APEX 06

Lead by example. All-new Kia Sportage

They watch. They learn. They imitate. Whether it’s your children, your neighbours, your friends or colleagues, people look up to you because you set the example. This is why you will choose the all-new Kia Sportage. With its bold design, impressive driving experience, innovative technology and advanced driver-assistance systems, it leads by example. Visit kia.co.za to find out more.

Ihave a running joke with family and friends when they – often listing a couple of newcar options to choose from – ask me to recommend a motor vehicle. Whatever their choices may be, my go-to (tongue-in-cheek) answer has become, “Second-hand Porsche Boxster”. Needless to say, none of them has followed this recommendation… yet. And the conversation is quickly redirected to the initial cars and objective analysis of the pros and cons of each. The operative word here is ‘objective’.

As motoring journalists, we must remain objective when reviewing cars, even if those vehicles illicit an intense feeling of emotion, much like the one on this issue’s cover, the Ferrari Daytona SP3 (p. 36) and, celebrating the 50th anniversary of BMW M, the several M cars featured in the following pages. For example, driving the 530 MLE (p. 132), arguably the spiritual ancestor to all M cars, was a near-spiritual experience.

In journalism school, I learnt objectivity isn’t clear-cut; we are human and it is something we can only strive for. This, of course, also applies to buying a car. So, when a motoring journalist does respond with advice on which car to buy, some follow the advice and some don’t. As clichéd as it may sound, they follow their heart. Again, we’re human; there is plenty of emotion involved when having to spend your hard-earned money. How a car makes someone feel is something we, as automotive journalists, often disregard in our pursuit of objectivity.

I realised this recently when I was in the market for a new car. For the first time, I had to give myself the objective advice I had given to family and friends. I read excellent (and objective) reviews written by our talented contributors and tried to set emotion aside. But to no avail.

Ultimately, I bought a low-mileage, second-hand vehicle with two doors, a manual transmission and a naturally aspirated engine. No, it’s not the German drop-top sports car mentioned above. It’s a new-generation Suzuki Jimny.

Yes, the Jimny has its drawbacks. It has its pros, too. Most importantly, though, the compact o -roader makes me smile whenever I look at it or am behind the wheel.

Enjoy the issue

mariusboonzaier

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Publisher: Vann van Staden Editor: Marius Boonzaier Art Director: Bianca-Leigh Nagel Lifestyle editor: Lauren Zuidema

Contributors: Andrew Frankel, Brett Hamilton, Gautam Sharma, Ian McLaren, Jennifer Campbell, Kelly Fisher, Kumbirai Mtshakazi, Mark Smyth, Mat Watson, Niyaaz Isaacs, Richard Lane, Shane O’Donoghue, Simon Fox, Vann van Staden

Margy Beves-Gibson

Published by: APEX Exchange (Pty) Ltd Printers: CTP Printers Distributor: On The Dot / Media Support

apexmag.co.za @apexmagza apexmagza

available to future owners of the AMG One, the IWC Big Pilot’s Watch Constant-Force Tourbillon Edition ‘AMG One Owners’ represents the pinnacle of

HIGH-PERFORMANCE

Inspired by F1, the AMG One’s 1.6-litre V6 hybrid engine

coupled with an 800 V battery developed by High Performance Powertrains, Mercedes-AMG Petronas F1’s engine builder. The petrol-electric arrangement produces 782 kW. An automated seven-speed manual

sends power to an all-new all-wheeldrive system.

SHOWSTOPPER

The AMG One is brought to a halt by highperformance carbon-ceramic brakes. The system comprises six-piston 389 mm items up front and fourpiston 380 mm units at the rear. The brakes are housed in fore 19-inch alloys and rear 20-inch wheels.

THAT’S A WRAP

monocoque, the

an F1-inspired tiller,

and several

a

it suitable for

use.

said the German marque.

ONE IS AFFALTERBACH’S

Boasting next-level power, an intelligent lightweight design, and model-specific chassis upgrades, the box-fresh M4 CSL is equipped with the same high-revving inline-six found in its GT3 racecar counterpart. The 3.0-litre turbocharged petrol unit directs power and torque to the rear axle via the Bavarian firm’s eightspeed Steptronic transmission.

