APEX 05 by APEX

APEX

THE PEAK OF SOUTH AFRICAN MOTORING

SEVEN LUCKY NUMBER

N OF THE THE SEVENTH EDITIO GT3 HAS ARRIVED IN SA

ISSUE 5

9 772710 519004

The siblings N Updated Hyundai i30 N & first-ever Kona N tested

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R59,50

THE PEAK OF SOUTH AFRICAN MOTORING

22004

Hitting a s(iX) The BMW iX knocks us out of the park

75 years of Ferrari We celebrate with a drive of the 250 GTO

NEWS Gordon Murray Automotive T.33 • Aston Martin DBX707 • Mercedes-Benz EQXX • Alfa Romeo Tonale LAUNCH PAD Maserati Levante GT Hybrid • Mercedes-Benz C-Class • Nissan Qashqai • Volkswagen Polo DEEP DRIVE Kia Sorento • Isuzu mu-X • Chery Tiggo 4 Pro • Renault Clio FEATURE Omologato watches • Toyota’s EV strategy • Vantastic LIFESTYLE: That Damn Vandal • Old Mac Daddy

2022/05/11 17:51

Go Boldly. All-new Kia Sorento

Go the way you want in the all-new 7-seat Kia Sorento. Make a break for the less-travelled roads and the unseen country, in space-age comfort and style. Cruise powerfully towards inspiring new stories and unexpected places with unrivalled safety technology, and smooth AWD power. Bold journeys begin with the all new Kia Sorento. Visit Kia.co.za to find out more.

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THE ALL NEW 2022 VISIT WWW.SUBARU.CO.ZA TO BOOK YOUR TEST DRIVE

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CONTENTS ISSUE 05

18 NEWS

Gordon Murray Automotive T.33

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FEATURE

75 years of Ferrari

FEATURE

Porsche 911 GT3 arrives in South Africa

LAUNCH PAD

Maserati Levante GT Hybrid

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FEATURE

ADVERT

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CONTENTS 16 18 22 24 26

FIRST WORD NEWS

Gordon Murray Automotive T.33 Aston Martin DBX707 Mercedes-Benz VISION EQXX Alfa Romeo Tonale

FEATURE

30 75 years of Ferrari Timeline 38 Full send flat-six New Porsche 911 GT3 74 Making time for motorsport Omologato founder, Shami Kalra 80 30 by ‘30 Toyota’s EV strategy 136 Vantastic Mercedes-Benz V-Class, Kia Carnival, Opel Zafira

LAUNCH PAD

Nissan Qashqai 1.3 4WD Tekna Xtronic

LAUNCH PAD

48 Breath of electric Maserati Levante GT Hybrid 54 Shrunken S Mercedes-Benz C220D 9G-Tronic 60 Moving up (market) Nissan Qashqai 1.3 4WD Tekna Xtronic 64 Stepping up to stardom Volkswagen Polo 1.0 TSI Life MT

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NEWS

Mercedes-Benz VISION EQXX

FEATURE

30 by ‘30 Toyota’s EV strategy

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FEATURE

ADVERT

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CONTENTS COLUMN

71 Michelle York 73 Calvin Fisher

LIFESTYLE

44 Urban art That Damn Vandal 84 Just for kicks Latest sneaker trends 88 Travellin’ tyke a visit to Old Mac Daddy in the Hyundai i30 N 132 Riding shotgun with Grant Hinds

LIFESTYLE

That Damn Vandal

126

DEEP DRIVE

Renault Clio 1.0 Turbo Intens MT

DEEP DRIVE

94 BMW iX xDrive50 100 Hyundai i30 N DCT & Kona N DCT 106 Kia Sorento 2.2 CRDi AWD SXL DCT 112 Isuzu mu-X 3.0 Ddi 4x4 ONYX AT 120 Chery Tiggo 4 Pro 126 Renault Clio 1.0 Turbo Intens MT

CLASSICS

142 The holy grail Ferrari 250 GTO

FINAL WORD

162 Mat Watson on cars

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CLASSICS

Ferrari 250 GTO

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FEATURE

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FROM

R174 900

incl. VAT

ADVERT Retail price includes 5-year/200 000km promotional warranty and 2-year/30 000km service plan.

Fuel Efficient 4.2ℓ/100km AMT

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GL ONLY

Discover more at SuzukiAuto.co.za APEX Images are for illustrative purposes only.

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ISSUE 5

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FIRST WORD

here’s something magical about a road trip, a sense of freedom in leaving behind the confines of the city and embarking on a longdistance journey. As a matter of fact, while writing this editor’s letter, I was on a road trip, sitting in the passenger seat with my laptop open, travelling with my partner to a quaint coastal town. South Africa boasts many beautiful destinations, each with its own character. Although I love travelling overseas, I believe it’s paramount to first discover your home country before crossing the continent. But to pick just one local favourite would be an arduous task. In this issue, we travelled along the beautiful Garden Route to not only Plettenberg Bay, but also a game reserve we’ve never visited near Mossel Bay, stopping at some of our favourite spots along the way. Both the former destinations are now included in our list of favourites. The cars we journeyed in were Kia’s bold new Sorento and its stylish Carnival, arguably two motor vehicles best suited for a trip like this. However, in stark contrast with the seven-seater kilometre eaters, we then hopped into the updated i30 N (in dual-clutch guise) and headed to Elgin for the weekend. Although a focused hot hatch isn’t the road-trip car of choice for most, the Hyundai provided ample thrills along the sinuous road leading to our destination. Would we do it again? Most definitely. Both trips were a blast. To paraphrase Ralph Waldo Emerson, like life, a road trip is not only about the destination, but also about the journey. So allow me to turn off my laptop and continue my co-pilot duties as DJ and handing out snacks. Although, just before I do, I would like to thank all the talented individuals who contributed to these pages and the past four issues and you, our readers, for your continued support since APEX was introduced a year ago. With this issue, we celebrate one year of the peak of South African motoring. It’s been a joyous journey having you along for the ride. Here’s to many more. Cheers!

Enjoy the issue

Marius

mariusboonzaier

apexmag.co.za

@apexmagza

apexmagza

THE TEAM Publisher: Vann van Staden Editor: Marius Boonzaier Art Director: Bianca-Leigh Nagel Lifestyle editor: Lauren Zuidema Contributors: Calvin Fisher, Gautam Sharma, Ian McLaren, Jennifer Campbell, Kumbirai Mtshakazi, Mark Smyth, Mat Watson , Melinda Ferguson, Michelle York, Simon Fox, Steve Smith, Vann van Staden Proofreader: Margy Beves-Gibson Advertising and editorial queries: 021 712 3842 / vann@apexmag.co.za Published by: APEX Exchange (Pty) Ltd Printers: CTP Printers Distributor: On The Dot / Media Support

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FEATURE

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DESIGNED AND ENGINEERED WITHOUT COMPROMISE, GORDON MURRAY AUTOMOTIVE’S LATEST SUPERCAR – THE T.33 – OFFERS THE ULTIMATE BLEND OF PERFORMANCE, COMFORT, ONROAD DRIVING EXPERIENCE AND EVERYDAY USABILITY.

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NEWS

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NEWS

ARTISTICALLY ENGINEERED

Adhering to GMA’s principles for developing cars that epitomise engineering art, the T.33’s interior is simple yet classically designed. The materials have been chosen for their lightness, tactility and beauty. “The goal of this car was simple: absolute driving perfection. The cabin is a crucial part of that. It’s where you interact with the car. So every control has to be in the right place, look wonderful and have superb quality,” said Murray.

The heart and soul of a supercar, the T.33 is endowed with a reconfigured version of the T.50’s atmospheric Cosworth V12. “A V12 is the ultimate power unit and, of course, it must be naturally aspirated, not turbocharged, to ensure the best possible engine response and deliver driving perfection,” said Murray. The (178 kg) GMA.2 V12 unit makes the performance even more accessible. Seventy-five per cent of torque (338.25 Nm, to be exact) is available from only 2 500 r/min, with 90 per cent of maximum twisting force available from 4 500 r/min. The full complement of power is on tap from 10 500 r/min. The petrol motor sings until 11 100 r/min.

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ADVANCED AERODYNAMICS

For aerodynamics, GMA used the knowledge gained from the T.50 and applied it to the T.33. The two-seater supercar’s diffuser shapes and clever ducting provides a new passive boundary layer control (PBLC) aero system that’s 30 per cent more efficient than a conventional ground-effects set-up. “Our unique aerodynamic solution harmonises drag, downforce and stability at all speeds. It raises the bar in passive boundary aerodynamics,” said Murray. “The aerodynamic performance under the body allowed us to deliver a clean and beautiful body shape. The T.33 is very compact, much smaller than the supercar norm … this enhances agility and driving pleasure.”

3.9 L, V12, petrol 6-spd MT | 6-spd IGS R

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Engine

3.9 L, V12, petrol

Transmission

6-spd MT

Driven wheels

452 kW @ 10 500 r/min

Power

478 kW @ 11 500 r/min

451 Nm @ 9 000 r/min

Torque

450 Nm @ 9 000 r/min

1 090 kg

Weight

980 kg

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NEWS

BILLED AS AN SUV LIKE NO OTHER, THE ASTON MARTIN DBX707 DEBUTED WITH A UNIQUE COMBINATION OF BLISTERING PERFORMANCE, SUPREME DYNAMICS, UNMISTAKABLE STYLE AND ABSOLUTE LUXURY.

With the DBX707, Aston Martin has pushed the boundaries in every area to create an SUV that sets new standards of performance and desirability. “We applied an uncompromising approach to every area of the vehicle,” maintains the Gaydon-based luxury brand. “Our objective was to match immense performance with impeccable control and precision.” However, creating the ultimate SUV presented formidable challenges. To manufacture a car that sets new standards to distinguish it from its rivals required extensively enhancing and meticulous tuning of the engine, transmission, suspension, brakes, electronic systems and aerodynamics. The most notable enhancement to the 4.0-litre V8 was the incorporation of ball-bearing turbochargers. Thanks to bespoke engine calibration, the twin-turbocharged unit in the DBX707 produces 115 kW and 200 Nm more than its standard V8-powered stablemate. The DBX707 blasts to 100 km/h from a standstill in a mere 3.3 seconds. However, it is as quick in the deceleration stakes as sprinting from zero to 100 km/h. Housed within the 22-inch alloys, wrapped in 285/40 (front) and 325/35 (rear) Pirelli P Zero rubber, stopping power is provided by front 420 mm carbon-ceramic brake discs, complete with six-piston callipers and rear 390 mm carbon-ceramic discs.

ASTON MARTIN DBX707

Engine: 4.0 L, V8, turbopetrol Transmission: 9-spd AT Driven wheels: 4 Power: 520 kW Torque: 900 Nm 0–100 km/h: 3.3 seconds Top speed: 310 km/h

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NEWS

ROAD TRIP REIMAGINE D An efficiency masterpiece, the VISION EQXX reimagines the road trip for the electric era with a range of 1 000 km. It’s how Mercedes-Benz envisions the future of EVs.

Equipped with a 900 V battery, the VISION EQXX’s 100 kWh electric motor produces 150 kW. However, the German marque’s concept EV doesn’t rely on this high-voltage system alone. The VISION EQXX draws additional energy from 117 roof-mounted solar cells, storing the power in a lightweight, lithium-ion phosphate battery for an additional range of “up to” 25 km on long-distance journeys. The energy is also used to power ancillaries such as the lights, climate blower and infotainment system.

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“The VISION EQXX is how we imagine the future of electric cars,” said Ola Källenius, chairman of the board of management of Daimler AG and Mercedes-Benz AG. “Just 18 months ago, we started this project leading to the most efficient MercedesBenz ever built, with an outstanding energy consumption of less than 10 kWh per 100 kilometres”.

“It is an advanced car in so many dimensions … it even looks stunning and futuristic. With that, it underlines where our entire company is headed: we will build the world’s most desirable electric cars.” Inspired by natural forms, the VISION EQXX’s aerodynamic bodywork is crafted from innovative, recycled, plant-based materials. The sleekly styled exterior sets the benchmark in aerodynamics (for a prototype car, at least), with a drag coefficient of a mere 0.17 Cd. For comparison, the world’s most aerodynamic production car, the Mercedes-Benz EQS, has a drag coefficient of 0.20.

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SETTING THE The Tonale signifies the metamorphosis of Alfa Romeo while remaining true to the Turin firm’s sporty DNA.

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NEWS

Inspired by Alfa Romeo’s rich racing history, the Tonale’s exterior and interior design cues are distinct and future-focused. Evoking the proud look of the SZ Zagato, adaptive LED matrix headlamps flank the iconic Alfa Romeo grille. The rear lamps’ styling is connected by an LED light strip and imitates the front items. The interior takes on a driver-centric approach, with all the switchgear sited within reach of the driver to ensure ease of operation when on the go. A 12.3-inch digital instrument cluster relays all the necessary information to the driver. The facia is dominated by a 10.25-inch touch-enabled infotainment display, which incorporates an Android set-up. A first for a production car, the Tonale is equipped with non-fungible token (NFT) technology. The latter tech is based on the ‘blockchain card’ concept, a confidential and non-modifiable record of the main stages in the life of an individual vehicle. The opening gambit to the Italian brand’s electric future, the Tonale is available in plug-in hybrid (PHEV), 48 V mild hybrid, and diesel guises. The PHEV arrangement produces 202 kW; the duo of mild hybrids, 118 kW and 96 kW; and the oil-burner, 96 kW. The Tonale is penned to arrive in South Africa by the first quarter of 2023.

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FEATURE

75 YEARS OF

We celebrate 75 years of the rich history of Ferrari road cars. Words: Marius Boonzaier

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1948 2.0-LITRE V12

1947 INTRODUCING AN ICON Designed by Gioacchino Colombo with contributions from Giuseppe Busso and Luigi Bazzi, the 125 S debuts as the first car donning the Ferrari emblem. The 125 S sports a 1.5-litre V12 motor, which produces 87 kW.

Ferrari introduces the 166 Inter; the first Prancing Horse endowed with a 12-cylinder engine with a 2.0-litre capacity. The front-mounted unit produces 66 kW for a top speed of 150 km/h.

1950 MARANELLO ENTERS A NEW MARKET With the growing American market, the Maranello manufacturer introduces the 340 America to the US. Based directly on the 340 F1, this V12 variant is created for a new breed of owner. The 4.1-litre powertrain produces 162 kW. The top speed is 240 km/h.

1952 GEARED-UP Following resounding success in the previous year’s Carrera Panamericana, Enzo Ferrari decides on building this model. The 340 Mexico is equipped with a more geared-up fifth gear. The 4.1-litre V12 produces 206 kW for a top speed of 282 km/h.

1954 THE PEOPLE’S FERRARI

1956 5.0-LITRE FERRARI The 410 Superamerica debuts with a 5.0-litre V12 motor, sited below the elongated bonnet. Note the rear fins.

Presented at the Paris Motor Show, the 250 GT Coupé represents Ferrari’s first attempt at developing a car for the ‘normal’ motorist.

1957 CALIFORNIA DREAMING America continues to be an important market for the Maranello marque. As a result, west coast representative John von Neumann notices the potential for an open-top 250 GT Berlinetta. As a result, Ferrari introduces the 250 California, a V12 suited for the Californian sun.

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1960 FOUR-SEATER FERRARI The first four-seater Ferrari produced on a large scale, the 250 GT 2+2 debuts with a 3.0-litre V12 coupled to a four-speed transmission featuring overdrive. Its Pininfarina shell combines the latest aerodynamics with elegant lines.

1962 AN ICON IS BORN Billed as a car that summed up Ferrari’s philosophy the best, the 250 GTO sits at the pinnacle of the 250 GT series. The 250 GTO’s thoroughbred 221 kW V12 allows a zero to 100 km/h sprint time of 2.9 seconds and a top speed of 280 km/h.

1959 RACECAR FOR THE ROAD Ferrari presents the 250 GT Berlinetta Passo Corto, a short-wheelbase version of the 250 GT Berlinetta that epitomises the ideal road racer.

1967 THE DINO SOARS Ferrari introduces the Dino in an attempt to increase sales and reduce costs. The Dino 206 GT ushers in a first for the brand - it could be built on an assembly line. Developed by Ferrari, the Dino’s small-displacement Fiat V6 produces 132 kW for a top speed of 235 kW.

1964 FRESH INGREDIENTS The 275 GTB is introduced with an array of new features, the most notable of which is a rear-mounted gearbox and independent rear suspension.

SUPERFAST LUXURY Targeted at clients wanting uncompromised performance and luxury, the 500 Superfast makes its debut with a special V12. The engine produces 294 kW.

1968 DAYTONA DEBUT Known by Ferrari aficionados as the ‘Daytona’, the 365 GTB4 debuts with a 4.4-litre V12, producing 259 kW. It had a top speed of 280 km/h.

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FEATURE

1976 SELF-SHIFTING STALLION A first for a Ferrari production car, the 400 Automatic makes its debut with, as its name would suggest, an automatic transmission. The Borg Warner unit features three gears plus reverse.

1975 FIBREGLASS FERRARI Built to a Pininfarina design by Scaglietti, the 308 GTB is introduced, with the first models sporting fibreglass bodywork.

1971 MID-ENGINED MOTOR The introduction of the 365 GT4 BB marks the end of Ferrari’s traditional frontengined solution for its top performance cars. Equipped with a 12-cylinder boxer motor, the mid-engined Ferrari boasts a top speed of 300 km/h.

1979

1982 FORCED-INDUCTION FIRST Gained from experience in Formula 1, Ferrari introduces the 208 GTB Turbo. The 2.0-litre V8 produces 162 kW.

1984 DEFINING A DECADE

SUPERCAR SYNDROME

The heir to the 512 BBi makes its return. The Testarossa is one of the quintessential cars of the decade. It breaks the mould with its striking Pininfarina styling. The most notable design cue is the sweeping side strakes.

Dubbed as the closest thing to a racing car, the Ferrari GTO is unveiled at the Geneva Motor Show. Also known with the prefix ‘288’, the GTO’s 2.8-litre V8 produces 294 kW for a top speed just north of the threetonne marker: 305 km/h.

‘I’ FOR INJECTION Succeeding the 400 Automatic, the ‘i’ variant replaces the two banks of three side draught Weber carburettors with a Bosch K-Jettronic fuel injection system. A GTi derivative is released the same year, fitted with a new Bosch set-up to comply with US exhaustemission standards.

1987 F40

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Celebrating 40 years of the Prancing Horse brand, Ferrari reveals the F40. A supercar for the ages, the F40’s 2.9-litre, twin-turbocharged V8 is endowed with 351.5 kW and 577 Nm for a top speed of 324 km/h. It’s said this was the last car signed off by Ferrari, as the Old Man passed away a year later. ISSUE Enzo 5

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FEATURE

1995 50 YEARS OF FERRARI The F50 is unveiled in celebration of Ferrari’s golden jubilee. The F50’s F1style construction is wrapped around a glorious V12 motor, which produces 382 kW at a whopping 8 500 r/min.

