produced for the next six years, it effectively brought M cars into the modern era. The combination of rear-wheel drive, near-perfect weight distribution and a 3.2-litre straight-six ensured most motoring magazine covers of the time featured a sideways M-badged car with loads of tyre smoke billowing from the rear. As is sometimes the case with this sort of performance car, it’s not without problems – some serious and mostly related to abuse at the hands of reckless owners – so finding a decent example is a key consideration.

I know, we are pushing it again with the date. I just had to find a way to include the 6 Series. The second-gen Six is where Bangle design came into its own. The creases, the lines and that funny boot lid so alien on the 7 Series all seem to make sense here. Naturally, when it was launched the public reaction was muted, but the 6 Series has aged incredibly well. The M6 houses a sublime V10, but the 650i and 645i offer more than enough in terms of effortless performance.

It’s inevitable for a future classics list to be riddled with Mercedes models. If it’s adorned with the three-pointed star and has two doors or no roof, it’s a safe bet it will eventually turn to gold. I suspect this is true for the CL, CLK, SLK and, naturally, the SL. With W113 prices already topping R2 million and the R107 heading towards R600 000, I’d keep my eye on the later models. The sleek fifth-gen R230 is already showing stronger prices, so I suggest looking at the R129. Launched in 1989, it offered plenty of technology and the 5.0-litre V8 is a stonking motor. The electronics are temperamental; find a well-kept example with an extensive history. A

BMW E3 E46 (2000)

BMW M6 E63/64 (2005)

Prices: R300 000–R500 000

WILD CARDS Mazda RX-8 There are a few things that make the RX-8 memorable, such as its suicide doors, which provide access to the cramped rear. But this is not its most innovative or appealing feature. Its revvy rotary engine is an absolute gem. Smooth, eager and responsive. Peugeot 406 Coupé I include this here for no other

Prices: R250 000–R500 000

THE SIX HAS AGED INCREDIBLY WELL

reason than it is one of the prettiest cars I've seen. Penned and built by none other than Pininfarina, the 406 Coupé features a quintessential ‘90s style. There are not many around, so happy hunting. Alfa Romeo GT Another pick that is here largely for its looks. Seeing attractive cars from Alfa Romeo is not unusual but the GT offers a delightful mix between stately and

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Prices: R200 000–R400 000

sporty design – as only Bertone can manage. It’s a classic that is bound to age extremely well. Alfa Romeo 147 GTA I've included this here not so much for its looks but rather for the insane notion by the Italians to drop a 3.2-litre V6 into its 147 hatchback. The result, of course, was utterly addictive (if somewhat overwhelming) performance from this old-school hot hatch.

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Jaguar XJ There are a few large sedans that warrant attention, such as the S-Class, 7 Series and A8. Yet, the Jaguar XJ is the epitome of stately style and luxury. Given that Jaguar's future plans mean the XJ range will be discontinued also makes me think its appeal will endure. The later X350 (2003) is imposing to look at but nothing beats the low-slung and sleek X300 (1994).

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Browse SA’s largest selection of classic cars and bikes www.gumtree.co.za

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GARAGE

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FEATURE

THE READING ROOM

TROY

Written by Stephen Fry, Troy tells the epic Greek tale of love and loss. In his retelling of a classic, Fry explores the kidnapping of Helen, a queen celebrated for her beauty; and a war that saw desire and despair become tragedy. The timeless nature of the story means that it remains relevant today – readers will find themselves engaging with real human passions and emotions as they dive into Fry’s latest offering. Troy is the third volume from the author and follows bestsellers Mythos and Heroes.

Settle in for some history, horror and humour with our round-up of must-read books. Words: Jennifer Campbell

CHRISTINE Written by highly acclaimed author Stephen King, Christine is the story of a 1958 Plymouth Fury that becomes possessed by supernatural forces. The horror novel was originally published in 1983 and a film adaptation was released in the same year. Now the story is being overhauled in a new screenplay set to be written and directed by Bryan Fuller, the creator of Hannibal and Star Trek: Discovery. Horror fans will love this one for its addictive mix of mystery and terror.

HUSTLING, HAPPINESS, AND A BLOW-UP DOLL NAMED PERCY

YEARBOOK

This collection of anecdotes by Dale Hefer serves as a compelling guide to navigating business and personal lives. It includes personal stories from Hefer’s life, from her award-winning marketing career to her journey to sobriety. It’s packed with life lessons and business tips, as well as plenty of humour. Hefer is a South African businesswoman with experience in the advertising industry – she was a finalist in the Ernst & Young Global Emerging Entrepreneur awards, as well as in South Africa’s Most Empowered Females in Government and Business Award – so the book is full of real-life wisdoms.