BMW says the CSL-badged model’s chassis has been tailored to suit the powertrain’s performance. The front strut braces have been developed from scratch. The limited-edition coupé is also equipped with M’s adaptive suspension set-up and carbon-ceramic brakes, housed in light-alloy wheels.

Signifying its special-edition status, the CSL features several distinct exterior elements. The headlamps illuminate yellow, while the rear lamps feature world-first tech for a series-production car. The glass housings of the taillamps feature intricate light threads woven into them using laser technology. According to BMW, the exclusive Frozen Brooklyn Grey paintwork, exposed carbon-fibre finishes and red accents create a visually expressive appearance of sporting purity.

For the M4 CSL, BMW has ditched the rear pews to save weight. The two-seater’s interior features M Carbon bucket seats and an M Alcantara steering wheel. There’s a fire extinguisher and a duo of racing helmets, too.

STEALTHY STYLING

Inspired by the reductive design philosophy of its big brother, although in a sportier application, the new Range Rover Sport looks stealthier than ever while remaining faithful to its namesake’s unmistakable silhouette and dramatic proportions. The exterior is free from excessive detailing. Instead, with the latest iteration, the familiar cues – the iconic raked roofline and rising waistline – have been ironed out to give it a more streamlined appearance.

The new generation’s stealth-like front grille — the slimmest ever fitted to a Land Rover product — is flanked by tapered headlamp housings incorporating digital LED light units and distinctive LED daytime-running lights (DRLs). The front design elements are echoed at the rear. The redesigned stern features slim LED taillamps linked by a styling bar spanning the revised tailgate. A first for a production car, the uninterrupted graphics feature surface LED technology. The fitment of flush door handles enhances the sleek aesthetics.

Allowing for a more engaging and dynamic driving experience, Land Rover says it has introduced more advanced chassis technology to the Sport. The new model’s flexible, mixed-metal architecture provides “up to” 35 per cent higher torsional sti ness than its forebear.

IN-CABIN AND IN COMMAND

Harmoniously echoing the assertive nature of the exterior, Land Rover maintains the driving position instils confidence. According to the British marque, “The Command Driving Position provides excellent all-round visibility, inspiring confidence and enabling the driver to place the new Range Rover Sport perfectly on and o the road.”

Those who upgrade from the previous model to the new generation will notice that the multifunction steering wheel found inside the new model is smaller. A 13.7-inch interactive digital driver’s display is sited in front of the tiller.

The revised cocooning cockpit features a curved touchscreen infotainment screen. The 13.1-inch item incorporates the company’s Pivi Pro software, replete with Apple CarPlay and Android Auto. Wireless smartphone charging is also present, as is a Meridian sound system o ering active noise cancellation. A purification system keeps the cabin fresh.

PROPULSIVE POWERTRAINS

The engine line-up comprises a duo of extended-range hybrid powertrains, the (324 kW) P440e and (375 kW) P510e, and turbocharged six-cylinder petrol and diesel engines. The forced-induction petrol units include the P350 and P400. The D250-, D300- and D350-badged oil-burners complete the range. All models will feature automatic transmissions and all-wheel drive. Four powertrains have been confirmed for South Africa. These are the D350, P400, P510e and, available in only limited numbers, the P530 V8.

The V8 model is endowed with 390 kW, allowing a 0-100 km/h sprint time of “just” 4.5 seconds. Land Rover says that, in 2024, the new Range Rover Sport line-up will evolve with the addition of a fully electric variant.

LOCALLY, THE RANGE ROVER SPORT WILL BE OFFERED WITH THE OPTION OF FIVE TRIM GRADES. THESE INCLUDE AUTOBIOGRAPHY, FIRST EDITION, DYNAMIC S, DYNAMIC SE, AND DYNAMIC HSE.