1996 FRONT-ENGINED ANSWER Ferrari introduces the 550 Maranello as the firm’s answer to those who believed a front-engined V12 couldn’t beat a midengined sports car. The 550 Maranello not only proved quicker, but thanks to its engine layout, also more practical.

1997 NEW TRANSMISSION FORMULA The 355 F1 Berlinetta debuts as the first-ever road car equipped with an innovative F1-derived transmission management system. The electro-hydraulic, six-speed set-up is operated by paddle shifters, sited behind the tiller.

1999 MODE(R)NA A clean-sheet design, the 360 Modena anticipates the future of Ferrari’s road cars. The aluminium shell houses a 3.6-litre V8, which produces 294 kW.

2004 ENTERING A NEW ERA Signifying a new generation of V8powered Berlinettas, the F430 takes inspiration from the engineering research at Ferrari’s Gestione Sportiva F1 Racing Division. A Scuderia-badged variant would follow three years later.

2002 A TRIBUTE TO ENZO Named for Ferrari’s founder, the Enzo Ferrari represents the pinnacle of the Italian firm’s technological achievements. It is the expression of F1 know-how. The Enzo’s 6.0-litre V12 produces 485 kW, allowing for a top speed of more than 350 km/h. APEX

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STYLED FOR SCAGLIETTI Named for Sergio Scaglietti, the 612 Scaglietti debuts with an avant-garde design that continues Ferrari’s 2+2 tradition.

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2008 HARD-TOP LIFE Based on Ferrari’s original 2+2 concept, the California makes its debut with a retractable hardtop. It’s the first Ferrari road car featuring a mid-front mounted V8.

2006 NAMED FOR FIORANO (CIRCUIT) Designed with several objectives in mind, the 599 GTB Fiorano is revealed. This model boasts increased dynamics and guarantees performance (zero to 100 km/h is 3.7 seconds) while ensuring comfort and safety.

2009 AWARD-WINNING 8 Powered by a multi-award-winning V8, the Ferrari 458 Italia is endowed with the best performance engine above 4.0 litres. The 419 kW/540 Nm unit provided a zero to 100 km/h sprint time of fewer than 3.4 seconds, a top speed of over 325 km/h and, of course, a sonorous soundtrack. A Speciale version would follow in 2013.

2005 RAISING THE (ELECTROCHROMIC) ROOF Ushering in a first for production cars, the Superamerica is fitted with a rotating roof, which incorporates electrochromic technology.

2010 HOMOLOGATED AND HONED The product of cutting-edge solutions gained from the development of the 599XX, the 599 GTO is unveiled as a roadhomologated version of the experimental prototype.

2011 FOUR-WHEEL-DRIVE FERRARI The FF makes its global premiere as the first Ferrari road car with four-wheel drive. According to the company, it was specifically designed to tackle the most demanding driving challenges.

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2013 HY-KERS HERO Limited to only 499 units, the LaFerrari is unveiled. Ferrari’s firstever production car equipped with an F1-derived hybrid set-up is its “most ambitious project” yet. It features a HY-KERS system, which combines a 120 kW electric motor and the most powerful Ferrari V12 of the time. Total outputs are 708 kW and 900 Nm for a zero to 100 km/h time of 2.9 seconds and a maximum speed of 350 km/h. An Aperta variant followed in 2016.

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FEATURE

2016 V8-POWERED FOUR-SEATER The GT4CLusso is revealed as the first four-seater Ferrari with a V8 engine.

2015 TOUR DE FORCE Paying homage to the Tour the France road race, the F12tdF is revealed. Its 6.3-litre V12 produces 574 kW and 705 Nm.

2017

2018

STARPORT

ICONIC CONCEPTS The Monza SP1 and SP2 are unveiled as the forerunners of Ferrari’s new ‘Icona’ (iconic) series.

ATMOSPHERIC HEIGHTS

TWIN-TURBO 488 Boasting a twin-turbo V8, the 488 is revealed in GTB and Spider formats. The GTB boasts the record-breaking aerodynamic efficiency and downforce 50 per cent higher than its forebear. Pista derivatives followed in 2018.

Named for the town of Portofino, which is renowned for its charming tourist port, the Portofino makes its debut as a Ferrari designed to be driven every day.

The fastest and most powerful atmospheric Ferrari at the time, the 812 Superfast is, as its name would suggest, super fast. Its 588 kW, 6.5-litre V12 allowed for a zero to 100 km/h sprint of 2.9 seconds and a top speed of 340 km/h. Competizione models and Special Edition would follow in 2021.

2019 V8 TRIBUTE

2020

2022

Representing the highest expression of Ferrari’s two-seater Berlinetta, the F8 Tributo is revealed with unique characteristics. Its name pays homage to the most powerful V8 in Ferrari history. The F8 Tributo’s V8 powertrain produces 530 kW.

ROMA-ING AROUND Based on the Portofino, the Roma makes its debut as Ferrari’s latest front-engined, 2+2 sports coupé. It sports an elegant exterior design and a new-age interior. It also features the eightspeed dual-clutch gearbox that was introduced in the SF90.

PLUG-IN PRANCING HORSE The SF90 is revealed as a firstof-its-kind Ferrari. Equipped with a PHEV powertrain, the 574 kW SF90 sprints to 100 km/h from a standstill in a mere 2.5 seconds. APEX

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V6 FIRST

HERO HOMAGE

The first Ferrari with a V6 motor (remember, the Dino wasn’t fitted with the Prancing Horse’s moniker), the 296 GTB is an evolution of the carmaker’s mid-engined sports Berlinetta concept. The 296 GTB’s PHEV arrangement produces 610 kW.

A homage to Ferrari’s championship-winning sports prototypes, the Daytona SP3 is unveiled. It is now the most powerful naturally aspirated Ferrari, with its 812 Competizione-sourced V12 uprated to 618 kW. It revs until a whopping 9 500 r/min.

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FEATURE

LL SEND FLAT-

SIX

The new Porsche 911 GT3 inherits its flat-six forebears’ genes to become the pinnacle of its progeny. Words: Mark Smyth

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Motorscribe

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FEATURE

Since its introduction in 1999, the Porsche 911 GT3 has become a benchmark sports car over the years, much like its spiritual predecessor, the Carrera RS, was before it. For the first generation, the German marque took the performance and engineering of the then-new GT3 race car in the Porsche Supercup series and transferred it to a road car. To prove a point, iconic racing driver Walter Röhrl cemented its place in history by making it the first road-legal production car to break the eight-minute barrier at the Nürburgring back in the day when we cared about such a thing. The seventh edition of the GT3 has arrived on local shores, its ferocious flatsix now howling on the southern-most tip of Africa. We’ve been fortunate to drive both the winged and the slightly more subtle Touring version before it landed here. Even though many elements are carried over from the previous generation, including the 4.0-litre boxer motor, there are enough changes to make a significant difference. But let’s start with the 992 generation’s horizontally opposed heart.

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Although a straight drop-in from the old one, the rear-mounted flat-six has been tweaked to produce more power and torque and lift the peak power point by 150 r/min to 8 400. The red line sits at an atmospheric 9 000 r/min. The option of a six-speed manual gearbox has returned. However, many will opt for the PDK dual-clutch transmission, which provides near-imperceptible shifts for a zero to 100 km/h sprint time of 3.4 seconds (the manual variant reaches the three-figure marker from a standstill in 3.9 seconds). To give you an idea of how good the engine is, Porsche has barely changed anything for its use in the 911 GT3 Cup race cars. This is how it should be if your race car were developed to reflect its road-going sibling and vice versa. So if the big news isn’t the engine, then what is? The answer is suspension. Gone are the MacPherson struts upfront. It has been replaced by a doublewishbone arrangement almost identical to that used in the 911 RSR. This set-up keeps things more level over bumps and during hard braking. It also reduces lateral forces acting on the shocks to stabilise the car in the corners. Add in revised fore and aft springs and new ball joints to replace the former rubber components, and you have a car that is more communicative than ever. When you consider that the previous generation was already one of the best driver’s cars available, that’s saying something. The 20-inch alloy wheels up front are surrounded by 255/35 Michelin Pilot Sport Cup rubber. Within their circular domain sit six-piston brake callipers that clamp down on 408 mm (up by 28 mm) diameter discs. The rear benefits from 21-inch items with 315/30 rubber and 380 mm discs. There’s the option of fitting carbon ceramics all around. Then there’s that swan-neck rear wing. Depending on how much speed and downforce you need, it can be adjusted to one of four positions. When all the aero bits are set to Performance mode, the total downforce increases by 150 per cent at 200 km/h. Talking of adjustment, we drove a GT3 with the optional Clubsport package, including a seat the back of which can only be altered by using a screwdriver. If you’re going to Woolies, you’ll need to take your pit crew. The package also includes a roll cage, fire extinguishers, six-point harnesses, and a cut-out switch, but it’s still very comfortable despite all the track items.

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FEATURE

AT A GLANCE PORSCHE 911 GT3 PDK Price: R3 109 000 Engine: 4.0 L, flat-6, petrol Transmission: 7-spd dual-clutch Driven wheels: R Power: 375 kW @ 8 400 r/min Torque: 470 Nm @ 6 100 r/min 0-100 km/h: 3.4 seconds Top speed: 318 km/h Fuel consumption: 12.4 L/100 km CO2: 283 g/km

Although familiar in its design, the cabin is fitted with an array of items that’ll make you quickly realise you’re in the most-focused Porsche currently on offer. Two of these are the bespoke gear lever and roll cage. Several comfort-orientated features are included, too, like a Bose sound system. Yet, how often will the latter be used if there’s a flat-six crescendo behind you?

It even retains the infotainment system so you can stream your best tunes while tackling the corners of Kyalami or Killarney. There’s a new Track Screen button that switches off all non-essential info to focus on tyre temperatures and the like if you are on track. As you’d expect, there are multiple driving modes from Normal for the school run (no back seats, though, even in the Touring version) through to full-on Track mode. They all allow you to have more fun or, if you are brave enough, more thrills depending on your point of view and your level of skill. Normal mode

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can be a little over-sensitive, but anything from Sport onwards will make you feel properly engaged and incrementally remove the nanny aids to allow outright hooliganism if conditions are perfect. Play with the paddles or leave the PDK to do its own devices and the gear changes are rapid at peak revs. The front end can feel a little light on occasion. Still, the new suspension fulfils its promise, keeping things flat in the corners, allowing you to focus on the steering, which in typical Porsche fashion is surgically precise. The new GT3 is most at home on the

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GT3 GENEALOGY 996.1 track, where its ability to almost telepathically interpret the driver’s demands is incredible. A constant level of communication from the GT3 proves that every piece of engineering and software has a purpose, to get the most out of the car, the conditions, and the driver. You can add a few things if you like. These include a carbon fibre-reinforced plastic roof, the Clubsport package or other items from Porsche’s Exclusive

Manufaktur catalogue, but you won’t find much that you really need. That’s because the GT3 has been created by people who get it, who know what makes a great performance car and, even better, a great performance car that can deliver on track and then deliver you home. The latest-generation GT3 has been enhanced in all the right places without any gimmicks. It’s a truly great sports car, made even greater.

Engine: 3.6 L, flat-6, petrol Transmission: 6-spd MT Driven wheels: R Power: 265 kW @ 7 200 r/min Torque: 370 Nm @ 5 000 r/min 0-100 km/h: 4.8 seconds Top speed: 302 km/h

996.2

Engine: 3.6 L, flat-6, petrol Transmission: 6-spd MT Driven wheels: R Power: 280 kW @ 7 400 r/min Torque: 385 Nm @ 5 000 r/min 0-100 km/h: 4.5 seconds Top speed: 306 km/h

997.1

Engine: 3.6 L, flat-6, petrol Transmission: 6-spd MT Driven wheels: R Power: 305 kW @ 7 600 r/min Torque: 405 Nm @ 5 500 r/min 0-100 km/h: 4.3 seconds Top speed: 310 km/h

997.2

WINGLESS WUNDER

Before you order your GT3 in full-wing spec, hold on one second because, as with the previous generation, there’s a Touring version, and it’s the one we’d have. It still has all the character of the winged GT3 and the same performance, but it’s a little more civilised, a little more proper GT, and, dare we say it, a little more classy. It’s the GT3 for those who want to be at the receiving end of a subtle nod from those who know as you pull up to valet parking at the Saxon or the One & Only. None of this means it’s any less exhilarating. On country roads, it not only met our expectations, but completely obliterated them. It relished every power demand, delivered every brake request, and provided a level of grip that made us demand more in the next turn and then the one after that. It still doesn’t have any rear seats, however. But it has a few more creature comforts, the kind you might like to have for a tour of the Garden Route or while cruising into Stellenbosch as the brakes cool after a blast through Franschhoek Pass. It could very well be the most perfect car ever made. Besides, you can always put the kids in a taxi.

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Engine: 3.8 L, flat-six, petrol Transmission: 6-spd MT Driven wheels: R Power: 320 kW @ 7 600 r/min Torque: 430 Nm @ 6 250 r/min 0-100 km/h: 4.1 seconds Top speed: 312 km/h

991.1

Engine: 3.8 L, flat-six, petrol Transmission: 7-spd dual-clutch Driven wheels: R Power: 350 kW @ 8 250 r/min Torque: 440 Nm @ 6 350 r/min 0-100 km/h: 3.5 seconds Top speed: 315 km/h

991.2

Engine: 4.0 L, flat-six, petrol Transmission: 6-spd MT | 7-spd dual-clutch Driven wheels: R Power: 368 kW @ 8 250 r/min Torque: 460 Nm @ 6 000 r/min 0-100 km/h: 3.9 | 3.4 seconds Top speed: 320 | 318 km/h

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N A URB ART

THAT DAMN VANDAL IS A STREET-INSPIRED ARTIST WHO CREATES COMPELLING WORK WHEREVER HE GOES. Words: Jennifer Campbell

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LIFESTYLE

orn and raised in Durban, Shaun Oakley, also known as That Damn Vandal, is a graffiti muralist, designer and illustrator who creates striking artwork all over the country. We chatted to him about what got him started as an artist and what keeps him inspired to produce his growing body of work. Shaun grew up in a creative family and was exposed to art and the creative process for much of his childhood. But it was only during his high school years that he began to connect with his artistic side. He started off by trying his hand at screen printing, but when he discovered graffiti, he found true inspiration. “The graffiti scene blew up,” he says. “And from there, my brain exploded!” Today, Shaun is a full-time artist, and for him, the best part of his chosen career is the freedom that comes with it. “I love the thought of knowing that every day, I choose to live my passion. I choose when I want to work, and at the same time, I get to push my brand further and grow as an artist.”

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Staying motivated to create is not a problem for Shaun. He takes inspiration from each and every day. “There is not a moment when I’m travelling or just sitting at home that I’m not taking pictures in my brain; of patterns, colours, people, florals. It’s crazy! It’s almost like an information overload, but I try and save and store inspiration in folders at home so that I can reference them for future ideas.” Shaun describes his style as a “clean, digital, street feel”. He enjoys mixing a street style with his vector illustration-type aesthetic to achieve a result that looks like it has been printed. For him, the neater the piece, the better. Shaun has created graffiti murals across South Africa and his work features at a variety of spaces, from hotels and restaurants to skate parks and custom car paint designs. Shaun has a few favourites of all the projects he has been part of. One that really sticks out for him is a sculpture of a head that he 3D printed and painted live on stage for global brand Vuse. “It was totally new for me and out of the box,” he says. “I just really enjoyed the whole process.”

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ut o m i h k c e h C ndal mnva l.com a d t a h a t nvand ram @ Instag w.thatdam ite ww Webs

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BREATH OF

ELECTRIC At the dawn of Maserati’s EV future, we sample the Levante GT Hybrid to discover what the Italian automaker has in store for us. Words: Gautam Sharma

gautamsharma9885

MASERATI LEVANTE GT HYBRID

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AT A GLANCE MASERATI LEVANTE GT HYBRID The significance of the Levante and Ghibli Hybrid cannot be overstated as Maserati embarks upon the significant initiative to electrify its entire line-up. This is where the car industry is headed en masse, so the best bet is to embrace it

narling combustion engines have always been an integral part of Maserati’s DNA. However, time stops for no man or, in this instance, car company. We live in a world becoming more environmentally conscious by the day. As a result, the only responsible course of action for the Modena-based manufacturer was to set out a blueprint for electrifying its entire model range over the coming years. Nevertheless, you needn’t worry about brand dilution owing to the liberal use of outsourced technology. As the company proudly boasts: “All new Maserati models will be developed, engineered and built in Italy, and will be fitted with electric propulsion systems delivering both ground-breaking innovation and the outstanding performance typical of the brand’s DNA.” For example, the next-generation Maserati GranTurismo and GranCabrio will be the luxury automaker’s first cars to adopt fully electric powertrains. There will also be an electric version of the new Maserati MC20 supercar. However, before the dawn of the Italian firm’s electric future, we had a taste of what is in store. Meet the Maserati Levante Hybrid, the second petrol-electric model in the company’s hallowed line-up, following the Ghibli Hybrid. According to Maserati, the focus is to optimise fuel consumption and CO2 emissions, but not at the expense of performance. A mild-hybrid set-up powers the Levante

wholeheartedly.

Hybrid. The primary source of propulsion is a 2.0-litre, four-cylinder turbopetrol engine that is augmented by a belt starter-generator (BSG), powered by a compact battery. This combo serves up total outputs of 243 kW and 450 Nm, with 90 per cent of the peak torque figure on tap from just 1 750 r/min. You might turn your nose up at the prospect of a four-cylinder engine in a car adorned by the iconic trident badge, but you needn’t be too concerned as the Levante Hybrid sprints from zero to 100 km/h in 6.0 seconds and can hit a top speed of 240 km/h. Not too shabby for a luxury-lined SUV with all the trimmings. Like other Levante models, power and torque are relayed to all four wheels via an eight-speed ZF automatic transmission. Maserati claims the 48 V electrics, in conjunction with its new eBooster tech, back up the car’s turbocharger to improve response and sustain the engine’s power at low revs. The big payoff with the four-cylinder Levante Hybrid is that it delivers similar performance to its V6 sibling, yet its CO2 emissions are up to 18 per cent lower. Fuel economy is yet to be certified at the time of writing, but you can expect a handy saving whenever you pull up at the petrol pump. First impressions on firing up the Levante Hybrid is that its exhaust note doesn’t quite match the drama-filled growls that you’d get in one of the V6 or V8 Trofeo models. Even so, the turbo-four motor has a sporty note as

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Price: TBC Engine: 2.0-litre, 4-cyl, turbopetrol hybrid Transmission: 8-spd AT Driven wheels: 4

Power: 243 kW @ 5 750 r/min Torque: 450 Nm @ 4 000 r/min 0–100 km/h: 6.0 seconds Top speed: 240 km/h Fuel consumption: 8.6 L/100 km CO2: 231 g/km

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1. GT’ badge signifies this SUV’s grand-touring persona. However, it’s a joy to pilot on not only the long road, but also on winding mountain passes. 2. Air-suspension set-up lowers and increases ground clearance, the latter up to 85 mm.