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Yearbook is a collection of true stories from much-loved actor and producer Seth Rogen. These anecdotes are personal accounts of Rogen’s childhood, his experience of doing stand-up comedy as a teenager and of life in Los Angeles. The combination of candour and humour makes the collection a must-read for anyone looking for a laugh. Rogen has co-written several films, including Superbad and Pineapple Express, and his first book promises to be a hit. A

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“Let’s see how long we can keep making cars beautiful. There’s no excuse for an ugly car”

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INTERVIEW

cars that everybody wants us to design,” he told us. His biggest criticism is reserved for the German manufacturers, including his former employer, BMW. “The marketing companies of the big manufacturers that try to stand out – especially in the German market – are looking for any slight advantage they can grab onto. And that’s why I think we’re seeing this push towards more radical, confusing design. I don’t see the advantages of some of these design changes. It’s a change for change’s sake instead of for improvement. I hate it when design is

Whether people know it or not, there’s a strong chance Frank Stephenson has been involved in their lives in some way. As the designer of models such the original BMW X5 plus modern versions of the Mini and Fiat 500, as well as performance cars like the Ferrari F430, Maserati MC12 and McLaren MP4-12C, Stephenson is not only a big name in the world of car design, he’s big in the design world period. In recent years, he’s turned his hand to design consulting as well as launched a YouTube channel and a podcast series. The 61-yearold is even the subject of a Frank Stephenson is one of Netflix documentary entitled the most revered names in Chasing Perfect. automotive design. So, how does Born in Morocco, raised in he feel about current trends? the United States and now living in the United Kingdom, Stephenson is a straight talker who gives credit where it’s due but is equally prepared to criticise. “Everybody’s trying someWords: Mark Smyth thing new, but it’s almost like they’re in a state of panic. Most of the car companies are trying to justify their unique presence in the market through design. They’re forgetting the bajust different for no reason at all.” sic principle of design, which I’ve always Still, Stephenson admits we could one used for designing a new car, which is day look back and conclude an initially di‘MAYA’ – most advanced yet acceptable.” visive design has aged well, as is arguably Stephenson is typically outspoken when the case with the Chris Bangle era at BMW. it comes to the increasingly dominant role If a given product sells, the gamble pays many automakers’ marketing divisions are off, but some companies are not simply taking when it comes to design choices. listening to valuable feedback. “They’re being very arrogant. It’s “There’s enough range of design potenprobably the marketing departments tial in any product to make it attractive more than the design departments but from the onset. You don’t have to radicaldesigners are geared to innovate and ly go in another direction, which is going somebody has to rein them in. Obviously, to confuse and frustrate the buyers and if designers were free to do what they have them wait a bit to accept it. wanted, we’d be designing those concept “Nobody wants to buy anything unless

they feel comfortable when they see it; they don’t want to have to get used to it. And that’s perfectly doable in this day and age when people think everything’s already been designed. And that’s why they pay designers the big bucks; to think of something new and nice, not new and controversial.” The biggest battleground, according to Stephenson, will be personalisation through technology. “If you can personalise the display like in the new EQS from Mercedes – because it’s just basic software behind there – then you can really start to create the interior that surprises people.” However, he warns there is a risk of taking things too far. “I think it’s going to be the death of interior design when we go fully electric and don’t have buttons, tactile or haptic functions inside a car. That’s going to make every car start to feel very similar to the next.” Big changes are coming to the world of car design, especially with the transition to Motorscribe electric. But Stephenson is adamant we must never forget the importance of actual design. “Let’s see how long we can keep making cars beautiful. There’s no excuse for an ugly car.” We couldn’t agree more, Frank. A

LET’S BE FRANK

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FINAL WORD

MAT WATSON MW

ON CARS

matwatsononcars

Mat of carwow fame spends most of his time blasting exotic machinery down a drag strip, much to the delight of his many fans on YouTube. Here he tells us about a truly special run.

RIMAC NEVERA

eft foot jammed down hard on the brake pedal. Floor the throttle with your right. Pause for two seconds then sharply release the brake. In less time than it takes for you to read this short sentence, the new 1 408 kW fully electric Rimac Nevera has catapulted me a quarter of a mile down the runway, setting an unofficial production car world record of 8.62 seconds in the process. The fact that this incredible time was achieved using cold street tyres on a dusty runway suggests there’s more to come. In fact, on drag radials and a prepped strip,

THE RIMAC NEVERA CATAPULTS ME A QUARTER OF A MILE DOWN THE RUNWAY a figure in the low eights seems entirely possible. Thing is, while the Croatian-built Nevera is a truly amazing four-motor electric machine with the power to completely rearrange your innards, it’s left me with a bit of a problem. Every so-called fast car I’ve driven since just feels, well, absolutely slow! A

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Power: 1 408 kW Torque: 2 360 Nm 0-100 km/h: 1.97 seconds 0-300 km/h: 9.3 seconds Top speed: 412 km/h Battery capacity: 120 kWh Range (WLTP): 550 km Production: 150 units

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