Intuitive interior

A

cabin. An eight-inch instrument binnacle is present, too. However, not all functions are operated via touch. VW has equipped the new version with several

Expressive exterior

Sporting significantly modified exterior styling, VW says the Amarok is more expressive and impressive. The front fascia takes on an X-shaped design. Narrower LED headlamps are incorporated into the upper front grille. An Amarok staple, the wheels are housed in angular arches. Round back, ‘Amarok’ is embossed on the loading bed’s gate.

Second-iteration dimensions

The latest iteration measures 5 350 mm bow to stern, 1 910 mm in width and, depending on the wheel size, 1 888 mm in height. The wheelbase measures 3 270 mm. The Amarok has approach and departure angles of 29 and 21 degrees, thanks to the shorter overhangs. Wading depth has increased by 300 mm to 800 mm.

Efficient engines

The Amarok was revealed with the option of four turbodiesel engines and one petrol powertrain. The former comprises 2.0-litre four-cylinder units, tuned to deliver power and torque from 110 to 154 kW and 350 to 500 Nm depending on the market, and a 3.0-litre V6, sending up to 184 kW and 600 Nm to VW’s 4Motion system via a 10-speed automatic. A 222 kW/452 Nm 2.3-litre four-pot powers the sole petrol variant in the line-up. Further gearbox options include five- and six-speed manuals and a six-speed self-shifter.

APEX

MMany will assume that BMW designed the 4 Series Gran Coupé and then handed it over to its i department for electrification. However, the opposite is true. Only once the electric components were accommodated was the car’s shape signed o . What’s underneath is substantially di erent, but the body is shared between the electric and combustion-engined models.

The design shares much with the 4 Series Coupé and Convertible, notably at the front. There, the controversial upright version of the kidney grille has been blanked o for the i4 and restyled, while the front bumper has very few air openings.

Unique flush door handles and an air breather detail – aft of the front wheels –which is integrated with the side sills, di erentiate the i4. At the rear, with no exhaust outlets, BMW’s designers took the opportunity to restyle the bumper to further help with the airflow.

The design of the high-performance version is enhanced with more aggressivelooking bumpers, grey and gloss-black detailing and a neat little lip spoiler at the rear. Buyers in South Africa get 19-inch

alloys as standard, with the option to upgrade to 20s, and, interestingly, the i4 doesn’t get the little wheel arch extensions at the rear shown here unless you go for the bigger wheels. I wouldn’t want the car without them.

A glance at the specs indicates that it will live up to such presence. There’s an electric motor on each axle, supplying up to 400 kW and 795 Nm of torque. Those are huge numbers. By way of reminder, the M3 Competition’s engine produces 375 kW and 650 Nm. Sure, the i4 M50 weighs a lot more. Still, it should be no surprise that the 0-100km/h time is dispatched in an M3-equalling 3.9 seconds.

The all-wheel-drive traction of a motor on each axle is augmented by BMW’s ‘near-actuator wheel slip limitation’ feature. At the same time, launch control shows o the advantage of maximum torque from a standstill. It’s astoundingly quick in a straight line.

This is accompanied by a raucous digital sound inside the cabin that

rises in intensity, in line with the acceleration. The sound profile changes with the driving modes, so it’s unobtrusive in the Comfort setting and arguably too loud in Sport mode. We found it entertaining to start with but quite annoying on a long journey. There’s much customisation in the system available, thankfully.

Despite the electric powertrain, the interior of the i4 is relatively conventional. It has the same seating layout as the rest of the 4 Series line-up and mostly the same centre console. Blue accents catch your eye, but the most significant di erence is found on the dashboard, as the i4 gets the same curved glass display design that debuted on the iX model.

In front of the driver is a 12.3-inch screen for the instruments and a massive 14.9-inch touchscreen to the side. Thanks to anti-reflective glass, it looks good even in bright sunshine, and the graphics are crisp. Powering it all is BMW’s Operating System 8.

Though the front doors are shorter than in the 4 Series Coupé, the cabin feels the same. Those taller in stature may find the rear door openings a little tight for comfort, but once in, there’s su cient space in the outer two seats for adults. There are three seatbelts, but the raised centre seat is clearly for only occasional use. The seatbacks split and fold to create a long, flat floor if the standard 470 litres of boot space isn’t enough.