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Maserati’s engineers have boosted the exhaust’s fluid dynamics and fitted resonators to boost the sound signature. How the hybrid system operates depends on which drive mode you select. In Normal driving mode, performance and efficiency are balanced, with energy recovered by the system when decelerating. At the same time, in Sport, the BSG and eBooster work together to provide a minor burst of power. Flick the drive mode into Sport, and you find that any throttle inputs yield an instant accelerative response. That’s the payoff with having the hybrid system, which cranks out a big dollop of torque from the get-go. The other gain is that the hybrid powertrain weighs less than the V6, and thanks to the battery’s location at the rear of the car, the Levante Hybrid has a perfect 50:50 weight distribution. The standard V6 Levante is already pretty agile for a 2.2-tonne SUV. The hybrid-powered model carries less weight over the front wheels, making

it even more so. The intelligent Q4 all-wheel-drive system assists with handling, too, distributing 100 per cent of the torque to the rear wheels. The front axle only helps to a maximum split of 50:50 when the electronic brain senses a loss of traction. There’s also a standard-fit limited-slip differential on the rear axle, along with torque vectoring and air suspension. As with other Levante models, the Levante Hybrid features a double-wishbone layout at the front and a multi-link arrangement at the rear. It’s adaptive, depending on the driving mode. Along with the Levante Hybrid’s Q4 set-up, the car can be changed over for sporty driving on the road or light off-roading away from the tarmac. The air suspension boosts comfort and efficiency. The system automatically lowers itself at speed to reduce drag. The ride height can be manually selected for entry and exit in its lowest position or boosted by 85 mm when off-road.

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3. Sumptuous interior trimmed in leather. Note the trident badged embossed on the front seats’ headrests. 4. Although hybrid, Maserati maintains the petrol-electric Levante is, like its siblings, the Maserati of SUVs. 5. Tapered LED headlamps and striking daytime-running lights add to the front facia’s imposing design.

The Levante Hybrid gains more driver assistance systems, including a new adaptive cruise control set-up that features Active Drive Assist to steer the car for you. The updated 8.4-inch multimedia system is powered by Android Auto, which now boasts more connectivity and Amazon Alexa compatibility. The cabin is sumptuously trimmed, with lashings of high-quality leather throughout and classy piano-black trim. The driverfocused layout is functional, with all the controls within easy reach of the driver. The Levante Hybrid effortlessly eats up highway miles, and it’s an enjoyable device with which to thread through winding mountain roads. The Levante is a fairly large chariot at just over five metres in length and a whisker under two metres in width, yet its agility and crisp responses make it feel like a more compact vehicle from the driver’s seat. The smaller Porsche Macan may well be slightly sharper in terms of outright cornering capabilities, but one could argue the German offering isn’t nearly as characterful as its Modenese rival. The Levante has now been around for six years, yet its curvaceous proportions have aged gracefully. It still conveys an image of Latin panache.

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SHRUNKEN S Words: Marius Boonzaier mariusboonzaier Photos: Timothy Throne itstimooo

More mature than ever, the new Mercedes-Benz C-Class has become a spitting image of the S-Class. Will it once again claim its spot as segment leader? MERCEDES-BENZ C220D 9G-TRONIC

’ve always had a deep appreciation for Mercedes-Benz motor vehicles. I grew up in a W124-generation E220, a car that I adored and was fortunate enough to inherit. For me, various classic and more modern models adhered to its maker’s objective of manufacturing cars boasting unrivalled elegance and technology, solid construction and polished driving manners. These were characteristics shared by all models in the German marque’s vast portfolio. Over the past few years, sampling myriad Mercs, there were a few times

(bar driving the magnificent S-Class) I questioned whether Benz has managed to retain these characteristics in its cars, especially in some of the latest premium compact and midsize derivatives. I couldn’t help but wonder whether this was the result of the firm’s everexpanding model line-up, with Mercedes arguably venturing to fill every niche existing in the automotive market. It seemed a case of ‘jack of all trades, master of none’. But recently, this has changed. Benz is back with building cars that stay true to the characteristics that have become

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associated with the three-pointed star badge on their noses. And the new, locally built C-Class encapsulates this. It’s become known that the technology debuted in each generation of S-Class will, over time, filter down to not only Mercedes’ compact and midsize vehicles, but will be found in cars from other manufacturers. However, with the W206 C, this process didn’t seem to take all that long. The ‘Baby Benz’, as the first-generation model was dubbed, has grown up to be the spitting image of the Sonderklasse. Here, the apple doesn’t fall all that far from

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the tree. This is most notable when climbing inside the latest C-Class’ solidly constructed cabin. The interior is excessively elegant, stylish and contemporary, as it should be. It also feels spacious. This feeling is enhanced thanks to the fitment of lighter (compared to its Germanic rivals’ dark interior trim bits) finishes. It’s a comfortable place to be sat in. There’s ample head- and kneeroom for the front and rear passengers. The luggage capacity is a claimed 455 litres. To say the cabin is up to modern standards would be a vast understatement. The facia is dominated by a large, S-Class-esque touchscreen. The portrait-orientated infotainment display is slightly tilted towards the driver, allowing for ease of use. Adding to the

THE INTERIOR IS EXCESSIVELY ELEGANT, STYLISH AND CONTEMPORARY, AS IT SHOULD BE. IT ALSO FEELS SPACIOUS. THIS FEELING IS ENHANCED THANKS TO THE FITMENT OF LIGHTER FINISHES.

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usability, the touch buttons used to operate the automatic climate control system stay on the crisp, 12.3-inch central screen. Infotainment features include Apple CarPlay and Android Auto. Our launch unit was equipped with the Advanced-Plus package (arguably the option of choice). Fitted with this R17 400 option, the C gains a digital instrument cluster, ambient lighting and illuminated door sill panels on top of the standard items found on the no-cost Advanced package. The latter package includes, among others, partly electrically adjustable front pews and a reverse-view camera, which is supplemented by parking sensors. A curious omission is the lack of keyless entry as standard.

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AT A GLANCE MERCEDES-BENZ C220D 9G-TRONIC Dressed in elegant yet dynamic-looking bodywork, the W206generation MercedesBenz C-Class certainly looks the part. That it’s become a spitting image of the S is most apparent in the solidly constructed, high-tech cabin. Evaluating all of this, there’s no question that, with the new C, Mercedes has stayed true to the provisos it set out on accomplishing when introducing the first generation. 3

Price: R813 490 Engine: 2.0 L, 4-cyl, turbodiesel Transmission: 9-spd AT Driven wheels: R

Power: 147 kW @ 3 600 r/min Torque: 440 Nm @ 1 800–2 800 r/min 0–100 km/h: 7.3 seconds Top speed: 245 km/h Electric consumption: 5.6 L/100 km CO2: 148 g/km

1. The leather-wrapped steering wheel feels good in the palms. However, the multifunction item’s capacitive controls aren’t as user-friendly as traditional analogue buttons. 2. The climate control can be adjusted via not only the touchscreen, but is one of myriad functions that can be operated by voice… ‘Hey Mercedes’. 3. Sports Direct-Steer system’s speed-sensitive power steering allows more agile response around bends and increases straight-line stability.

However, keyless entry is included with the (R58 400) Premium Package, with other features, such as augmented reality navigation, memory functionality for the seats and a 360-degree camera set-up. Ticking the box next to the (R114 400) Premium-Plus package adds Mercedes’ Digital light system and a head-up display to the array of items mentioned above. Like the interior, the exterior design of the new C-Class is similar, albeit on a smaller scale, to the S-Class’. On this scale, the proportions of the bodywork are well balanced, handing the C an elegant yet dynamic appearance. As standard, the C-Class now ships with the Avantgarde exterior package. Lending it a more purposeful persona, our press car was fitted with the optional R54 000 AMG Line

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exterior package, which includes a stylish, starstudded radiator grille. The AMG body styling, replete with the add-on (R5 000) 19-inch AMG multi-spoke alloy wheels, looks good on the low-slung sedan. Speaking of the latter, it’s worth noting the new C sits extremely close to the ground. Although the diminutive ground clearance didn’t cause any lower backache to my 1.7-metre tall frame when stepping in or out of the car, those taller in stature might find it tiresome. Yet, the low seating position and centre of gravity make it a joy to pilot once seated. The steering felt seemingly precise, though an argument can be made that the BMW 3 Series offers the most direct steering of the premium midsize sedans from the German Big Three. The same can be said of the suspension.

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Although the AMG Line package comes with sports suspension, it doesn’t quite feel as sporty as the 3. However, on an extended drive through the picturesque Cape Winelands, I preferred the more softly sprung set-up. Keeping with modern times, the C200’s 1.5-litre petrol motor and this variant’s 2.0-litre oil-burner are both equipped with mild-hybrid tech, allowing for improved fuel consumption and an increase of power (15 kW) over short

durations. Coupled with Mercedes’ smooth-shifting 9G-Tronic automatic transmission, the four-cylinder turbodiesel sends147 kW and 440 Nm of torque to the rear wheels. The full complement of torque is available from a mere 1 800 to 2 800 r/min. A hard press on the throttle did reveal the turbocharger takes some time to spool up. Slight turbo lag was present. Other than that, the diesel unit provided sufficient punch for zipping through

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town and when stretching the C-Class’ legs on the long road. Noise, vibration and harshness (NVH) levels were commendable for most of the trip. Thanks to its refinement, you quickly forget there’s a diesel motor churning under the bonnet… until you stomp on the throttle, that is. On certain, less wellkept sections of tarmac, a fair amount of tyre noise filtered into the cabin. The latter will most likely be less apparent on a C fitted with smaller wheels.

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MOVING UP(MARKET)

Words: Mark Smyth Motorscribe

How will the new Nissan Qashqai fare in the ever-expanding local crossover market once it reaches South African shores later this year? We sampled it on a first drive in the UK to find out.

NISSAN QASHQAI 1.3 4WD TEKNA XTRONIC

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he news that a new Nissan Qashqai is coming would once have been met with great excitement. After all, it is the model that arguably started the modern era of the crossover. Today, there are loads of crossovers on the market, and if it’s not a crossover, it’s a compact SUV or a taller-riding hatchback that looks like a crossover. You get the idea. Crossovers are everywhere. Yet, the Qashqai isn’t the trendsetter it once was. But Nissan has upped its game with the new generation. The firm has even moved it upmarket. Though not quite into the realm of Audi, BMW and Mercedes, the new Qashqai will be available with features like Nappa leather upholstery and massaging seats. Yes, Nissan’s ‘Qashcow’ is going a bit posh. Not all models, of course. There will be everything from entry-level variants and upwards. Nissan South Africa cannot confirm pricing yet but has said the local line-up will later include e-Power

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AT A GLANCE NISSAN QASHQAI 1.3 4WD TEKNA XTRONIC The Qashqai has to prove itself more than ever. It does so by being a sharply dressed crossover that ticks all the boxes when it comes to family motoring. It’s not as tech-laden or as modern on the inside as some rivals, but it has just the right amount of power, comfort, tech and style, and that’s all that most people really need.

Price: TBC Engine: 1.3 L, 4-cyl, turbopetrol Transmission: CVT Driven wheels: 4

Although not as contemporary on the inside as other rivals, the new Qashqai (in Tekna guise) does feature myriad technologies, such as inductive smartphone charging, massage functionality for the front seats and cruise control. There’s oodles of room, too, making it a comfortable place to sit in.

derivatives, which use a petrol engine as a generator to create power for an electric motor that turns the wheels. It’s a bit like the BMW i3 REx’s set-up. Most will use a 1.3-litre petrol engine, with the slightest hint of mild-hybrid electrification. It all sits on the lighter and stiffer RenaultNissan-Mitsubishi Alliance CMF-C platform, that underpins the recently unveiled Renault Austral. Officially, Renault won’t confirm the Austral as the replacement for the Kadjar, but as it was the twin of the Qashqai, it’s a fair guess. The design is far more chiselled than the last generation’s, with the front end featuring

dramatic lines and angles. It’s sharper, more aggressive-looking and much more modern. The interior, not so much. It’s pleasant, comfortable and well equipped but compared to the Austral and other rivals, it’s likely to date quickly, especially the infotainment system. The touch-enabled item starkly contrasts the superb head-up display and Nissan’s latest ProPilot driver assistance systems. Even so, the interior is spacious and comfortable, with lots of head- and legroom for those in the rear, a boot that will swallow most family essentials with ease and visibility is good for the driver and passengers. There’s a

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Power: 116 kW @ 5 500 r/min Torque: 270 Nm @ 1 800–3 750 r/min 0–100 km/h: 9.2 seconds Top speed: 200 km/h Fuel consumption: 5.3 L/100km CO2: 146g/km

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good quality feel on not just the materials themselves, but the design too. We drove the new Qashqai in the UK, where we experienced both manual and CVT versions and, unexpectedly, it was the xTronic-equipped model that impressed the most. Yes, really, the CVT is a perfect match for the 1.3-litre petrol engine. It didn’t push the revs and noise as high as some other CVT boxes are prone to do. You aren’t going to notice the 12 V mild-hybrid system much, but it provides an additional 6 Nm of torque, and it can also assist with stop/start,

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coasting and other ancillaries. We will be driving the 1.5-litre e-Power versions soon, but for now, the Qashqai of choice is the higher-spec Tekna variant, not simply because it has more luxuries or more power (116 kW and 270 Nm) compared to the lower-spec model’s 103 kW and 240 Nm. We prefer it because of its multilink rear suspension. It really improves the ride and will make family road trips so much more comfortable, and let’s face it, family transport is very much what the Qashqai is all about.

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VOLKSWAGEN POLO 1.0 TSI LIFE MT

STEPPING UP TO STARDOM

Words: Ian McLaren IanMcLaren76

Having historically assumed the role of understudy to the Golf, the sixth-generation Polo has matured into quite the protagonist, notably at a time when its older sibling faces an uncertain future.

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f all the numbers and specifications pertaining to the locally assembled, modern Volkswagen Polo package, the most significant figure is 100 seconds. That’s the frequency at which a boxfresh example leaves VW South Africa’s world-class production line at the Kariega production facility. Briefly interrupted every six minutes to enable the sign-off of a new Polo Vivo for local consumption, seven out of every 10 current-generation Polo derivatives born just outside of

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Gqeberha each day are destined for export to any number of overseas markets, left- or right-hand drive. The Polo hatch is the second most popular global VW product, with the Tiguan claiming the spot as the top seller. Since its humble beginnings as a rebadged Audi 50 in 1974, the Polo has played an increasingly significant role for its maker. Introduced to the South African market with the global launch of the fourth-generation version, the Polo package has evolved. In terms of

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1 1. Striking 16-inch ‘Torsby’ alloys a R4 800 option to this Vibrant Violet metallic Polo Life. Six additional exterior paint options are available. 2. Revised lower bumper enhances Polo’s dynamic aesthetics. Note the LED light strip spanning the front grille.

size, its overall dimensions are now larger than the Golf Mk3. Sharing its MQB AO platform with the popular T-Cross compact SUV, the current model’s wheelbase is longer than the watershed Golf Mk4’s. Assembled at Kariega since 2018, with the updated Polo, VWSA has introduced a revised line-up. In addition, the facelifted sixth-generation Polo features fresh exterior styling and brand-new safety and lighting tech. Now sold in Base, Life (previously Comfortline) and R-Line trim levels, changes to the standard Polo’s exterior styling include revised fore and aft bumpers and new LED lighting technologies throughout. A notable inclusion is the option of VW’s IQ.Light package that upgrades the headlamps to Matrix units and adds an LED light bar to the breadth of the grille. While the entrylevel model makes do with 14-inch steel wheels, replete with plastic covers, Life derivatives ride on 15-inch alloy items. Fitted with a 1.0-litre, three-cylinder turbopetrol engine, the Polo Life was launched exclusively with a five-speed

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AT A GLANCE VOLKSWAGEN POLO 1.0 TSI LIFE MT The current-generation Polo was already a refined, broadly comfortable package. The upgrades have made it even more compelling. It’s not cheap, however…

Price: R350 000 Engine: 1.0 L, 3-cyl, turbopetrol Transmission: 5-spd MT Driven wheels: F

Power: 70 kW @ 5 000–5 500 r/min Torque: 175 Nm @ 2 000–3 500 r/min 0–100 km/h: 10.8 seconds Top speed: 187 km/h Fuel consumption: 5.4 L/100 km CO2: 124 g/km

THE POLO’S DEFAULT RIDE QUALITY BLENDS COMFORT WITH SURE-FOOTED DYNAMIC ABILITY. THE CAR’S STEERING IS WELL WEIGHTED AND PRECISE IN MOST DRIVING CONDITIONS.

manual transmission. While the 70 kW manual version offers impressive refinement and adequate performance, notably thanks to its slick transmission, VWSA predicts that up to 49 per cent of local Polo sales will favour the 85 kW DSG model in this mid-level trim. Both options offer a claimed combined fuel consumption of just 5.4 L/100 km. Standard fitment throughout the updated range is a digital instrument cluster, new-look multifunction steering wheel and a full-colour infotainment screen. The system found in Life models can be upgraded to a more comprehensive Composition Media set-up. Apart from the larger touchenabled display (from 6.0 to 8.0 inches), this option also includes smartphonemirroring technology, additional USB ports and two extra speakers for improved audio quality. This Polo’s impressive sense of solidity and underlying build quality is an

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aspect of the package that has thankfully remained unedited. Mimicking a trait perfected with the Golf, the Polo’s default ride quality blends comfort with surefooted dynamic ability. The car’s steering is generally well weighted and reassuringly precise in most driving conditions. In servicing such a broad international audience, VW has rightfully felt the need to include as many nice-to-have items as is viable within the standard Polo package. While the SA audience has undoubtedly gained from this decision, the brand is also aware of our market’s penchant for optional upgrades. Together with the (R9 300) upgraded infotainment system and the temptation towards a larger set of wheels (R4 800), let’s not forget that, to date, a staggering 75 per cent of new Polos sold in SA are ordered with a sunroof (R14 500). It’s also hard to imagine the striking LED light bar of the (R15 500) IQ.Light set-up won’t prove popular too. Also new to the Polo range is the

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HOT HATCH AT THE HELM

VWSA’s Kariega plant is now the sole supplier of the range-topping GTI derivative to the rest of the world. South Africa remains the second-largest market behind Germany for this pinnacle model. Interestingly, ours is the only market that insists on leather upholstery, whereas overseas buyers are generally more than happy with the iconic ‘Clark Plaid’ tartan cloth trim. The leather seats fitted to South African spec models are designed and manufactured here in SA.

brand’s IQ.Drive upgrade. A R12 700 option on all models above entry-level spec (and differentiated in the manual car), this technology adds adaptive cruise control, pedestrian monitoring, lane-keep assistance and front collision detection to the Polo package. One year into the lifecycle of the eighth-generation Golf, continued pressure from both burgeoning global SUV sales and VW’s much-publicised commitment towards an all-electric future must sure be placing a question mark around the viability of continued Golf development. Instead of a newgeneration Golf, will the firm favour an all-new, similarly packaged, batterypowered ID derivative? If there’s no Golf 9, the grown-up Polo package is poised to assume the mantle from its big brother. The Polo is more refined than ever before. It boasts the latest its maker offers in terms of safety and touchpoint technologies within this segment.