Press the blue button to start it up, and you’re greeted with a unique electronic sound to tell you the car is ready to go. The drive selector appears normal, though it has a new ‘B’ option, which allows the driver to enhance the regenerative braking e ect, meaning you barely need to touch the brake pedal in heavy tra c.

The i4 has an integrated braking system designed to o er a consistent brake pedal feel, whether the deceleration is induced by regenerative braking or the hydraulic circuit. It works well enough. The braking power is strong, and we didn’t really notice that the pedal felt any di erent than in any other BMW.

Likewise with the steering. The M50 gets a variable ratio system, which helps with manoeuvrability at low speeds and through tight corners while preventing any nervousness at a faster pace. It’s well-weighted, helping to disguise the car’s mass when entering a bend, but not at the expense of some feedback. A low centre of gravity helps o set the disadvantage of the extra weight through a

sequence of quick direction changes, where the i4 really flows.

This model comes with adaptive damping, too, and even on the 20-inch rims and in its sportiest setting, it never felt too firm or rigid for road use. Likewise, while incredibly fast and accomplished through the corners, the i4 M50 never feels as edgy or challenging as an M3 can. It’s more polished than that, making swift progress without fuss. That doesn’t mean it’s no fun, but we can’t see many owners taking this car on track, for example. Despite the looks and M badge, this car would make a great daily driver. It’s smooth and quiet and comfortable when you want it to be.

The usable energy capacity of the battery pack is quoted as 80.7 kWh, while the range possible on a charge is up to 510 km, depending on specification. Naturally, that will also depend on how and where you drive it.

Electric cars make the most sense if you can charge them at home overnight, but if you do have to use the public charging network in the i4 M50, it can do so at up to 205 kW at a suitable rapid charger, which means a 10–80 per cent charge in approximately 31 minutes.

In terms of pricing, the i4 M50 isn’t cheap, starting at R1 600 000. That makes it more expensive than any other 4 Series Gran Coupé, but then again, there’s no doubting its position in the line-up. It surpasses the M440i xDrive in terms of performance. A

DR EAMING DAY TONA

The third model in Ferrari’s Icona series, the Daytona SP3, is the stuff of dreams.

Words: Andrew Frankel Andrew_Frankel Photos: Luc Lacey

The front wings curve and curl.

The monstrous V12 bellows and barks behind you. The revs keep rising: 7 000, 8 000, 9 000 r/min.

This is getting ridiculous. But it’s hard to back o because there’s just a little bit of me who now thinks he’s Chris Amon, and this isn’t a road in France but a track in America. Daytona, to be absolutely specific. And I’m winning the Scuderia’s first 24-hour race in the western hemisphere. Because that’s what he and Lorenzo Bandini did in 1967, and it is that event this car I’m driving exists to honour. Yet back o I do for I am neither Chris nor Lorenzo and much as I’d like it to be otherwise, this is not a 1960’s prototype sports racing car.

But it is the first time Ferrari has called a car ‘Daytona’. The 1967 front-engined 365GTB/4 merely acquired this name informally after that famous win. In full, this is the Daytona SP3, the third car in the Prancing Horse brand’s Icona series of spectacularly styled and priced limited-series supercars. The first two – the SP1 and SP2 – were intended to evoke memories of Barchetta-bodied road-racing roadsters of the 1950s. No need to be told which car inspired the SP3… Those voluptuous curves are pure P4.

It's pretty special under that gleaming paint, too. The carbon body fused to a carbon tub cradles the most powerful V12 engine Ferrari has ever made for a road or racing car. It has 618 kW. Just think about that for a moment. Other contenders? Well, the LaFerrari had 708 kW, but only once its V12 had been boosted from 588 kW by an electric motor. The FXX K Evo did have a 632 kW V12 but could be used neither on the road nor for racing.

But surely one of Ferrari’s V12 F1 cars would have had more power than this? Surely not. In Formula 1, its last 3.5-litre car was the 412T in 1994. According to Ferrari, it made 559 kW. A less powerful 3.0-litre V12 followed it before the Scuderia adopted a V10 configuration. From the sports racing world, the 712 Can-Am car of 1971 also never got past 559 kW. So yes, this is Ferrari’s most powerful V12 for either road or race use ever.

The SP3 is a direct descendant of the LaFerrari. However, it wouldn’t be accurate to say it’s simply been re-bodied because, first, the SP3 runs a di erent, later version of Ferrari’s famed F140 engine, displacing 6.5-litres here rather than 6.3 litres as seen in the LaFerrari, and lacks hybrid drive. You only have to climb into the cabin and note that it, too, has a fixed seat and sliding pedals. No other Ferraris do this.

The cabin is practical enough. Visibility is impressive thanks to the addition of a camera in place of a rear-view mirror. However, storage space is absolutely minimal. For better or worse, this is a toy, not a tool.

A front-mounted V12 is probably my favourite configuration, but I won’t deny there’s an additional frisson of excitement hearing one fire up behind you, especially when it’s so damn big. You look forward to what will clearly be monumental thrust. You know the sound will echo round the chambers of your ears long after you’ve gone home, but there is a touch of good oldfashioned fear here. The weather is variable and at some stage, I will have to drive it fast in the wet…

I should perhaps explain where I am, which is not Daytona, but Le Mans, where Ferrari will return next year as a factory team for the first time since 1973 and where the Scuderia has not won since 1964. It is the weekend of the Le Mans Classic and I have never in my life been in a road car that has attracted so much attention, and for almost exclusively the right reasons.

Which, of course, is precisely what this car exists to do. It’s not a track-day weapon and as if to reinforce the point, Ferrari won’t even pro er a Fiorano lap time. It’s a car in which to be seen, and if you believe the merit of a

vehicle is defined by how well it does the job it was designed to do, then it is one of the best cars in the world. As it should be, given that each costs a minimum of R33 909 424. Some will call that outrageous, pointing to the entire stable of wonderful cars half that sum might buy. Although, all 599 units are already sold, so its customers clearly think it’s worth it, which is all that matters.

It's not an easy car with which to fall in love. Not at first, at least. Its value makes you anxious, and its extreme width makes you more nervous still. The steering is old-school Ferrari: light, direct, but not overly endowed with feeling. Also, in this age of instant gratification, it takes a while to dial yourself into an engine that doesn’t make maximum torque until 7 250 r/min. The limiter cuts in just beyond 9 500 r/min.

It is, of course, ferociously fast, but probably no more so than a conventional supercar like a McLaren 720S, which is much less expensive. To look at the SP3 in such objective terms is to almost wilfully miss the point. What matters is

the sense of occasion and how it makes you feel when you drive it fast. The former was always going to be o most of the scales. The latter took its time to come but was no less real for that when it did. Banging through the gears, listening to that V12’s voice bouncing around the hills, then slowing for villages and catching reflections of yourself in windows – this is where the joy of this car lies. That and the undivided attention of every single person who hears you coming. The SP3 breaks no new ground, nor was it ever intended to. It has the engine from an 812 Superfast installed in the chassis of a LaFerrari with only a body to truly call its own. But even I, a man who doesn’t really understand people who buy cars more for how they look than drive, have to admit to not mind being the centre of attention at Le Mans when aboard something so outstandingly beautiful. And when I went to drive it properly, and once I’d adapted to it, I liked it even more. You could argue cars like the SP3 should not be taken terribly seriously. But am I glad it exists and even happier to have driven it? With every bone in my body. A

SSwiss luxury watchmaker TAG Heuer has revealed a brand-new limited-edition smartwatch. Launched in collaboration with long-time partner Porsche, meet the Connected Calibre E4 Porsche Edition.

Engineered for comfort, this special-edition TAG Heuer Connected boasts a black titanium case and ceramic bezel, which features a Porsche-inspired 0–400 scale. The crown and pushers are made using the same striking electric blue hue found on the Porsche Taycan electric saloon.