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Riding 15 mm lower to the ground than the standard car, the updated Polo GTI is fitted with a sport suspension, 17-inch alloy wheels and the IQ.Light package as standard. The GTI-badged Polo is fitted with a 2.0-litre turbopetrol engine, which delivers 147 kW and 320 Nm of torque to the front wheels via a six-speed dual-clutch transmission. Yet, despite boasting a claimed zero to 100 km/h sprint time of under 7.0 seconds, the most potent production Polo lives up to its famous name by still delivering a compelling blend of everyday usability and relative comfort.

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NOW LIVE

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Ducks and dreams

When you don’t have a plan, nothing can go wrong … and other truths from my campervan conversion. Words: Michelle York

old.bat.van.chat

bout two years ago, I decided I had to build a campervan. Solo! I am an out of shape, 50-something-year-old with zero DIY skills and a tool drawer containing only a pair of rusty pliers, two screwdrivers, an old hammer and myriad tubes of Pattex No More Nails. The closest I got to being in nature was drinking cocktails on a balcony at a five-star game lodge. Have I mentioned that I tend to be impulsive? I was a little thin on money (and sanity, for that matter), so I settled on a 2000 Hyundai H100 panel van. It was sprayed in the most obnoxious yellow paint I’ve ever seen. My friends called her the ‘Pus Bus’, but I called her ‘Ducky’. At some stage, someone had replaced the car’s standard 2.0-litre diesel engine with an old Ford V6, along with a gearbox of indeterminate parentage. It took three attempts to drive her from the dodgy workshop that sold her before I could proudly pull Ducky into my carport. I sat in her and wondered what the hell I had done. I started to panic. I was going to build a camper, and I had never touched a power tool. A friend sold me a second-hand jigsaw and sander, and I wandered around like a lost lamb in the hardware store to purchase a drill. My workbench was a small, old braai. I was forced to ask for advice. My sage was a friend who had also never touched a power tool. His advice, though, was to keep a towel handy if I severed a major artery and keep my phone within arm’s reach if calling an ambulance became necessary. I even had to watch a how-to video on YouTube to find out how to put a bit in my new drill. On

Michelle is the current GM of the SA Guild of Mobility Journalists (SAGMJ) and has been a hobby motoring and lifestyle journalist for years. She dreams of becoming a digital nomad creating content for your amusement.

22 December 2020, I started the mammoth task of converting it to a glorious camper. A towel and the phone was within easy reach. God bless my naiveté. Fifteen months later, I am wiser, older, semi-skilled and fairly injury-free, except for an unfortunate incident where my hinged bed frame gave me an involuntary mammogram. Ducky has none of the expected

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Michelle York

gleaming white surfaces, frothy white curtains and the de rigueur macrame dreamcatcher. My décor can best be described as ‘discocowboy-brothel’ with a hint of steampunk and gobs of quirk. I would spend days just staring at a section of the build, working it out in my mind and adjusting for my non-existent skillset and clear disregard for measuring. Most parts I built three times. Some I had to tear apart and adapt. I went on a journey even before l left my carport. It was cathartic. While I wallowed in carpentry, paint techniques and inner demons, my kind friends rallied around Ducky’s old V6 (I do not use the term ‘old’ for effect in this scenario, though no date of birth has been determined). So far, points, condensers, fuel lines, gaskets, filters, fans, plugs, wiring, pumps and a host of other mechanical bits have been replaced. Most of the time, the old girl is still on life support ... the van, not me. A trip anywhere requires people on standby to come and tow me, but I have worked my ass off to build this camper and I will enjoy it and not allow temporary setbacks like an engine that seldom runs to stop me. The never-say-die attitude of Ducky’s quest to roam free appealed to Cobb SA. Much to my delight, they sponsored Ducky on a trip to the coast. She was towed 700-plus kilometres on the back of a trailer to attend South Africa’s very first VanFest! I believe anything is possible, and Ducky is my proof. One day when you see an obnoxious yellow van with the sweetest sounding V6, know that behind the wheel is a slightly crazy 50-somethingyear-old with a happy heart chasing sunsets and heading on big adventures. It’s never too late for anything.

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Grenadier Apex Ad_Print.pdf

2022/04/12

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A RUGGED CAPABLE & DURABLE 4X4. Reserve your Grenadier at ineosgrenadier.com

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Classic man

Classically-trained? Or has two decades of motoring transformed our writer into a purveyor of old whips against his will? Words: Calvin Fisher

@CalvinFisher_ZA

had no designs on becoming a classic-car guy. However, you just are when a 47-year-old Chevrolet 4100 LS automatic and a 38-year-old Toyota Celica Supra occupy both spots in your suburban double garage. This was precisely what I was pondering the moment my phone lit up. It was Barry, a friend from primary school who, despite living a kilometre away, would almost exclusively reach out when he had something old and enticing to share with me. Thirty minutes later, we stood, beer in hand, on my driveway. The drinks were courtesy of me. He provided the view, a 1974 Toyota Hiace in rough but running condition. A scruffy, white, box-shaped heart that I was duly enamoured with. Barry flips the odd classic whip, and I was the fallback sucker he would often entice (maybe gaslight is a better word) with lines such as “I won’t try to sell this to you, I promise” or “this one’s mine” and “I have so many plans for this one, I hope it doesn’t sell”. We do this dance each time, but my knees were particularly weak this time. See, I’m many things, two, in particular: a mountain biker and road tripper. I’m also one half of an adventuring couple, so my wife’s cold and sobering voice wouldn’t come this time. There’d be no “we have no space for it” or “you barely drive the Supra and Chevy”. Instead, I was met with “oooh, look at the back, there’s space for bikes and a mattress and and and…”. You get the picture. This was problematic.

Calvin’s worn all the industry hats: motoring editor, photographer, videographer. But here’s a photo of him without a hat.

At the end of last year, I gambled. I bought myself a lowmileage 2010 Porsche Cayenne. No, I’m not stupid; it’s the diesel. Okay, perhaps a little silly. It does bear a pretty serious roof rack now and can often be seen carrying a pair of bicycles and a rooftop tent. The Cayenne has been in Porsche’s portfolio for 20 years

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Calvin Fisher

now, so it enjoys Porsche Classic status, much to the dismay of 911 owners. I exploited this loophole to live the dream of having a reliable daily that can also scratch that classic-car itch. The plan has worked out well but meant that we’re already taken care of in the adventure department, so there was no need for a half-a-centuryold minibus. I was my own voice of reason. But only just. The way I see it, you get two sorts of classic-car guys. The first type collects cars of monetary value, with the option to make a fair penny on the chance the market reacts well to it. You know, the cars, everyone does: Mustangs, GT-Rs and that one Cressida GLI-6. Then there are the South African collector’s items, such as the Opel Superboss, BMW 333i, plus outright exotics a la the Italian super coupés and metal of that nature. But then there’s the camp of collectors where I reside. These are the nostalgia chasers who pursue cars they love and will spend every opportunity making opportunities to drive them. That Supra in my garage is a slice of Japan, my favourite car culture. The Chevy? That’s identical to the one I grew up in, my dad’s. And my love of Porsche led me to its only model that can play a supporting role in my family of five. So where does that leave the Hiace then? Sadly, I’m going to have to give it a miss. Because even though it and I are meant for each other, the double garage is full ... for now.

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MAKING

time FOR MOTORSPORT Omologato is fast becoming a big name in the world of watches and motoring. We had a chat with the founder, Shami Kalra. Words: Mark Smyth

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otorsport is a big business; the upper echelons are often full of rules, regulations and corporate agreements. When I first met Shami Kalra, the founder of Omologato watches, it was clear he had no interest in any of that. For him, it’s all about the passion, the people and, of course, the watches. He started life as a watch designer, creating watches for several motoring brands in limited numbers. It might sound great, but things did not go so well, and in 2015, it was all looking a bit dire to the point that he only had a couple of hundred rands in the bank and bills mounting up. Now he’s taken delivery of a brandnew Ford GT, which has pushed his Porsche 911 GT3 out of the garage

where it sits on the driveway alongside his beloved Volkswagen Up! GTI. He’s also opened a new office right opposite the entrance to Windsor Castle in England and has retail agreements worldwide. He has achieved all of this by believing in the passion for the watches he creates and the passion of the people who love motoring. “What I try and do with my brand is to include everybody. It doesn’t matter what your budget is; it doesn’t matter how much money you have, you’re included, you can afford a motorsport watch,” he says. His first watch was Le Mans blue or Gulf colours, and not surprisingly, the phone rang. “I got my knuckles rapped by Gulf immediately because they saw it and said hold on a second, that’s not authorised, you shouldn’t be doing that,” he told us. “So I said, listen, I don’t want to work against you, I want to do this right, it’s a long-term thing for me, so what can I do?” What they did was help him tweak the design slightly, and then they unofficially endorsed it. The CEO of Gulf South America even has an Omologato Derek Bell 500 watch on display in his office in Mexico. From that first watch to the catalogue of designs available today, Kalra says everything must be authentic. He admits he has done some versions he’s not proud of over the years because he has a bond to pay, but today he can make the watches that he wants to buy himself. They all have great names and designs, like the Le Mans ’59, Maranello California ’57, Panamericana, World Racer and the Dakar Chronograph. Then there are the circuit watches like the Zandvoort Chronograph, the VIRginia International Raceway Oak Tree Edition, Imola Acque Minerali and the Kyalami.

Omologato founder Shami Kalra had an arduous journey to the point where he could afford his latest car, a Ford GT.

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Omologato is now the official timepiece partner to the British Superbike Championship.

It’s still very much a family business, however. His wife is involved in marketing, his daughter heads up distribution, and when we spoke to him, he was busy making watch straps. He’s taken on a couple of designers and has a few other employees who help with sales, packing and so on, but it’s all a small, intimate business with a loyal global following. This following is partly because Kalra likes to engage and give back to his customers, to provide something that is often not part of the big-money nature of motorsport. “I’m always happy to give back to motorsport because for far too long it’s been exclusive, and I hate exclusive. You’re invited to the party, and you’re allowed to

look through the window; that’s rubbish.” “I took a guy to the British Superbike Championship last year, a 65-year-old who’d bought our British Superbike watch. He’s a massive bike fan, and I said, well, come along with me to a race. He said, you’re joking, and I said no, and I took him onto the grid. He was crying. He said he felt like he’d won the lottery, and it made me almost cry as well.” To reach the point where he has the kind of clout that can get a customer onto the grid of a major race meeting, Kalra deals not with corporations but with people. “Every deal I do, I do with people, not the organisations. I’ve just terminated three deals because I can’t get on with

the people; they’re too corporate, they’re too stiff. I’m not like that,” he told us, adding, “The thing is to be straight. In any relationship, you’ve got to be straight, you’ve got to be authentic and don’t bullshit anybody. I’ve come through many people in motorsport who bullshit you, promise you the earth, and they can’t deliver.” What Kalra loves the most is knowing that people who love motorsport love his watches. This approach has turned him into a successful watchmaker and businessman, as well as being taken seriously by the motorsport community at all levels. It’s not something he takes for granted. “I never take my eye off of the fact that we were broke when we started out, and you never know how karma and things work,” he told us. “Everyone needs something emotive, everyone needs something to show their personality and show what they love, but nobody needs a watch. We have to give them a reason every day to buy an Omologato. That’s the pressure every single day; that is what keeps it going,” he said. It’s common for watchmakers to say their timepieces tell a story, but rarely is that story as passionate and inspiring as that of Kalra and Omologato.

The Le Mans 1959 watch (left) has a classic look to it; The Maranello California ’57 (right).

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WATCHES WITH STORIES

www.topwatch.com

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3O b ’3O Toyota, the company that introduced the first mass-produced hybrid vehicle to the world, is now fully set on the fully electric future. The Japanese automaker plans to introduce 30 new battery-electric vehicles by 2030. Words: Marius Boonzaier

mariusboonzaier

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lobally, in over 170 countries, Toyota offers more than 100 models. These comprise internal combustion cars, hybrid and plug-in hybrid vehicles and fuel-cell electric variants. The Aichi-based brand has now firmly set its sights on the electric future, revealing a fleet of electric concepts for the showroom of the future.

CATEGORISING CARBON NEUTRALITY The company believes two categories of electric vehicles exist. The first comprises carbon-reducing cars, and the second, carbon-neutral vehicles. The firm aims to avoid producing vehicles that fall in the former. These are vehicles that, although electrified, aren’t powered by clean energy and, as a result, aren’t fully emissions-free. In contrast to the first category, the second consists of, as mentioned, carbon-neutral vehicles. These are cars running on clean energy to achieve zero CO2 emissions. These are the type of EVs the Japanese automotive giant is focusing on. By 2030, Toyota aims to introduce a total of 30 battery electric vehicles (BEV) to the world. In addition, Toyota has set itself the goal of achieving a global sales figure of 3.5 million BEVs per annum before the start of the new decade.

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“I believe that achieving carbon neutrality means realising a world in which all people living on this planet continue to live happily,” said Akio Toyoda, president of Toyota Motor Corporation. “We want to help realise such a world. This has been and will continue to be Toyota’s wish and mission as a global company. For that challenge, we need to reduce CO2 emissions as much as possible, as soon as possible.”

BEYOND ZERO The first model in Toyota’s BEV line-up, the bZ4X, was jointly developed with Subaru. According to Toyota, this joint venture allowed

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it to pursue smoothness, manoeuvrability, and a genuine SUV’s drivability. Like future bZ (‘beyond Zero’) models, the bZ4X is underpinned by a dedicated BEV platform, developed to meet the diverse needs of the global market. The expansion of the bZ line-up will include a duo of new SUVs, a compact derivative and a midsize model. The former, most compact bZ variant in the series is designed with Europe and Japan in mind. According to Toyota, owing to this BEV’s size, it has to be thorough and highly particular about power efficiency. With this model, Toyota is aiming for power efficiency of 125 Wh/km, which, the firm says, should be the highest in the compact-SUV segment. The fourth and fifth BEVs in the range comes in the shape of a midsize sedan “that meets customers’ expectations for a first car” and a large SUV. Available with a threerow seating arrangement, the latter model, Toyota says, allows families to experience fulfilling times together.

EV FLEET In addition to the bZ models, Toyota revealed myriad other BEVs, including a bakkie and an SUV. Other concept EVs included a small SUV crossover, a compact cruiser EV, a bakkie and a sports EV. The firm further revealed a duo of van-like concepts, the Mid Box and Micro Box, and a people-carrier, the e-Palette, to form part of its commercial range.

On the Lexus front, Toyota’s luxury arm offers more than 30 derivatives, comprising similar powertrains as mentioned, in more than 90 countries. (It’s worth noting that Lexus South Africa’s model portfolio already comprises an array of hybrid vehicles.) Said Toyoda: “Lexus aims to realise a full line-up of BEVs in all vehicle segments by 2030 and to have BEVs account for 100 per cent of its vehicle sales in Europe, North America and China, totalling one million units globally.” In terms of the rest of the world, Lexus aims to do the same five years later. For its EV future, Lexus revealed a quartet of concepts. These are a large SUV, the RZ, a sedan, and a next-generation BEV sports car. The latter model inherits the performance cultivated by developing the company’s iconic LFA super sports car. The performance-focused EV symbolises the future of the brand. According to the company, the bold yet sleekly styled sports car will boast a zero to 100 km/h acceleration time in the low two-second range, while the cruising distance will exceed 700 km. “We will extend the driving taste refined this way to other models as we evolve Lexus into a brand centred on battery EVs,” said the company. “We can position batteries and electric motors to bring more freedom to battery EVs. “This freedom will allow us to be more attuned to our customers, such as by meeting the various needs of different regions, the various lifestyles of our customers, and, when it comes to commercial vehicles, everything from long-distance transport to last-mile delivery.”

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LIFESTYLE

R O F T S U J KICKS Winter is coming, and what better time to switch your sandals for sneakers? Thanks to their comfort and stylish designs, these new launches can be worn all year. Here’s our round-up of the season’s best kicks. Words: Jennifer Campbell

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MADE FOR TOMORROW

adidas Originals and long-time partner Parley for the Oceans have released a collection of iconic styles, each made with a yarn that contains at least 50 percent Parley Ocean Plastic. The material is reimagined plastic waste, intercepted on remote islands, beaches and coastal communities to prevent it from polluting our seas. The Forum Mid Parley is one of the collection’s highlights. The shoe is made of wrapped webbing, assembled layer by layer to minimise waste in the production process. The style combines high fashion with a sense of energy and comfort. R2 499

TAR TEKKIE

Converse has long been known for its iconic style. The Chuck 70 is a remastered icon from the 1970s and is timeless in its simplicity and premium details. The Chuck 70 Utility Hybrid Function High Top is all about comfort; it features taller, moulded rubber sidewalls and a protective, translucent cage overlay. Staying true to the brand, heritage elements like a clean rubber midsole and the iconic All Star ankle patch keep the design grounded in the Converse roots. R2 499.95

CASUAL KICKS

The new Bend Collection from Birkenstock sees a return to minimalism with a simple and sleek design. The unisex style, with a sporty and chic aesthetic, is the perfect blend of fashion and comfort. The sneaker features an additional midsole, which is made of PU and cork to ensure optimal s hock absorption and a breathable microfibre lining for a comfortable foot climate. The Bend Low in Midnight is top of the charts in this collection; the shade of navy and the combination of smooth canvas and soft suede are on-trend. R2 999 APEX

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GRIPPED

The brand-new runner style from G-Star, The Theq Run Logo Blocked Sneakers are designed to provide flexibility and all-day comfort. With a low-cut design, flat laces and structured, lightweight outsole for extra grip and comfortable bounce, these sneakers are easy wearing and versatile. They’re made from a rich mixture of materials, including textile and leather, which gives them a contrast of sheen and texture. R2 299

BURNING RUBBER

Parisian luxury fashion house AMI has collabed with PUMA to create a collection of innovative sportswear designs. The collection is inspired by a new era of achievement, which does not conform to a specific gender, individual or appearance. To elevate sportswear, the collection takes on minimalist branding, a combination of neutral and bold colours and premium materials. The Slipstream Lo forms part of the collection’s footwear offering a classic silhouette featuring a leather and suede upper and rubber soles. R2 400

OLD-SKOOL COOL

The new Skate Old Skool from Vans is built extra tough on the inside for skateboarding. They have been completely redesigned for modern skateboarding; think reinforced underlays and fully redesigned uppers, along with new two-part foxing tape that features a deeper knurl pattern on the toe that is strong enough to withstand daily skating. The moulded heel counter and internal tongue straps lock in your feet and allow more board control. R1 099

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Developed on a track, the i30 N is not built for long-distance journeys. Yet, that’s just what we did. Next stop, Old Mac Daddy… Words: Marius Boonzaier

mariusboonzaier

TRAVELLIN’

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Cape Town Elgin Valley

Take a moment to think about the perfect road-trip car. At a calculated guess, the vehicle you’re considering is probably a large crossover/ SUV or a people-mover, lavish standard equipment, spacious, comfortable on the road, endowed with adequate power and purportedly fuelefficient. Why shouldn’t you? After sampling a duo of sevenseaters on a journey along the Garden Route, a car of this ilk was also top of my list, the logical choice. However, when I considered that the stretch of tarmac leading to Old Mac Daddy comprises a national road – which includes several twisty bits – and a weaving back road, I left rationality at the door. My partner and I loaded our luggage into the boot of the updated Hyundai i30 N and set off.