The 45 mm case with black carbon finishes is presented on a strap fashioned from rubber and leather. A high-definition sapphire glass screen provides ultra legibility.

Billed as a next-generation ally, the Connected Calibre E4 Porsche Edition comes with the latest tech and exclusive features. The new Circuit watch face carries four complications that connect seamlessly to selected Porsche models. In addition, several functions enable Porsche owners to check on their car via the watch.

This new model boasts up to 30 per cent more battery life than the previous-generation variant and has Bluetooth 5.0. An integrated heart-rate sensor is also present, as are a GPS and accelerometer.

The Calibre E4 Porsche Special Edition is priced from R50 300. A

Designed by Legends s

Words: Marius Boonzaier

TAG Heuer’s Connected Calibre E4 Porsche Special Edition watch.

Over the past few years, Volkswagen has introduced several new crossover/SUV models to its T portfolio. In the market for a luxurious SUV? There’s the Touareg. Looking for a tall-riding vehicle in the midsize segment? The Tiguan is undoubtedly worth a look. Then there’s the in-voguestyled T-Roc. For those wanting to upgrade from a Polo to a crossover or buy into the crossover segment, the German marque o ers the popular T-Cross. However, with the market’s increasing adoration for coupé-styled crossovers and carmakers seemingly wanting to fill every existing niche in their ranges, the company now o ers the Taigo. With the latter's launch, the German automaker arguably o ers a crossover/SUV to suit every

taste. And tickle our taste buds, the Taigo certainly did. Figuratively, of course.

The Taigo falls neatly between the T-Cross and the T-Roc in VW’s T portfolio, taking the latter’s in-vogue styling and applying it to a T-Cross-ish scale. It measures 4 266 mm in length, making it 31 mm longer than the T-Cross. This provides a greater boot capacity of 440 litres, though 15 litres less when the T-Cross’ sliding rear bench is put in its most forward position and 59 litres less utility space owing to its sloping roofline). It’s 1 757 mm in width and 1 515 mm in height (69 mm less than the T-Cross). The wheelbase is also slightly longer at 2 566 mm.

Exterior dimensions aside, although the T-Cross is a handsome crossover, the Taigo is the better looking of the two, especially when specified

AT A GLANCE

VOLKSWAGEN TAIGO 1.0 TSI 85 KW R-LINE DSG

The Taigo is more than just a stop-gap in VW’s local line-up. Yes, it fills a niche, but with market research, VW found it’s a niche worth filling, especially considering the market’s taste for coupéstyled crossover/SUVs. Match that with a car adorning a VW emblem, and you have a crossover that will undoubtedly become a regular sight on our roads.

Price: R486 000 Engine: 1.0 L, 3-cyl, turbopetrol Transmission: 7-spd dual-clutch Driven wheels: F

Power: 85 kW @ 5 000-5 500 r/min

Torque: 200 Nm @ 2 000-3 500 r/min 0-100 km/h: 10 seconds

Top speed: 200 km/h

Fuel consumption: 5.4 L/100 km CO2: 123 g/km

TAIGO FALLS NEATLY BETWEEN THE T-CROSS AND THE T-ROC IN VW’S T PORTFOLIO, TAKING THE LATTER’S IN-VOGUE STYLING AND APPLYING IT TO A T-CROSS-ISH SCALE.

in the sportier R-Line level of specification. R-Line spec includes VW’s striking IQ.Light LED matrix headlamps featuring a striking LED light bar spanning the grille. As standard, the range-topping R-Line rides on 17-inch wheels. However, those wanting an even sportier appearance can specify VW’s Black Styling package, which includes 18inch Misano alloys finished in black.

The interior is familiar VW fare. Not that it’s a bad thing. Not at all. The R-Line’s cabin is neatly equipped with the Wolfsburg-based brand’s Digital Cockpit Pro set-up and 8.0-inch Composition Media touchscreen infotainment system. Dual-zone climate control operated via touch panels and sliders are also present. However high-tech this may sound, adjusting the temperature and blowers via this arrangement wasn’t as user-friendly as it would have been with analogue controls.