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DAY 1 We have always wanted to visit Old Mac Daddy. Nestled in the apple orchards of Elgin Valley, just 84 km from Cape Town, it feels a million miles away, much further than the 75-minute journey would suggest. We left the Mother City early in the evening, the i30 N’s crackling exhaust note often heard over our favourite road-trip tunes. Not that we minded; it’s grin-inducing. Just over Sir Lowry’s Pass, hues of pink and orange brushed across the sky and the Hyundai’s automatic headlamps soon complemented its striking LED daytime running lights. We turned off the N2. Following a sinuous piece of tarmac, our

destination was nearly in sight. This final stretch of road is gravel but we were not the only couple to travel there in a hot hatch. On arrival, we cheekily parked the i30 N next to a previous-generation version of its accomplished German rival and made our way to reception. We were warmly welcomed, checked in and offered help with our luggage. Contemplating the steps to our unit, we eagerly accepted. Old Mac Daddy boasts a trio of accommodation choices: Airstreams, self-catering, and tented camps. The most popular are the Airstream units, though. Each aluminium-wrapped

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caravan has a unique interior design for a dash of quirkiness. The options include Birdy, Dig’it, Dirkie Sanchez, For Better or Boerewors, Give Bees a Chance, Life Before Colour, Love Cake, Metalmorphosis, Private Life of Plants, The Dream and Yellow Submarine. We stayed in Mills & Boon. The styling is quintessentially Mills & Boon. As the hosts proclaim: “Mills & Boon is a place to put your cynicism on the shelf, loosen your corset and melt into a swoon of pink, a marshmallow of kitsch and a sugary sweet sleep of reason that will dust all the cobwebs out of your romantic self.” The room is filled

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with mirrors; on the closets, the drawers, even on the ceiling above the double bed. Make of that what you will. The vintage trailer suite is just one part of the entire accommodation. The themed unit is merely the main bedroom. The Airstream is incorporated into a built-in, more contemporary lounge, bathroom and wooden deck that presents a view over the apple orchards. Its retro Smeg fridge was stocked with beverages. Coffee, tea and rusks are complimentary. With our bags unpacked, we made our way to The Barn restaurant. After browsing through the extensive list of options, I ordered the fillet steak with a side of hand-cut, homemade chips. My girlfriend opted for the vegan mushroom risotto. For dessert, we shared the plantbased peanut butter blonde. The dishes were scrumptious. After dinner, we retired to our Airstream and hopped into bed. Its ‘suspension set-up’ was quite stiff – much like the Hyundai – but it did provide us with a good night’s rest.

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DAY 2 Waking up earlier than expected thanks to our internal alarm clocks, we enjoyed our coffee on the deck as the sun rose and went for a hot breakfast, followed by a stroll through the grounds to check out all the facilities and activities on offer. A spa is located on the grounds and activities include nature walks, mountain biking and tractor rides. There’s also archery, located en route to the ‘beach’, where guests can try standup paddleboarding and kayaking, at a

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small fee. The paddleboarding was worth every penny; more challenging than expected (I fell off a couple of times), it was great fun. We grabbed a spot on the sand and ordered drinks from the beach bar and then headed to the pool area for a refreshing swim, cocktails and a light lunch of tacos and those homemade chips. We made our way back to the room for an afternoon nap. It must have been the combination of the day’s paddleboarding, good food and fresh air because when we woke up, it was time for dinner. We had scoped out the menu the previous evening but soon realised keeping track of the time might have been beneficial. We arrived at the restaurant just as the kitchen closed. Fortunately, Wendy, one of the staff members explained the pizza oven was still hot and they could fix us a Moroccan chickpea curry. The food was exquisite … thanks Wendy.

There were a few similarities between Hyundai’s hot hatch and our easy-going accommodation. The i30 N and Airstream rooms are generously equipped and much more spacious than expected. Both offered loads of fun and laughter, and much like our time with the i30 N, the weekend at

A big thanks to Old Mac Daddy for their hospitality. For more information, visit Old Mac Daddy’s website oldmacdaddy.co.za.

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Old Mac Daddy went by far too quickly. A large SUV or people-mover may well be the perfect car for a road trip. Developed on a track, the Hyundai i30 N is arguably the opposite. Would we trade the experience of taking a focused hot hatch on a road trip? Never.

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true to its maker’s DNA, although electrified, it still feels like a BMW

divisive exterior styling; expensive

BMW iX XDrive50 Like its i3 sibling did nine years ago, BMW’s striking new EV makes as bold a statement. Are you ready to take an electrically charged leap of faith? Words: Steve Smith

SteveSmithZA

efore you teleport into the world of EVs, consider this: there are both upsides and downsides to being an early adopter. On the upside, not only is your status as something of a visionary confirmed, but you will benefit from ground-floor knowledge of game-changing tech that the huddled masses will take longer to grasp. The downsides are two-fold, too. It’s often an expensive exercise. Your purchase is likely a smallproduction vehicle that’s yet to benefit from the economies of scale and recouped R&D costs. It can also be frustrating. Given that said product has only taken a few baby steps from the primordial soup of ‘Planet Prototype’, there could still be a few glitches and kinks that only evolution can sort out. As buying the car you see on these pages immediately guarantees you ‘early adopter’ status, it’s best to evaluate where it tracks on our pros-and-cons continuum. So let’s start. You’d have to start with the design. It’s certainly the element that’s spawned the most reaction across social media since the iX’s global launch in November 2020. Much indignant outrage around that interpretation of the kidney grille and the large rear overhang has been furiously thumbed on mobile phones. One may argue it’s a tick in the con column of our ‘early adopter’ balance sheet. But I’m not so sure.

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It’s certainly a divisive piece of automotive design that does not abide any fence-sitting. You’re either going to hate its unconventionality or applaud it for lifting a middle finger to the school of cookie-cutter car design. I’m with the middle-finger crew. I think the iX makes a bold and brave statement that, in no uncertain terms, signals that you’re dealing with a maverick. There’s no denying that any current production EV deserves that moniker. Besides, BMW has been here before. No doubt you remember the Chris Bangle-designed Beemers of the early 2000s? Considered practically heretical by most BMW fans for their avant-garde styling, these days, his BMWs are regarded as visionary and hugely influential by the generation of automotive designers that followed him. In that vein, BMW’s head of design, Adriaan van Hooydonk (he worked under Bangle) and his team have penned a vehicle that calls on architecture and sculpture as much as automotive design. There are elements of Brutalism in that big, futureforward, confident nose, resulting in an SUV shape that blends both pragmatism and futurism, hinting at a noteworthy interior and some very futuristic tech. Step inside its spacious interior – think X5 in size – and the first thing you’ll notice is the exposed carbon that’s part of the Carbon Cage. Used in the roof, flanks and rear, it combines with the aluminium spaceframe construction to add strength while minimising weight. Once over that threshold, let your gaze wander across the cabin. If you’re still not impressed with what you see, then you’ll have to bullet-point ‘hard to please’ on your CV. Even if the overtly hexagonal steering wheel – relatively minimalist by today’s button-and-scroller-covered wheels – isn’t quite to your taste, you’ve got to be impressed by the sweeping display that blends a 14.9-inch infotainment touchscreen next to a 12.3-inch instrument cluster. It’s a vista one can manipulate via a beautifully crafted wooden haptic touchpad and a crystal rotary controller. From here, you’ll be directing BMW’s newgeneration iDrive operating system that has banished most buttons and ceded control to touch interfaces. Yes, I’d still prefer

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DEEP DATA BMW IX XDRIVE50 Price: R2 175 000 Battery capacity: 111.5 (gross)/105.2 kWh (net) Engine: twin electric motors Transmission: n/a Driven wheels: 4 Power: 385 kW Torque: 765 Nm 0-100 km/h: 4.6 seconds Top speed: 200 km/h Electric consumption: 21 kWh/100 km Range: 630 km CO2: 0 g/km Length: 4 953 mm Height: 1 696 mm Width: 1 967 mm Wheelbase: 3 000 mm Weight: 2 585 kg Luggage capacity: 500-1 750 L Warranty: 2 years/ unlimited (8 years/ 100 000 km for battery) Maintenance plan: 5 years/100 000 km 5 years/100 000 km

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The rear end’s design is arguably more subtle than the front, where the Bavarian behemoth blends Brutalism with futurism for a striking aesthetic.

actual buttons for the climate control functions – a safer feature, surely – but you’ll quickly get the hang of things if you’re used to a mobile phone interface. While there’s no faulting the interior’s commendable build quality, craftsmanship and adoption of sustainable materials (the floor coverings and mats are made from recovered fishing nets), the iX’s interior can look a little like a designer handbag thanks to accoutrement like crystal electric-seat adjusters and quilted leather upholstery. Like me, you may have nothing against designer handbags, but you may not necessarily want one slung over your shoulder, is my point.

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And that futuristic tech mentioned earlier is not merely the fact that it’s an EV. We’re talking about some pretty out-there stuff. It has, for example, a self-repairing grille that, when left at room temperature for 24 hours, will see small chips and scrapes quietly fade away. Thanks to polymer-dispersed liquid-crystal technology, the panoramic sunroof will go from clear to opaque in a second. You have the option of aural accompaniment courtesy of Hans Zimmer. Herr Zimmer, an Oscar-winning movie score composer, created a library of bespoke sounds that vary in pitch and resonance depending on which of the iX’s three driving modes you’re in.

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All very tricksy and fun, yes, but what we really want to know about is the all-electric drivetrain, of which there are two on offer. You get the xDrive40 that puts out 240 kW/630 Nm and has a claimed range of 390 km, and the car tested here, the xDrive50. This model produces 385 kW/765 Nm and offers an electric range of 570 km. Those are big numbers. And the iX certainly delivers on them. In both derivatives, you get an electric motor on the fore and aft axles, effectively providing the iX with allwheel drive and, in the xDrive50 in particular, with the kind of acceleration you actually have to prepare yourself for. It’s not so much the blistering time it will post from zero to 100 km/h (4.6 seconds). With a combined 765 Nm instantaneously available, you have to tense your arms, shoulders and neck when you stamp hard on the accelerator. You will need to be careful when doing this, however. You’ll be amazed at how much one relies on the sounds and vibrations

that fast-accelerating internal-combustion engines provide. The iX’s silence often betrays the speed it’s travelling and has a propensity to scare the pants off both driver and passenger and any unwitting pedestrians that may wander into the road unaware. Having driven all the EVs available here in SA (bar the new Mercedes-Benz range), one thing immediately evident is how the iX maintains this acceleration at higher velocities. It’s pretty much whiplash stuff all the way to the electrictronically governed top speed of 200 km/h. The reason for this is BMW’s fifth-generation motors. The Bavarian brand’s latest electric units use copper-wound iron electro-magnets instead of rare-earth permanent magnets. Through electro-magnetic wizardry that I wouldn’t even pretend

The future-focused interior is a masterclass in minimalism, technology and luxury. Most analogue switchgear has been ditched for touch-enabled items. Note the crystal trim bits.

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to understand, BMW’s whitecoats have engineered the motors to manipulate the magnetic field, holding on to maximum power and torque until higher revs. There’s some trickery in bringing all these whispering velocities to a halt. With the iX, when you put your foot on the brake, you don’t actually put your foot on the brake. The only time the brake callipers immediately clamp down on the discs is in an emergency or system failure situation. For the rest of the time, BMW’s integrated brake technology uses the electric motors’ adaptive recuperation to slow the car, adding a little bit of actual friction braking to the mix when needed. Another surprising thing is how much this still feels like a BMW. Tipping the scales at around 2.5 tonnes, it’s a hefty car. However, the iX offers impressive agility thanks to its super stiff chassis construction and a supple suspension set-up that sees it hustling through the corners, expertly managing any body roll. Tick the optional air-suspension box, and it also offers real luxury vehicle comfort, dismissing road imperfections with ease. So far, it’s primarily pros in our ‘early adopter’ analysis. Sure, you could argue the design, but I’m confident history will prove you wrong. During our time with the iX, nothing suggested any glitches in the matrix regarding its EV tech, so cross off that con. Range anxiety is the last thing to be anxious about if you live in South Africa. Along with a real-world range that will easily surpass the 500 km mark, the amount of fast-charging stations in our cities and next to our national roads are increasing. BMW will also throw in a complimentary home wall-box charger and free charging at any BMW-branded charging station. The only real con is the price. And even then, I’d put up an argument against that. At a tad under R2.2 million, yes, it’s an expensive car. But then again, a decently specced BMW X5 M50d/M50i won’t be far off that, and an X5 M is north of R2.7 million. I know where I’d spend my money.

THE VERDICT

4½ 5

As a full-size luxury EV, there’s nothing to fault the new BMW iX apart from (possibly) the price and a design that may be a little too avant-garde for everyone’s taste. It’s basically the near future now. And all it takes is a little courage to step into the unknown, right?

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i30 N one of the most focused hot hatches; majors in driver enjoyment Kona N fun … and then some; unique packaging

i30 N doesn’t enjoy the sales success it should Kona N not as appealing as its hot-hatch sibling

Hyundai i30 N and Kona N Following rave reviews from overseas, the updated i30 N and first-ever Kona N have finally arrived in South Africa. Before the launch, we were given a first drive of the siblings N to find out whether these two tykes live up to the hype. Words: Marius Boonzaier mariusboonzaier Photos: Kian Erikson automotography_

he story of N began in 2012 when Hyundai’s research and development centre in Namyang brought together a team of selected researchers to develop high-performance cars. The news that the South Korean company was dedicating itself to producing these halo models brought some to question whether the maker of more familyfocused motor vehicles has gone off track. However, the news that Albert Biermann – formerly at the helm of BMW M – was hired as Hyundai’s executive vice president of vehicle test and highperformance development certainly piqued the interest of the motoring world. The naysayers were put to rest, surely. However, if this wasn’t enough to quiet the critics, the following did…

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In 2015, Klaus Köster, a former member of MercedesAMG, was appointed director of Hyundai’s European technical centre’s high-performance vehicle development division. The same year, the firm opened a designated test track at the Namyang R&D centre, exclusively built for testing its most driver-focused vehicles. It’s worth noting the track’s layout resembles that of the Nürburgring and, when practical testing is required, the cars are tested on the Green Hell itself. Hyundai was on track, figuratively and literally. The Seoul-based brand had all the ingredients to build a pukka performance car; so, in short, it took to the race track to start developing its N cars. Soon, the firm’s first N car would make its debut.

N-coming Although most might argue Hyundai was late to the hot-hatch party, the firm made a grand entrance when unveiling its first-ever N car. The i30 N was met with great adoration. It was an inspired effort from Hyundai. Those

2 1. Cosmetic updates made to the refreshed i30 N are subtle. Even so, it is as imposing as ever. Performance Blue would be our choice of paintwork. 2. Press the violet, chequered-flag button on the tiller for optimal thrills. 3. If the exterior hue didn’t turn heads, the exhaust note certainly did.

who wanted proof that Hyundai could develop a trueblue (Performance Blue, mind you) driver’s car had it. The evidence was finally here. My first taste of the prefacelifted i30 N was a quick one, a mere lick that left me wanting a full bite of what the hot hatch had to offer. Fortunately, the opportunity did arrive. Kitted in a full

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racing suit, I pointed the i30 N’s striking nose to the race track and set off with a blast of cracks and bangs. The i30 N impressed. The steering was sharp, the chassis taut, and the manual gearbox slick. The i30 N inspired confidence with each passing corner. It was apparent, the i30 N adhered to its moniker’s DNA.

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DEEP DATA I30 N DCT Price: R749 900 Engine: 2.0 L, 4-cyl, turbopetrol Transmission: 8-spd dual-clutch Driven wheels: F Power: 206 kW @ 5 500-6 000 r/min Torque: 392 Nm @ 2 100-4 700 r/min 0-100 km/h: 5.4 seconds Top speed: 250 km/h Fuel consumption: 8.9 L/100 km CO2: 191 g/km Length: 4 340 mm Height: 1 445 mm Width: 1 795 mm Wheelbase: 2 650 mm Weight: 1 455 kg Luggage capacity: 381 L Fuel tank: 50 L Warranty: 5 years/150 000 km Service plan: 5 years/75 000 km

Rear LEDs mimic those up front. Roof-mounted rear wing and red accents add to the i30 N’s sporty persona.

It’s not necessarily built for speed but is definitely a blast around bends. Arguably, that’s where the fun lies.

DNA of N Adding to the list of talented individuals steering the N brand, in 2018, Thomas Schemera joined the team. Like Biermann, he began his career as an engineer at BMW and stated that all N cars should be fun to drive. Three pillars support this proviso. The first pillar is corner rascal. This entails that any enthusiast can enjoy an N car ferociously and safely around

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corners. The second is everyday sports car. Biermann remarked: “N models are not just made for high-performance car fans, but for everyday drivers, too.” To sum it up, for Hyundai, responsiveness to different driving environments is more important than outright output. The third and final pillar of the N brand’s DNA is race track capability. According to Hyundai, N cars don’t stop at having just enough performance to be used as track tools; each N-badged model is built ready as-is, so there is no need for other modifications.

THE VERDICT

4 5 I30 N DCT

The i30 N majors in driving enjoyment. It’s one of few truly driver-focused hot hatches available in our market. Some might even argue that it pips its competition in this department. It’s a package that deserves to sell. Pricing is critical, however.

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So, following a glowing first impression of the previous i30 N, when the Kona N was announced, I was excited to find out how it would fare compared to the hatchback with which it shares a powertrain. The opportunity arrived before the official local launch of the Kona N and its revised hot-hatch stablemate. The Kona N proved to be a surprise of the best kind. Indeed, Hyundai’s first hot crossover was created with the same genes in mind. According to the company, the Kona N is a true hot SUV with the performance levels of a hot hatch.“[The Kona N] breaks the rule that SUVs are

N2 Following in the i30 N’s footsteps, Hyundai launched a host of other N vehicles, including the Veloster N and Elantra N. However, in South Africa, the N line-up comprises only two models: the recently launched, updated i30 N and the Kona N. If the manufacturer’s hot hatch stirred a debate among motoring enthusiasts, the announcement that Hyundai is creating a Kona-based hot crossover certainly had enthusiasts expressing shock and disbelief. A crossover developed on a race track? Aikona!

6 4. The Kona N’s bright red NGS button begs to be pressed. 5. Select N mode; graphics reminiscent of flames are briefly displayed on the instruments. 6. Although boxier than the i30 N, body lean is well contained in the corners thanks to a taut chassis set-up.

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DEEP DATA KONA N DCT Price: R749 900 Engine: 2.0 L, 4-cyl, turbopetrol Transmission: 8-spd dual-clutch Driven wheels: F Power: 206 kW @ 5 500-6 000 r/min Torque: 392 Nm @ 2 100-4 700 r/min 0-100 km/h: 5.5 seconds Top speed: 240 km/h Fuel consumption: 8.9 L/100 km CO2: 194 g/km

less fun to drive … [it can] carve corners on the race track and bring excitement to everyday driving,” said Biermann.

N siblings The i30 N (in revised format) and Kona N draws power from Hyundai’s 2.0-litre T-GDi engine, producing 206 kW and 392 Nm of torque. The models tested here were equipped

with an enhanced version of the automaker’s wet-type dual-clutch transmission. Coupled with the N DCT ’box, the i30 N and its taller-riding sibling sprint to the threefigure marker from a standstill in 5.4 seconds and 5.5 seconds, respectively. The top speed for the i30 N is rated at 250 km/h. The Kona N tops out at 240 km/h. Although by no means the last word in straight-line performance, as mentioned, that’s not what these cars were made for. Hyundai maintains they were conceived for the joy of driving. The front-wheeldrive hot hatch and crossover certainly adhered to this. Some, including myself, will argue the i30 N has lost some character owing to the fitment of a self-shifter. However, the eight-speed unit, which can be operated via steering wheelmounted paddle shifters, was slick in its workings. Considering the second pillar of N’s DNA, the addition of a DCT made it a hot hatch that’s as comfortable about town

THE VERDICT

4 5 KONA N DCT

Hyundai’s first hot SUV (whether there’ll be a second remains to be seen), the Kona N, might not be as appealing (to some, at least) as the i30 N. However, it’s a unique package that might just find favour among those seeking a tall-riding crossover that’s more focused in its nature.

Length: 4 215 mm Height: 1 565 mm Width: 1 800 mm Wheelbase: 2 600 mm Weight: 1 510 kg Luggage capacity: 374 L Fuel tank: 50 L Warranty: 5 years/150 000 km Service plan: 5 years/75 000 km

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as it is capable on a sinuous mountain road. The generous amount of specification only adds to this. Both models ship with a touch-enabled infotainment system, complete with Apple CarPlay and Android Auto; heating functionality for the steering wheel and front pews; dual-zone climate control; a reverse-view camera, complemented by fore and aft park distance sensors; cruise control; and a sunroof, among others. The Kona N gains a digital instrument cluster, whereas the i30 N features a detailed analogue speedometer and tachometer. The party piece to these packages has to be the N Grin Shift function. Press the ‘NGS’ button on the thick-rimmed, leatherwrapped steering wheels and maximum engine and transmission power are on offer for 20 seconds. It’s an appropriately named function as it, accompanied by the crackling exhaust notes, truly is grin-inducing.

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bold exterior styling; handsomely equipped; premium build quality

a bit pricey for some?

Kia Sorento 2.2 CRDi AWD SXL DCT Has the Sorento evolved into an SUV that’s more desirable and premium? Spoiler alert: yes.

Words: Marius Boonzaier

mariusboonzaier

t was a scorching summer’s day in Gqeberha, the starting point of our journey. It was a trip that would take us to Plettenberg Bay and Mossel Bay and back home to Cape Town. A road trip is, however, best spent with a companion. Taking on the roles of navigator and DJ, my partner plugged her smartphone into one of the myriad USB sockets found within the new Kia Sorento (tested here in top-tier SXL guise) and activated Apple CarPlay. We dialled in the electrically adjustable front pews to our preferred positions and, with our favourite tunes playing over the crisp-sounding, 12-speaker Bose surround sound system, we embarked to our first destination. Of course, bar a few pitstops along the way, during a road trip, most time is occupied inside the car. So let’s start with the flagship, fourth-generation Sorento’s interior, arguably the highlight of the package. Opening the doors (keyless entry and start are standard) reveals an interior that’s lavishly trimmed with various soft-touch leather finishes. Although some might argue the cabin could do with some more vibrant trim accents, it looks stylish, thanks to the addition of several shiny bits and pieces.

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In addition to these convenience items, the Sorento is generously equipped as standard. We made full use of the dual-zone climate control set-up and cooling functionality of the (heated and ventilated) front seats for the duration of the trip. The panoramic sunroof (a favourite item in our market) allowed a cool sea breeze into the cabin when we briefly stopped along the coast. Parking is a cinch, thanks to the 360-degree surround-view camera, which is supplemented by fore and aft park-distance sensors, displaying a

bird’s eye-view of the large, seven-seater SUV on the 10.25-inch touch-enabled infotainment screen. A neat addition, the blind spots are displayed on the 12.3-inch Supervision instrument cluster when indicating. Further included in the list of no-cost options are inductive smartphone charging, a head-up display and steeringwheel heating. On a road trip, safety is a priority. In terms of these items, this derivative is fitted with six airbags and Isofix child-seat anchorages on the 60:40-split second and 50:50-split third rows. Driver-

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assistance systems include lane-keeping and -following assist. In conjunction with the latter two systems, smart cruise control uses camera and radar sensors to maintain a safe distance to the preceding car while monitoring the road markings to keep (and steer) the Sorento in the centre of the lane. Steering the Sorento the old-fashioned way, however, is a fuss-free task. The steering is well weighted. An ample amount of feedback was relayed to the palms via the multifunction tiller. The set-up firms when travelling at

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DEEP DATA KIA SORENTO 2.2 CRDI AWD SXL DCT Price: R988 995 Engine: 2.2 L, 4-cyl, turbodiesel Transmission: 8-spd dual-clutch Driven wheels: A Power: 148 kW @ 3 800 r/min Torque: 440 Nm @ 1 750–2 750 r/min 0–100 km/h: 9.2 seconds Top speed: 205 km/h Fuel consumption: 6.8 L/100 km CO2: 162 g/km

2 1. Telluride-inspired LED taillamps a design highlight. Myriad chrome finishes add sophistication to the exterior. 2. Interior styling takes a more vertical approach compared to the Carnival’s horizontal design. 3. Second and third rows fold completely flat, providing 910 litres of luggage capacity and easy transportation possible for large items.

Length: 4 810 mm Height: 1 700 mm Width: 1 900 mm Wheelbase: 2 815 mm Weight: 1 941 kg Luggage capacity: 616 L Fuel tank: 80 L Warranty: 5 years/unlimited km Maintenance plan: 6 years/90 000 km

the national limit and softens when subtle manoeuvres are required. The suspension is softly sprung and soaks up road scars with aplomb. NVH levels are commendable. The cabin is only every so often disturbed by the whirr of tyre (the Sorento SXL’s striking 19-inch alloy wheels are wrapped in 235/55-size rubber) and engine noise. The Sorento is powered by the South Korean carmaker’s latest Smartstream CRDi engine. The new 2.2-litre turbocharged diesel unit weighs 38.2 kg less than the oil-burner found in the third-

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generation model. The fresh four-cylinder motor sends 148 kW and 440 Nm, the latter available from a lowly 1 750 to 2 750 r/min, to all four corners via a new eight-speed wet dual-clutch gearbox. According to the Seoul-based brand, the DCT has been designed to offer the smooth-shifting characteristics of a conventional automatic transmission but with enhanced fuel efficiency. Kia claims an average fuel consumption figure of 6.8 L/100 km. Matching this figure translates to 1 176 km of range on a single, 80-litre tank of diesel.

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THE VERDICT

4 5

The engine seemingly provided sufficient grunt, though overtaking manoeuvres required more pronounced throttle input. Activating Sport mode did make it a less fussy affair, though. Comfort, Eco and Smart complete the quartet of driving modes. The trio of terrain modes includes Snow, Mud and Sand. En route home, the Sorento turned many heads. Although there’s no

empirical manner to (objectively) determine the beauty of a vehicle’s outward appearance, the new Sorento cuts a handsome figure. The front end is dominated by Kia’s more contemporary, bolder ‘tiger nose’ grille. The design incorporates a duo of LED headlamps, replete with striking daytime-running lights. The rear LED combination lamps were inspired by the units found on the (left-hand drive-only) Telluride.

Kia South Africa says the Sorento has been transformed into an SUV that’s altogether more desirable, with the fourth-generation model representing the perfect balance between premium quality and value for money. Indeed, the new Sorento builds on its maker’s uncompromising approach to building vehicles. The bold SUV boasts a solid construction, generous standard equipment and a comfortable ride and ships with a five-year/90 000 km maintenance plan. If the SXL variant tested here is too dear, the SX may just be the pick of the bunch. However, with the Sorento, Kia has once again proved the ‘power to surprise’ years are over. The firm has established itself.

KIA CARNIVAL Underpinned by the same platform as the new Sorento, the Carnival was launched in South Africa with its SUV sibling. We tested the Grand Sedona’s replacement in SX Limited guise. Priced at R999 995, this seven-seater variant slots into the local line-up just below the flagship SXL. The Carnival is endowed with the same 2.2-litre CRDi engine as the Sorento. For its people-mover, Kia has coupled the turbo-four to an eightspeed automatic transmission, which sends power exclusively to the front axle. Like the Sorento, the Carnival is lavishly equipped as standard and offers premium build quality and a plush ride. Enhancing the driving experience, the seating position is more car-like than that found in rival people-movers.

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THE VERDICT

4½ 5 Sublime chassis and stonking engine. Allow yourself to be distracted by that grille and you may fail to appreciate just what a fine job BMW has done here. Stick with the rear-wheel-drive model for maximum amusement.

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bold design; improved overall comfort and refinement

steering too lightly weighted?

Isuzu mu-X 3.0 Ddi 4x4 ONYX AT The mu-X has been wholly improved. However, has it managed to shed the stigma of utilitarian SUV? Words: Kumbirai Mtshakazi

IamKumbi

ith a busy year ahead for Isuzu South Africa, we spent a great deal of time testing the second-generation mu-X. The Japanese marque has been working hard to ensure the model looks stylish and gets rid of the utilitarian stigma it has long been associated with. The mu-X competes in the challenging large bakkie-based seven-seater SUV segment, and it has always had trouble keeping up with the Toyota Fortuner and the Ford Everest in terms of sales, power figures and overall popularity. Now, based on the forthcoming Isuzu D-Max, the new mu-X has not only been given a bold and striking design, but has also been handed a refreshed engine. Although not the last word in power, the 4JJ3 3.0-litre, four-cylinder turbodiesel looks up to par with the competition.

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DEEP DATA

Outside, the mu-X has been modernised, with accentuated lines and bulges imparting a striking appearance. At the same time, the aggressive facia is enhanced by arrow-shaped LED headlamps, replete with daytime-running lights. LED lighting continues at the rear. Locally, a trio of models is on offer. The entry-level LS, which is available in 4x2 and 4x4 guise; the mid-range LSE model that’s only offered in 4x2; and the rangetopping ONYX version. All models come with a generous level specification. Moreover, a range of alloys has been added, with 17-inch items for the base model, 18-inch wheels for the LSE and 20-inch alloys for the range-topping derivative sampled here. In our case, the dual-tone design on our particular unit looked the best.

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As for the interior, the outgoing model seemed lacking compared to its rivals. While it did receive a mid-life update towards the end of its lifecycle, it didn’t completely shed its utilitarian roots. However, this model represents a significant improvement over its predecessor. As a result, it stands firm against its competitors on paper. While the 9.0-inch touchscreen infotainment display has screen-mirroring capabilities and relays footage from the rearview camera, it is a bit slow in its workings. The driver’s display could also do with some improvement. Despite being userfriendly when navigating through the menus, it does feel a bit out of touch with today’s digital world. In terms of build quality, it’s comparable to other bakkie-based SUVs. Overall comfort has been improved. The second row offers plenty of room for adults. However, as we’ve noted in other bakkie-based SUVs, the third row is best suited to those smaller in stature. Based on the ladder-frame chassis of the upcoming D-Max, the suspension has been improved with redesigned bushes, thicker anti-roll bars and redesigned dampers to ensure a comfortable ride on and off-road. Compared to the previous

ISUZU MU-X 3.0 DDI 4X4 ONYX AT Price: R860 500 Engine: 3.0 L, 4-cyl, turbodiesel Transmission: 6-spd AT Driven wheels: 4 Power: 140 kW @ 3 600 r/min Torque: 450 Nm @ 1 600–2 600 r/min Top speed: n/a Fuel consumption: 7.6 L/100 km CO2: 200 g/km Length: 4 850 mm Height: 1 825 mm Width: 1 870 mm Wheelbase: 2 855 mm Weight: 2 125 kg Luggage capacity: 311 L (3rd row up)/1 119 L Fuel tank: 80 L Warranty: 5 years/120 000km Service plan: 5 years/90 000 km

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model, there is a significant difference. The 4JJ3 engine, coupled to a six-speed automatic transmission, produces 140 kW and 450 Nm of torque. Drive is initially sent to the rear wheels, but it can be redirected to all four corners through the transfer case and locking rear differential. This can be done from the drive-selector switch on the centre console. In addition, the power is delivered from a mere 1 600 r/min, which is an advantage for adventurers looking to venture off the beaten path.

The lightly weighted steering makes manoeuvring and parking easier. However, the trade-off is that communication between the front wheels and driver at the national limit isn’t always the best. The biggest highlight for us was, however, how refined and relatively quiet the reworked engine was. Hardly any road noise pierced through the cabin. In terms of frugality, the enginetransmission combination did its part to try and match the claimed figure of 7.6 L/100 km. We do, however, feel that the addition of a start/stop button could have been beneficial in this regard. However, our most impressive figures came in at just under 9.5 L/100 km. In terms of its off-road prowess, the mu-X marched through an off-road course with ease. Like its forebear, this was always its strength. The added benefit of increased telemetry in terms of ground clearance, approach and departure angles as well as a stronger driveline and a rear differential lock (instead of a limited-slip differential) ensured effortless off-roading. Safety is another aspect that Isuzu has not compromised on. The host of assistance systems that have been added to the all-new model is commendable. It’s worth noting it achieved a five-star ANCAP safety rating. Standard safety equipment includes blind-spot and lane-

1. Although not the segment leader in in-cabin tech, the mu-X is fitted with a sufficient amount of features to enhance interior comfort and convenience. 2. Thanks to its boxy dimensions, the interior is spacious, with ample room for those seated in front and on the second-row bench.

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keeping assist and adaptive cruise control. However, the lane-keeping assist system can become somewhat intrusive at times. Seven airbags, which include a first-forthe-segment centre airbag, ABS with EBD and BAS, stability control, hill-start assist, hill-descent control and Isofix child-seat anchors round off the safety package.

THE VERDICT

3½ 5 The second-generation mu-X is a massive leap forward for the Japanese company. The new mu-X is now, more than ever, a worthy competitor in the bakkie-based SUV segment. The bold exterior styling, modernised cabin and level of specification will surely attract even more buyers. While they have always settled for a modest share of the market, we predict this generation will turn that around for them.

BAKKIE BROTHER To be manufactured in Gqeberha, the forthcoming D-Max is a highly anticipated bakkie. Completely redesigned from the ground up, it seeks to command the popular bakkie segment in South Africa. Available in various body styles, the all-new D-Max will be powered by a similar 3.0-litre turbodiesel engine, emitting 140 kW/450 Nm of torque to the rear wheels or all four via a sixspeed automatic transmission. A manual ’box with the same amount of cogs will also be available on certain models. Like the mu-X, the design is a vast improvement over the previous model.

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FEATURE

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modern interior and exterior styling; CVT impressed

thirsty engine

Chery Tiggo 4 Pro 1.5T Elite SE CVT The Tiggo 4 Pro aims to cause a stir in the compact-crossover segment. It seems it might have done just that. Words: Vann van Staden

winewheelsandwatches

or many reasons, the Chery Tiggo 4 Pro has arguably been one of the most surprising, entertaining sets of wheels I have sampled in this issue. The Chinese brand has bottled everything we require in a crossover and has made it cost-effective. Straight off the bat, the new kid on the block delivered. Following in the footsteps of fellow countryman Haval, Chery has also taken an aggressive and assertive stance in how they approach the marketplace. Announcing the appointment of a local network spanning over 50 dealers was just the start. With that said, though, does its compact crossover compete with its competitors on all levels? Chery recently sent us the range-topping 1.5T Elite SE model. This is how it fared… The Tiggo 4 Pro is easily one of the best-looking compact crossovers in our market. The hexagonal grille looks remarkably fancy, moving away from the usual honeycomb aesthetic fitted to some of its competitors. The overall design centres on a bulked-up body, with the test model sitting on neat 17-inch alloy wheels.

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Moving inside, the Tiggo 4 Pro is transcendent. That might sound slightly over the top, but the interior is commendable. The cabin is well thought out. Now bear in mind this is a budgetfriendly car, so I based this on that fact. Yet, not for one second does it feel like a budget car. There are soft leather trimmings throughout. An excellent play with black and red leather further lends it a modern, sporty feel. Brushed chrome can also be spotted throughout the cabin. The infotainment system is neatly packaged in a 10-inch, high-definition touchscreen, compatible with Apple CarPlay and Android Auto. The fitment of both analogue and digital controls gives it a nice balance of old and new school. The position of the steering wheel feels driverfocused. The instrument cluster is a fully digitalised seven-inch set-up. Legroom throughout the cabin was ample.

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DEEP DATA CHERY TIGGO 4 PRO 1.5T ELITE SE Price: R364 900 Engine: 1.5 L, 4-cyl, turbopetrol Transmission: CVT Driven wheels: F Power: 108 kW @ 5 500 r/min Torque: 210 Nm @ 1 750-4 000 r/min 0-100 km/h: n/a Top speed: 180 km/h Fuel consumption: 6.8 L/100 km CO2: 200 g/km Length: 4 318 mm Height: 1 662 mm Width: 1 831 mm Wheelbase: 2 610 mm Weight: 1 684 kg Luggage capacity: 340-1 100 L Fuel tank: 51 L Warranty: 5 years/150 000km (extended to 10 years/ 1 000 000 km for the first owner) Service plan: 5 years/60 000 km

The Tiggo 4 Pro’s cabin is the highlight of the package. The interior is up to date with modern standards, felt solidly constructed and features myriad trim bits that add sophistication.

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BIG BROTHER

I am a dyed-in-the-wool SUV lover. With such a strong love for SUVs comes much nitpicking. It’s our job to look at absolutely everything and break it down until we find something we don’t like. I thought the dreaded CVT gearbox would make me dislike the Tiggo 4 Pro, but the transmission turned out to be one of the pleasant surprises delivered by this little Chinese number. Very little lag was found in the shifts. The 1.5-litre turbo takes you fast out of the starting block. I’m not talking Need for Speed fast, but at least fast enough to not make you think about the CVT gearbox. Handling on the open road and in town was pretty effortless. However, the ride was slightly stiffer than I would have liked. One pitfall was the amount of exterior noise that filtered through the cabin. The roof rails also made a terrible whistle once the southeaster picked up. As much as CVT

gearboxes get picked by manufacturers for their ability to assist with fuel consumption, I don’t think this helped Chery. The Tiggo 4 Pro was thirsty. This is a pity, especially looking at the current petrol prices. With some light city driving and about 40 km of uninterrupted highway cruising, the best I could get was about 9.5 L/100 km (Chery claims 6.8 L/100 km). This got noticeably worse in the city. To get back to business, the Tiggo 4 Pro, Chery’s golden lure within the competitive B-segment SUV pool, launched towards the end of 2021. As the old fishing saying goes, ‘Good things come to those who bait. That’s precisely what Chery did. Crowds thronged to Chery after the firm announced its 10-year/1 000 000 km engine warranty. As with most things, this seemed too good to be true. We fished and didn’t need to cast our lines too deep to

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find the catch. This enticing warranty is broken down into two parts. The first is a standard five-year/150 000 km warranty. The second – and I think this one was put in place to hook new, loyalfor-life customers – is a free extension for five more years and a whopping 850 000 km. It’s worth noting this extended warranty is only in place if the original owner is still behind the wheel.