As with other VW vehicles, customers can choose an array of additional features from the list of optional extras. In the R-Line, among others, these include a panoramic sunroof, which, with it being such a popular item in our market, will undoubtedly be specified to most Taigos; wireless smartphone charging and a rear-view camera system.

Another notable option is IQ.Drive Travel Assist. This tech allows the Taigo to steer, accelerate, maintain speed (and distance to the car in front of you) and brake by itself. Adaptive cruise control

and lane assist are utilised during the autonomous journey. A radar system is sited up front, while a camera can be found behind the windscreen. The system is surprisingly user-friendly.

The use of multiple textures throughout the cabin further lends a sense of familiarity to the Taigo. The interior finishes comprise some hard plastic surfaces and softtouch trimmings on the dash and door panels. The R-Line model’s seats are upholstered in Karoso fabric. The pews are suitably bolstered, providing su cient support when on the go.

The Taigo is powered by the same power unit found under the bonnet of the 85 kW/200 Nm T-Cross, a punchy 1.0-litre turbo-triple driving the front wheels. The engine is exclusively coupled with a seven-speed dual-clutch transmission. VW claims an average fuel consumption figure of a commendable 5.4 L/100 km, allowing for a range of 741 km on a single tank. On the launch route, we achieved a figure of 5.9 L/100 km.

The drive is familiar to a compact VW crossover. It feels suitably refined. The suspension is supple, and the handling is well-weighted for a car of this ilk. However, one of the Taigo’s drawbacks is the slight delay when taking o . But once you’re in forward motion, the nippy TSI motor makes overtaking a breeze. Cruising at 100 to 120 km speeds, the Taigo finds its beat. A

Words: Marius Boonzaier mariusboonzaier

With each passing year, I increasingly appreciate comfortable chairs (all my old sports injuries seem to have finally caught up with me); car seats, especially, as I spend most of my time in them when not behind my make-shift, home-o ce desk. I am fortunate to avoid the daily commute to and from an o ce. Before Covid-19 and working from home, this amounted to around 80 minutes each day. That’s over 300 hours a year, excluding the time travelled on holiday.

For many who returned to the o ce environment following the lockdowns, the time spent commuting is much higher, owing to congestion. Take my home city as an example, according to US-based analytics company INRIX’s Global Tra c Scorecard, in 2021, Cape Town was the most congested city in South Africa and 43rd globally. Last year, Capetonians lost an average of 59 hours thanks to congestion.

Several automakers realised the inordinate amount of time

we spend sitting in a car. In 2020, Jaguar Land Rover announced it is pioneering what it calls the “seat of the future”, a shapeshifting item that constantly adjusts to optimise occupants’ wellbeing. In addition, Bentley recently introduced its new Airline Seat Specification to its vehicles. Billed as the most advanced seat ever fitted to a car, it o ers “world-first” postural adjustment technology, comprising 177 individual pressure changes across six zones.

Car reviews seldom, if ever, start o covering the pews. Although not comparable or by any means like the shapeshifting and tech-laden items of the premium and luxury brands mentioned, the new Honda HR-V’s seats are worth a mention. They are some of the most comfortable in the segment. According to Honda, they have been completely revised in the latest iteration. And it shows … the extended drive through the Cape Winelands was exceptionally relaxed.

This was only enhanced with the new air-conditioning

The new HR-V majors in relaxation. However, the atmosphere is often disturbed by a whirr…

RELAX, TAKE IT EASY

set-up. The Air Di usion system creates a vortex of air around the passengers, fore and aft. Then there are the dual sunroofs, adaptive cruise control and some favourite tunes relayed over eight speakers via Apple CarPlay (Android Auto and Bluetooth functionality are included). Curiously, only the front sunroof’s blind retracts electronically, while the rear blind must be attached and detached manually. In addition, the sloping roofline and positioning of the attachment points mean taller passengers may scrape their heads against these items.

The range-topping Executive model is equipped with an 8.0-inch touchscreen infotainment system, which

displays video feedback of the blind spots when indicating, and features a wireless smartphone charging bay. A quartet of USB ports are divided between the front and rear occupants.