March saw the local launch of the Tiggo 4 Pro’s big brother. The Tiggo 8 Pro carries a lot of attitude, both in size and ambition. It entered a heavily competitive segment. However, its price tag does give it a leg up on the competition, but will it be able to compete within this arena with a Chery badge? With two models in the local line-up, the Tiggo 8 Pro has a starting price tag of R496 900 for the 1.6 TGDI 290T Distinction and R546 900 for the top-tier 1.6 TGDI 290T Executive.

THE VERDICT

4 5 I was left impressed. Sure, a few improvements could be looked at, especially fuel consumption. But there is very little to complain about when you consider how much car you are buying for this price.

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excellent all-new infotainment system; retains its classic Clio looks

only one engine and gearbox option; no RS model in foreseeable future

Renault Clio 1.0 Turbo Intens MT The much-anticipated Renault Clio V is finally here. Has the long wait been worth it? Words: Melinda Ferguson

melsmacked

f there’s one word that’s characterised the motoring industry during the last two years, it’s been a five-syllable hyphenated one: ‘semi-conductors’. Or the lack thereof. Before 2020, most of us had probably never given these tiny microchips much airtime. As the world went into lockdown in early 2020 to try and defend itself from COVID-19, with most people working from home, an unprecedented demand arose for computers, tablets and the like. It turns out that almost everything electronic needs semi-conductor chips and cars need a lot of them. And so ‘The Great Drought of the Semi-conductors’ rolled in, heralding unprecedented delays and shortages of stock to cause mayhem in the global motoring industry. By the end of 2021, it had already cost the industry around R3 trillion.

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Now here’s where the Renault Clio V hatchback comes in. If it were up to the fifth-generation model, the sassy little French legend would have been here to show off its pizzazz in late 2019/early 2020. After all, the Clio has a sizeable fan base in SA, despite having to draw guns with that mega German bestseller, the Volkswagen Polo. But the past is the past, and no use crying over spilt oil. Voila! The Clio V is finally here. Looks-wise, the Clio hasn’t exactly had a significant makeover. The dimensions are pretty similar to the IV’s, and it’s still based on the previous generation’s hugely successful platform. If it isn’t broken, why fix it? The chassis has been tweaked, and there’s improved suspension for superior road-holding, which helps create a sportier drive. The all-new sports seats are comfy and hug both the driver and front passenger. There’s no denying that it looks très chic. The real revolution in the Clio V takes place in the cabin. There’s a new MultiSense driving mode set-up, which allows the driver to customise driving settings. The info is displayed on a 7.0-inch TFT screen. Renault’s impressively upgraded Easy Link infotainment system is userfriendly and compatible with Android Auto and Apple CarPlay. The system responds quickly to inputs and has a colourful, high-resolution display. There are three trim lines available: Life, Zen and top-tier Intens. Added to the Intens grade is the choice of an Option upgrade, which includes a reverse-view camera, front parking sensors (all models have rear items), 17-inch diamond-cut alloys and a wireless charging pad, the latter of which is sited on the centre console. Owing to stock constraints, only one engine and gearbox are available at this point, so the Clio V relies on a 1.0-litre, turbocharged engine, which produces 74 kW and 160 Nm (up 8 kW and 20 Nm compared to its forerunner). The petrol unit is coupled to a five-speed manual transmission.

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DEEP DATA work the manual gearbox a bit harder on the inclines, and I must admit I would have loved a sixth gear to help with acceleration and, of course, fuel consumption. Safety-wise, the Clio is top-notch in the segment. It scored an impressive five stars in the Euro NCAP safety ratings, thanks to systems like electronic stability control (ESC), ABS brakes with electronic brake distribution (EBD), emergency brake assist and six airbags on the Intens trim range. If you were hoping for an RS version, dream on. These are challenging times, and with severe stock constraints (only 540 units of the Clio V are available locally in the first batch), we should be grateful the manual Clio has finally arrived here at all. Renault South Africa, which has achieved runaway successes with the Kwid and Triber, hopes that supply challenges will ease by mid-year when it intends to

RENAULT CLIO 1.0 TURBO INTENS MT Price: R349 900 Engine: 1.0 L, 3-cyl, turbopetrol Transmission: 5-spd MT Driven wheels: F Power: 74 kW @ 5 000 r/min Torque: 160 Nm @ 2 750 r/min 0–100 km/h: 11.8 seconds Top speed: 187 km/h Fuel consumption: 5.7 L/100 km CO2: 132 g/km Length: 4 050 mm Height: 1 440 mm Width: 1 988 mm Wheelbase: 2 583 mm Weight: 983 kg Luggage capacity: 391 L Fuel tank: 42 L Warranty: 5 years/150 000 km Service plan: 2 years/30 000 km

With fuel prices rocketing to an all-time high, Clio fans will be relieved to know that claimed fuel consumption is 5.7 L/100 km. During my time with the new Clio, I came in at around 6.9, but I was pushing it hard. The driving experience is wholly satisfying. Along with the twisty passes outside Franschhoek, the Clio’s demeanour was punchy and great fun when swooping into bends. However, I had to

4 1. Although instantly recognisable as a Clio, Renault maintains 100 per cent of the parts are completely new. 2. Measuring 9.3 inches, the portrait-orientated touchscreen dominates the cabin. 3. Armrest adds comfort on long-distance journeys. 4. Updated chassis and suspension improve road-holding.

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introduce a CVT gearbox and a 1.3-litre turbopetrol engine. With its long and passionate heritage, having sold more than 15 million units since its launch in 1990, and as France’s top-selling car, the latest-generation Clio deserves to be seen all over our roads. Like its predecessor – which was regularly second or third in this hotly contested hatchback segment four years ago – the Clio V is a winner in the making.

THE VERDICT

4 5 The fifth-generation Clio may not be a vast departure on its forebear. Then again, it needn’t be. The V only builds on the characteristics that made the previous version such an enjoyable hatchback and elevates it to new heights. Although the 1.3-litre CVT model has yet to arrive in SA, the manual derivative will arguably remain the pick of the bunch. Here’s hoping more units will soon make their way to our shores.

ICONIC CLIO If you happened to be living in the UK between 1991 and 1998, then you would surely remember the Renault Clio ‘Papa and Nicole’ adverts, which to date have been the most popular car ads ever screened in Britain. The series of eight annual ads primarily entailed verbal exchanges between a father and daughter, inspired by the 1966 movie How to Steal a Million. In a 1996 survey, it was found the character Nicole was more recognised by Britons than then-Prime Minister John Major! So involved did people get with the two characters that when the finale was screened in 1998, where Nicole gets married, an estimated 23 million viewers watched Nicole leave her groom at the altar and run off with a new beau in his Clio.

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LIFESTYLE

Words: Vann van Staden

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winewheelsandwatches Photos: Brandon Jacobs

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2022/04/11 07:21

RIDING SHOTGUN WITH

GRANT HINDS PROFESSIONAL GAMER AND YOUTUBE PERSONALITY GRANT HINDS STEPPED OUT

OF THE DIGITAL WORLD TO JOIN US FOR A CUP OF COFFEE AND A RUN AROUND THE BLOCK IN HIS BRIGHT YELLOW SUZUKI SWIFT SPORT AUTOMATIC.

I PROBABLY WOULDN’T HAVE BEEN FRIENDS WITH GRANT HINDS AS A KID. I WAS MORE OF A PLAYER 1, MAYBE, AT A PUSH, PLAYER 2, BUT NEVER PLAYER 3. IF I COULDN’T PLAY, I DIDN’T WATCH. These days, though, the gaming industry has skyrocketed in popularity and people get a kick from watching others play games online. I get it! Grant is a legend in the field and is dubbed one of the top gamers in South Africa. His success has taken his passion to another level, and he is quite honestly one of the nicest guys you could ever meet. We met up at my favourite local coffee spot, located in the 8 Degrees South interior and décor store in Westlake, Cape Town. The coffee is killer and doggo Jackson, the resident chocolate lab, greets all visitors who enter.

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VANN: DO YOU DRINK COFFEE? GRANT: Do I drink coffee? Let’s order. I ordered an almond milk flat white and Grant an oat milk flat white. How times have changed. The milk alternative revolution is rife.

VANN: ARE YOU VEGAN? GRANT: Yip, I’ve been vegan for a couple

of years. It’s so easy now with all the awesome alternatives out there.

VANN: THAT’S RAD. I’M ALMOST THERE. IT’S A JOURNEY. BUT YOU ARE BANG ON THE MONEY; IT’S SO MUCH EASIER NOWADAYS. GRANT:

And milk alternatives, how great are they? I love my coffees, and the options we have for milk are just great.

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VANN: MATE, THANK YOU SO MUCH FOR

YOURSELF, IT’S HARD WORK. YOU’VE ALSO RECENTLY BECOME A DAD. CONGRATS! HOW DO YOU JUGGLE WORK AND PLAY?

GRANT: Yes, your playground. But still my toy.

Ah, thanks, Vann. It’s been a trip. She is so cute. It is challenging, however. Jamie is all the baby we need. We managed to pull off the perfect balancing act between my partner and me.

SPENDING SOME TIME WITH ME. NOW YOU GET TO WATCH ME PLAY.

GRANT:

VANN: YOU ARE LIVING PROOF THAT YOU

CAN LIVE THE DREAM. YOU GET TO PLAY GAMES FOR A LIVING. HOW DOES THAT WORK?

GRANT: Yes, living the dream. It’s all about

VANN: TALKING ABOUT WHICH. SOMEONE

ELSE DESERVES A LITTLE SHOUTOUT HERE— YOUR FIANCÉ AND FELLOW GAMER AMBEL BARNARD. YOU GUYS RECENTLY GOT ENGAGED. AND DID YOU PULL OUT ALL THE STOPS!

creating content that people are keen on. Your followers need to be enticed to engage with you. You can easily buy a million followers, but what value do they offer? What people are more interested in is the quality of your viewers. How they interact, how they respond. That’s what drives brands to see your value and sponsor you.

GRANT:

She is just perfect! I had a master plan on popping the question, but COVID-19 threw a spanner in the works, so I had to get creative. We shot through for a weekend away in Sutherland. As we checked out the stars, I handed her a certificate of ownership of a star, and she said, “Ah, that’s sweet. Thanks.” I felt gutted, as I thought this would make the penny drop, but then I dropped down on one knee and popped the question.

VANN: SO, CAN YOU MAKE SOLID TOM FROM GAMING?

GRANT:: Whoa! What’s Tom? VANN: MONEY! GRANT: I don’t think that’s a thing. I’ve never

VANN: THAT’S BRILLIANT. YOU ARE SETTING

THE BAR HIGH FOR THE OTHER FOLKS OUT THERE.

heard of someone referring to money as Tom.

VANN: SURE THEY DO. GRANT: Maybe in the 1500s. *chuckles*

VANN: SO WE COVERED LIFE. NOW FOR THE

VANN: YOU’RE SUPER BUSY. WE GET TO

Ambel and I went on our first date in this car. As in, the actual date was in this car. So this little yellow number carries some of my best memories in it. It’s super-fast. And it has Isofix in the back seats.

EXCITING PART. YOU GET TO TAKE ME FOR A SPIN IN YOUR SUZUKI SWIFT SPORT.

GRANT:

SEE YOU ON TV EVERY WEEK ON THE EXPRESSO SHOW. HOW’S THAT BEEN?

GRANT:

It’s a great gig. Every week, I share my love for gaming and tech with millions of South Africans. It’s been an awesome journey.

VANN: I TAKE MY HAT OFF TO CONTENT

CREATORS. THIS IS A FULL-TIME GIG, AND EVERY DAY IS A NEW CHALLENGE. IT’S PROPER GRINDING. FROM VIDEO TO ONLINE TO MARKETING

We ventured through the roads of the Southern Suburbs for a while, and on the trip, I could see and feel Grant’s genuine passion for his car. The Suzuki Swift Sport is a fun-to-drive, sporty hatchback. It may be small, but it has plenty of room for a weekend getaway and can accommodate a growing family. If you ask me, Grant’s bright yellow Swift Sport perfectly suits his fun, outgoing personality.

ON THE EXPRESSO SHOW. G IN RN MO AY SD UR TH Y ER EV YOU CAN CATCH GRANT YOU CAN ALSO FOLLOW HIM ON INSTAGRAM AND TWITCH AT @GRANTHINDS.

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SUZUKI SWIFT SPORT AT

Price: R382 900 Engine: 1.4 L, 4-cyl, turbopetrol Transmission: 6-spd AT Power: 103 kW @ 5 500 r/min Torque: 230 Nm @ 2 500-3 500 r/min 0-100 km/h: 8.0 seconds Top speed: 205 km/h Fuel consumption: 6.1 L/100 km CO2: 141 g/km

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This year saw the launch of myriad brand-new people-movers. If the van life is for you, here’s a detailed look at two of the newcomers and a well-known, luxurious favourite. Words: Vann van Staden

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FEATURE

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t’s the battle of the vans. Whether you’re transporting people or cargo, you can now do so in some pretty decent treads. We’ve taken up the challenge to find the most rad new vans on the market and have endeavoured to give you the facts and figures on the coolest people movers on local shores. Our top three picks highlight luxury, practicality and versatility. The contenders are the Kia Carnival, Opel Zafira, and Mercedes-Benz V-Class, each with its own set of USPs.

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MERCEDES-BENZ V-CLASS Arguably the most luxurious people-mover out there. We first got our hands on the V300d in 2020, which Mercedes-Benz introduced as its new flagship model. I don’t know what was more tear-jerking. The price tag of just under R1.7 million or the power it kicks out (176 kW and 500 Nm of torque). Either way, we knew the German marque meant business. There are three trim levels for the V300d. The passenger-seating configuration comprises a duo of seats separated by a table that pops up and folds out in the middle. These pews can be swivelled around to face the front. Although this isn’t the simplest of configurations to adjust, it’s doable. An impressive climate control system is offered to all in the back, making this a super-luxurious passenger experience. The V-Class does, however, lack USB outlets for its passengers. On the plus side, a massive panoramic sunroof comes as standard here. The infotainment system, Mercedes-Benz’s MBUX set-up, is Apple CarPlay and Android Auto compatible. An impressive Burmester sound system is included. Focusing more on the driver experience, this is a rather large-and-in-charge bus. Luckily, Mercedes-Benz thought it appropriate to fit a 360-degree camera system, that does come in handy. Full leather seats can be found all round. Heated and cooled cupholders and a cooler box are located between the driver and the front passenger.

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KIA CARNIVAL Based on the same architecture as the newly launched Kia Sorento, the Carnival brings some much-needed hype to the people-mover segment. Replacing the Grand Sedona, the allnew Carnival has proven itself to be bigger and better than its predecessor. The Carnival is 40 mm longer, 10 mm wider, and 35 mm taller than the Grand Sedona. It looks damn fine! It’s probably the best looking van in our arsenal. The four variants in the line-up include the Carnival 2.2 CRDi EX 8AT, which is available in either seven- or eight-seater guise; the 2.2 CRDi SX Limited 8AT 7-Seater; and the 2.2 CRDi SXL 8AT 7-Seater. Looking at the entry-level model's standard features, you’ll get a solid 8.0-inch touchscreen infotaintainment system, complete with Apple CarPlay and Android Auto; not one, not two, but a quartet of USB ports; fore and aft air-conditioning; elegant leather trim; and LED headlamps. EX models roll on 18-inch alloy wheels. Safety features include seven airbags, electronic stability control (ESC) and hill-start assist. The eight-seater EX is the gift that keeps on giving, with a 2+3+3 seating configuration, smart entry with push-button start, and a whopping seven USB ports. Powered sliding doors further lend to the powerful ‘I’m here to whip some’ stance the Carnival carries.

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OPEL ZAFIRA Last but not least, the box-fresh Opel Zafira. It’s been a minute since we’ve seen a new model launch from Opel. Seeing the fourth-generation Zafira in the metal made us forgive the folks from Rüsselsheim for making us wait this long. If the meaning behind a name like Zafira means ‘to succeed’, then hells bells, you can be sure it will live up to its namesake. The new Zafira reached South African shores in March, making it the latest addition to the local van offerings. There are two variants in the line-up. I like to refer to the entry-level Life Edition as the starter pack for the van life. It boasts an eight-seat configuration. All models come standard with a 7.0-inch touchscreen infotainment system, compatible with Apple CarPlay and Android Auto. The Life Edition relays your favourite road-trip tunes over six speakers. The Life Elegance derivative takes a more luxurious approach, with two captain’s chairs sited in the middle row and a sliding and folding table tucked away between the seats. The exterior design on the Zafira ties in beautifully with what’s happening inside. The Zafira is very inviting to firsttime van buyers, with a softer, rounder stance. It brings a sense of familiarity and comfort with it.

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AT A GLANCE Price Engine Transmission

MERCEDES-BENZ V300D AMG LINE 9G-TRONIC

KIA CARNIVAL 2.2 CRDI SX LIMITED 8AT 7-SEATER

OPEL ZAFIRA LIFE ELEGANCE AT

R 1 684 992

R999 995

R869 900

2.1 L, 4-cyl, turbodiesel

2.2 L, 4-cyl, turbodiesel

2.0 L, 4-cyl, turbodiesel

9-spd AT

8-spd AT

Power

176 kW

148 kW

110 kW

Torque

500 Nm

440 Nm

370 Nm

0-100 km/h

7.8 seconds

10.9 seconds

8.2 seconds

Top speed

220 km/h

190 km/h

196 km/h

9.0 L/100 km

6.8 L/100 km

6.3 L/100 km

Fuel consumption Seats

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FEATURE

S CELEBRATING FERRARI’S 75TH ANNIVERSARY, WE TAKE A SIP FROM WHAT IS WIDELY REGARDED AS THE ‘HOLY GRAIL’ OF THE AUTOMOTIVE WORLD: THE 250 GTO. Words: Simon Fox Photos: Lee Brimble

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ixty years ago, Ferrari launched a car that many regarded as the greatest road racer of all time. In March 1962, when the 250 GTO made its competitive debut on the race track, it was the start of a journey that would see it become the most valuable collectors’ car in the world and acquire a mythical aura. It is, indeed, referred to as the ‘Holy Grail’ of the automotive world. Today, the 250 GTO stands alone in the pantheon of not only Maranello’s fabled race cars, but also among all classics. One of the reasons for this is its rarity. Only a handful of original examples still exist. Test driving the 250 GTO is, then, an experience destined to remain a dream of all but a very lucky few.

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FEATURE

That is why I consider myself blessed to have spent many hundreds of happy miles hard motoring in 250 GTOs. The car photographed here was owned by former racing driver Paul Vestey for 40 years. We have often shared it on the Classic Adelaide Rally at Goodwood and just stretching its legs on public roads. Its chassis number is ‘4115GT’. It was sold new from Ferrari to German enthusiast Hermann Cordes. With the 250 GTO, he made his German hill-climb debut in March 1963, won a minor race at Hockenheim and finished in second place at AVUS before selling it to an extraordinary architect/playboy from Krefeld named Manfred Ramminger. Through 1964, Ramminger (great name for a racing driver) drove the 250 GTO to minor class wins at Mainz-Finthen

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and AVUS before selling it to Werner Lindemann from Duisburg in ’65. In the 250 GTO, Lindemann won his class in minor events at the Nürburgring and AVUS and shared it with Ramminger for second-in-class (and 23rd overall) in the ADAC 1 000 km race. Ramminger was, however, later convicted as a KGB agent. In 1967, he stole a Sidewinder missile from a GermanUS airbase and freighted it to Moscow. Having pushed it on a wheelbarrow to a hole in the fence, he loaded it into his Mercedes-Benz estate. However, Ramminger found it was too long to fit in his Benz, so he smashed the rear windscreen and left the missile’s nose protruding from the rear. He draped a carpet from it as a marker flag to meet German traffic law.

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From him, ‘4115GT’ had passed to Swiss owner HP Burkhardt and then to Bob Roberts for his Midland Motor Museum at Bridgnorth, Shropshire. Neil Corner bought it in 1978 and sold it to a mutual friend, Paul, in 1981, who has since preserved it and drove it for more than 80 000 km. So, with 60 years of 250 GTO in proper perspective, let’s drive. The 250 GTO’s door opening is relatively confined. For a proper-sized chap, it’s a squeeze to enter. The door catches have a tiny pull tab under the latch button. You squeeze the button with your thumb, crooking the tab in your index finger, and the door swings wide open. It’s fashioned from lightweight aluminium panelling. The inside is finished in black. Inside, the door pocket is quite spacious. It’s ideal for maps and road-books. There’s also a chromed pull handle and a latch cable. In this left-hand driver, it’s best to first slide your right knee beneath the steering wheel as there’s no room to load your legs later. The blue-upholstered

Beautifully crafted steering wheel and exposed gear gate are design highlights.

bucket seat’s raked back fits comfortably beneath the shoulder blades. It’s quite a tight fit, settling in with your knees high behind the thin-rimmed wooden tiller, replete with the famous yellow and black Cavallino Rampante badge. However, once you’re seated, it’s very comfortable. Snap-shut the four-point seatbelt. The pedals are slightly offset to the left, towards the outside of the car, while one’s torso faces dead ahead. In most cars, the pedals are eased to the right

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to clear an intrusive front wheelarch, but in the GTO, you sit well back within the wheelbase. The foot-box is sited behind the front wheelarch while the seatback is set hard against the front of the aft wheel-arch. Together with the rearwardmounted engine and gearbox, the driver’s mass is as centralised as possible. Look around. The two-piece sliding side windows are made from perspex. The shapely, raked windscreen is fashioned from laminated glass. The gear change

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FEATURE

gate dominates the cockpit. It is boxed high on the centre tunnel with that majestic, arching, one-armed bandit lever and machined ball-grip. It invites instant use. The movement is long, some 12 cm fore and aft, but it is incredibly positive. It is spring-loaded into the centre plane of the six-point gate. From the left-hand driving position, reverse gear is selected towards the driver. It requires the slightest press against a spring and a forward shift. First gear is sited straight back, lower left. Engaging second gear requires a diagonal punching movement; forward, across, centre-plane, forward again. The third gear is straight back, the fourth a punch forward and across, and the fifth straight back. With my thumb hooked around the steering-

wheel rim, at full span, the tip of my index finger can reach the gear knob. The high-mounted gear lever emphasises the impression of sitting low. It almost feels like you’re reaching up to change gear. The instruments are perfectly placed. All-round vision is commendable, though the quarter panels create blind spots. It’s embarrassing from the left-hand driving seat at British roundabouts and angled junctions unless the car is carefully positioned. Now ... action! The ignition lock is sited to the right of the dashboard, on the facia switch panel. Pump the throttle. Turn the key – warning lights gleam – slot in the key. The starter engages. It sounds more like an aircraft than a motor car start-up. There’s a powerful, level whine as those 12 small pistons shuttle through their stroke. A duo of distributors beyond the firewall sparks their plugs, and Ferrari’s world-famous two-cam V12 crackles into extrovert life.

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The 250 GTO is noisier inside than out. Toe the very light, smooth clutch, clack back into first gear and draw away. Accelerate and select second gear. A onearm bandit yank follows this to select third. Punch to fourth, pull to fifth; it’s a case of “Hello old friend – how you doin’?” On the road, the 250 GTO is pleasantly tractable. Despite its noise and, by modern standards, unrefined vibration, it is civilised, if never unobtrusive. That nervetingling racket of cam drives and meshing gears and blustering exhaust fills the cockpit. Conversation with a passenger is challenging, even at slow speeds. Perhaps its most delightful feature – other than the dominant gearchanges in its exposed gate – is its light and progressive clutch, closely followed by the steering. The latter is light and full of feel without undue kickback. But undoubtedly, the heart of any period Ferrari is the V12 engine. It’s a staggeringly impressive piece. Picture yourself sitting there. The gear lever is sited high to your right, and the ergonomic dash panel is in front of you. Beyond, through the raked windscreen, you notice those voluptuous, hand-formed swells and rolls of the bonnet, the power bulge and the wings. You are cruising onto the open road in fourth gear, perhaps at 60 km/h, feathering the throttle. The engine grumbles, much like a highpowered piston fighter plane taxiing.

On delicate throttle input, the car will smoothly accelerate from around 2 500 r/min. Clear road ahead. Okay, it’s time. Pull the lever back to you and back again to third. Floor the throttle. Passing through 4 000 r/min, nothing is immediately sensational. There’s just a progressive forward surge. But don’t think that, after all the fuss, this is only a 60-year-old 3.0-litre V12. As yet, you haven’t scratched the surface of its capabilities. The firm ride smooths out as the Prancing Horse’s speed rises. Then the tacho needle reaches vertical, 5 000 r/min, and it’s almost like throwing a switch. Power surges in. It’s not as explosive a charge as what a modern car might provide, but it’s just as rapid. That sharp V12 symphony from the Snap extractors abruptly hardens. It develops a heavy, creamy burr, and your neck begins to bend. Now the hedgerows are flashing past. Your pulse quickens. The noise is deafening. There’s a rising note; it seems inside your head, a resonant growing yowl. The plastic side windows have started to chatter. At 6 000 r/min, the GTO’s tail feels tucked down, although its stiff suspension and firm damping allow

1. Beautiful analogue instruments sited fore the thin-rimmed wooden steering wheel. 2. Chromedetailed switchgear present and correct. 3. The heart of the 250 GTO. The V12 makes it feel like a living entity.

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FEATURE

THE FASTER YOU FEED THE V12, THE HUNGRIER IT FEELS; EVERYTHING WITHIN GTOWORLD SLIPS INTO A SENSORY OVERLOAD.

little squat. Now it’s accelerating like fury, the tacho needle swinging rapidly past 6 500 to 7 000 r/min. Change up, punch forward and right, and the lever snaps helpfully into fourth gear. Your left hand subtly clasps the wooden steering-wheel rim. The car’s singing to you as an exultant, race-bred V12 note cuts clean as your toe paused the throttle. Then, as fourth gear clacks home, it hammers on again with instant response. The faster you feed the V12, the hungrier it feels; everything within GTO-world slips into a sensory overload. The car seems to hunker down (perhaps an aerodynamic effect), its ride smooths. We are onto planet GTO. Almost instantly, you are already passing six-plus in the meat of the torque curve. And the needle continues to soar. Hampshire is blurring past as the tachometer needle approaches 7 000 r/min. The noise! Oh, the noise… It’s a rippling, deep howl that fills the cockpit. The skin on your cheeks is shivering in sympathy as the note catches for a second. You slot in fifth gear. The 250 GTO is accelerating, and the tacho needle is swinging. You’ve been there. Proper drivers on a proper race track; 8 000 r/min and 270 km/h beckon. The 250 GTO is the absolute antithesis of any whining electric car.

When I first drove a 250 GTO 40 years ago, I wrote that “…the din is indescribable and ear-plugs are a must”. Now deafness renders them unnecessary. But I have no idea how Tour de France rally navigators spoke to their drivers without an intercom. The engine feels unburstable. The gearbox instils such confidence that it could almost be muttering “Le Mans 24-Hours” or “Tour de France” as it encourages use. The disc brakes are reasonably powerful by 1962 standards but not unduly impressive now. At my driver level, the chassis’ handling always impresses me as very stable and responsive, well tuned and sensitive to throttle opening and input from that wonderfully sensory steering. In tighter turns, it’s straightforward to induce initial understeer. However, it is just as easy to balance it out on the throttle. It all feels well balanced, willing and helpful. The 250 GTO is a partner, not an adversary.

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The most vivid memory I have of the 250 GTO is driving along the fast, sweeping A303 country road at night. The amber headlamps probed the darkness ahead, and the sweeping, ‘lazy-M’ profile of that famous bonnet silhouetted in the glare. That image, together with the 12-cylinder noise, the neck-hairs-bristling balance of the classically vintage chassis through 100 to 120 km/h S-bends, the car’s deep-chested muscular pace as it catapulted up long steep hills, and the baritone whoops of down-changes through the night on dry, empty roads have always lived with me. There is real substance to the GTO legend. Except for the fact that, despite all their winning, they didn’t beat much of any importance, never otherwise doubt it. In the 250 GTO – perhaps more by happenstance than intent – the planets simply conjoined. That is why the legend lives on.

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Among the world’s greatest classic cars, there can be no doubt that, in general perception, the confined group of Ferrari 250 GTOs reigns supreme. As Stirling Moss used to say, these things are a pyramid, a pyramid has a point, and on that point, there’s only room for one… For proof that the 250 GTO sits at the apex, look at the modern-day collectors’ car market and where collectors rate it. It is the most sought-after classic of them all. But is it based on its achievements? Allow me to argue the evidence against and to examine the reality of why and how the 250 GTO has found its astounding level of enduring acclaim. When I bought my 2 March 1962 issue of Autosport, I found in it a report of the latest Ferrari Formula 1 and endurance cars. It was my first sight of what struck me as Maranello’s most beautifully proportioned and stunningly styled road-racing Berlinetta. It was the 250 GTO. And since then, nothing has changed my admiration for it, especially its shape. Its shape is utterly crucial. What consummate artist styled it? Ferrari has always said it was done in-house. But someone there must have conceived it. Whom should we credit? After years of digging, I am convinced the 250 GTO was styled by Ferrari’s humble ‘shape man’ and wind-tunnel model maker, Edmondo ‘Millimetro’ Casoli . He met requirements for a better aerodynamic form than the bluff-nosed 250 GT SWB cars of 1960 and ’61. Those requirements were made by ’62 GTO project engineer Gianni Bizzarrini. Mr Ferrari surely had final approval. Scaglietti’s feisty body-shop foreman Giancarlo Guerra then made the body buck and panel-bashed the prototype

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GTO in time for launch. But, if we should give credit to one artist for the shape, I would plump for Casoli . The Old Man famously rated winning the GT Championship above an F1 title “because it sells our production cars, which pays for our racing”. So Ferrari’s Gran Turismo cup overflowed through ’62 and ’63. GTOs excelled in all manner of nonchampionship races, hill-climbs, and rallies. And this is what the Tifosi saw and adored, both in period and ever since. But there’s a question, and it’s a big one. What did the 250 GTOs really beat? Unfortunately, for the rabid Ferraristi, the answer is ‘not very much’. Certainly within that 3.0-litre GT category, precious little beyond the odd Austin-Healey 3000. Jaguar tried to press Ferrari hard overall with private E-Types, especially the 1963 Lightweights. However, the later cars were in the 4.0-litre class, while the Chevrolet Corvette careered and rolled around as 5.0-litre GT contenders. When the GTOs twice failed to out-run opposition overall (at Reims in ’63 against Dick Protheroe’s Low Drag Coupé Jaguar and Monza in ’63 against Roy Salvadori’s works Aston Martin Project 214), they still dominated their points-scoring 3.0-litre category, which allowed them – despite those rare defeats – to win another World title comfortably. But this ‘from whom’ perspective remains historically important. By 1964, it took a revised 250 GTO in the fresh GTO/64 suit of clothes to face the V8

onslaught from Shelby American Cobra. That year’s intended GTO replacement - the rear-engined Ferrari 250 LM - was denied recognition as GT-class entries by the partly Ford-pressured FIA. However, 250 GTOs in their original, so-called Series 1 body forms already looked outdated. By 1965, 250 GTOs appeared across Europe, in the UK and the USA as club-racing cars, wielded by the averagely well-heeled and averagely competent. From trackside, it was a case of ‘oh look, there’s an old GTO – lovely, but quaint’. We concentrated on the main menu, the sports prototypes; Ferrari versus Ford GT. Please note that, in contrast, the GT contenders - Shelby’s Cobra Daytonas and the ageing GTOs and GTO/’64s – just seemed insignificant, a side dish beside the main sports-prototype feast. That’s why the modern glorification of ‘Ferrari versus Ford’ as being a Ferrari-Cobra conflict really grates. It might have seemed a big deal to Shelby’s finest at that time. Still, for purebred period Tifosi, the exotic battle ahead of them was the rear-engined rocket ships racing for overall glory where the significant Ferrari-Ford battle raged. Make no mistake; there is real substance to the GTO legend. Except for the fact that they didn’t beat much of any importance despite all their winning in 1962 and ’63. Never otherwise doubt it. In the 250 GTO – perhaps more by happenstance than intent – the planets simply conjoined. And that is why the legend lives.

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GARAGE

SEE IT BUY IT OWN IT APEX

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Be Alive. Be You. Be Connected.

PRE-COOL* PRE-HEAT

FUEL CHECK

REMOTE LOCK

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

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

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2022/04/12 16:23 16:40 2021/12/02

2 16:23

PUT THE ’S’ IN SUV

INTRODUCING THE ALFA ROMEO STELVIO RANGE FROM

R1 159 900 OR R11 999PM

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

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ALFA ROMEO

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FEATURE

THE READING ROOM We’ve rounded up the best new reads on the scene. From the rich history of cars to memoirs and investigations, you’ll be hooked with this selection.

/ 02 WILL This moving memoir explores the life of Will Smith, one of the entertainment industry’s most recognised personalities. Will’s story reveals his transformation from an anxious child in a tense West Philadelphia home to one of the most successful rap artists of his time and then a massive Hollywood star. The memoir shares a profound journey of self-knowledge as Will talks about inner happiness, outer success and human connection and how all of these elements align. Written with the help of Mark Mason, author of the bestseller The Subtle Art of Not Giving a F*ck, the book is both entertaining and inspiring. Cover price: R350 | Published by: Penguin Random House

Words: Jennifer Campbell

/ 03 THE CAR THAT KNEW TOO MUCH: CAN A MACHINE BE MORAL? This book by Jean-François Bonnefon tells the inside story of the groundbreaking experiment that captured what people think about the life-and-death dilemmas posed by self-driving cars. Bonnefon, a psychologist, describes some of the key discoveries regarding the ethical aspects of machines endowed with artificial intelligence. He reveals the scientific process while asking essential questions about the world that we currently find ourselves in, one in which a hybrid system of humans and machines exists. Cover price: R415 | Published by: Penguin Random House

/ 01

/ 04

THE STORY OF THE CAR: THE DEFINITIVE HISTORY OF AUTOMOBILES

GUNS AND NEEDLES

This book by Giles Chapman is a visual celebration of cars over a century of progress. As you turn the pages, you’ll have the opportunity to explore automobiles over a period of 100 years, ranging from the very first horseless carriages through to modern, autonomous vehicles. Perfect for any car-lover, this book looks at all the ways in which what was once an elite status symbol has evolved into a regular part of our day-to-day lives. Inside you’ll find loads of information and fact-filled narrative spreads, as well as colour photographs, artworks and rarely seen archive images.

Guns and Needles by Clinton van der Berg takes the reader on a journey into the heart of South Africa’s sports steroid and drug culture. While South Africa has gained a reputation for loving sport, there lurks a dark underbelly beneath the surface where athletes will do anything to win. In this book, prominent sportswriter Van der Berg gives an insight into our country’s sporting environment and includes the story of the youngest athlete ever to test positive for steroids, the unbelievable level of steroid use in schoolboy rugby, and doping busts at Springbok level. Be prepared for drama and tragedy in this riveting read.

Cover price: R475 | Published by: Penguin Random House

Cover price: R270 | Published by: Penguin Random House

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FEATURE

i30 N – driving pleasure is included 206 kW, and new 8-speed DCT

The i30 N will make you fall in love with driving. Five different drive modes at the click of a button makes Hyundai’s i30 N with its new 8-speed wet Dual Clutch Transmission a car for every occasion. It is sheer fun to drive – when manoeuvring around tight corners at high speeds, in everyday urban commuting, or on the race track, where it can be enjoyed without additional tuning. After all, it was developed and honed at the Nürburgring. www.hyundai.co.za

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FINAL WORD

MAT WATSON MW

ON CARS

matwatsononcars

Bar the synthetic sounds relayed inside the cabins of EVs, our roads will become seemingly silent in the electric era. Mat Watson pays his respects to the sonorous symphonies played by internal combustion orchestras.

It was all a bit prophetic. There I was filming my verdict for a BMW iX group test at a UK-based proving ground when my final piece to camera was interrupted by a high-pitched wail of a V12 engine. This felt like the Last Post bugle call (a ceremonial piece of trumpet music played at, among others, Commonwealth military funerals, and ceremonies commemorating those who have lost their lives in war) of the internal combustion engine before all cars go electric and motor vehicles fall silent forever. The swansong came courtesy of the mid-mounted, 3.9-litre, normally aspirated Cosworth engine powering a prototype Gordon Murray T.50. Its cylinders were singing at 12 100 r/min. Out of respect for the dying, I left the interruption in the video.

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COLUMN

Does your medical aid suit your family? Move to the medical scheme that fits your journey and visit momentummedicalscheme.co.za

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Made for any exploration

Thule Chasm The Thule Chasm collection provides weatherresistant gear-haulers designed to withstand the elements of any adventure. Constructed with tarpaulin fabric, plenty of storage, and smart storage pockets to quickly locate smaller items, you can easily pack for a family excursion or weekend getaway.

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Articles inside

Full send fl at-six New Porsche

Aston Martin DBX707

Alfa Romeo Tonale