Thanks to the redesigned interior, outward visibility was tops. Although the new, coupéstyled HR-V’s overall exterior dimensions are similar to the previous generation’s, the cabin is more spacious. Shoulder and legroom have increased. Those seated on the rear Magic Seat – which can fold flat or flip up for increased loading capacity –get an additional 35 mm of legroom.

Owing to the HR-V’s continuously variable transmission (CVT), there was

often a whirring noise under hard acceleration. However, the CVT drone settled down at a constant speed. The unit is coupled with the Japanese manufacturer’s 1.5-litre petrol engine, producing 89 kW and 145 Nm. Power and torque are available from 6 600 and 4 300 r/min, respectively.

Although more torque would be appreciated. The four-cylinder sometimes felt

out of breath. That said, the naturally aspirated unit should remain reliable for a lifetime. Plus, it’s not very thirsty. Honda claims an average fuel consumption figure of 6.0 L/100 km, allowing a range of 667 km on a single tank.

Thanks to the supple suspension set-up that ironed out the majority of road imperfections, the ride was smooth. The handling felt light

but not completely devoid of feedback, though some more steering feel would be welcome.

Regarding safety, the range-topping HR-V boasts a collision mitigation braking system, road departure mitigation and lane-keep assist. The latter set-up worked well, wasn’t too sensitive, and gently steered the car back into the lane.

AT A GLANCE

HONDA HR-V 1.5

EXECUTIVE CVT

The new HR-V majors in o ering occupants a relaxing drive. As with several other CVTequipped vehicles, the atmosphere is sometimes disturbed by a whirr. If you’re willing to look beyond this, it’s worth sliding into the crossover’s comfy in-vogue seats.

Price: R554 500 Engine: 1.5 L, 4-cyl, petrol

Transmission: CVT

Driven wheels: F

Power: 89 kW @

6 600 r/min

Torque: 145 Nm @ 4 300 r/min

0-100 km/h: n/a

Top speed: n/a

Fuel consumption:

6.0 L/100 km

CO2: 144 g/km

TURBO-TRIPLE

Words: Marius Boonzaier mariusboonzaier

Equipped with a turbo-triple, the Sonet undoubtedly has the potential to become a segment leader…

KIA SONET 1.0 T-GDI EX+ DCT

Since its introduction, the Sonet has had the potential to become the leader in the small-crossover segment. The local arm of the South Korean carmaker has now introduced the range-topping, turbocharged variants, the EX and EX+, to the line-up. The three-cylinder thrum is su ciently subdued owing to the interior build quality and smooth-shifting seven speeder. This is perhaps the model to top the Sonet range. Luggage loaded into the 392-litre boot, we set o in the top-tier EX+ derivative…

The forced-induction petrol powertrain was su ciently punchy during our drive from Cape Town to the Overberg region. The DCT ’box was decisive, swapping cogs in an unfaltering fashion. Thanks to the latter and torque availability from a lowly 1 500 r/min, overtaking was a fuss-free a air.

AT A GLANCE

KIA SONET 1.0 T-GDI EX+ DCT

In the sea of small crossovers on our roads, the Sonet is arguable one of the most stylish. Wrapping the bodywork around a solidly constructed, feature-filled cabin and an eager turbo-triple, you have a package destined to be a winner. In addition, the Sonet ships with a five-year/ unlimited warranty and a four-year/60 000 km service plan as standard. The turbocharged variant undoubtedly has the potential to become the segment leader. Priced R30 000 less than the top-tier derivative, we’d argue the EX variant is the one to go for.

Price: R389 995

Engine: 1.0 L, 3-cyl, turbopetrol Transmission: 7-spd dual-clutch

Driven wheels: F

Power: 88 kW @ 6 000 r/min Torque: 172 Nm @ 1 500-4 000 r/min 0-100 km/h: n/a Top speed: n/a Fuel consumption: 6.0 L/100 km CO2: 137 g/km

Solidly constructed cabin is generously equipped as standard. Gloss black trim adds sophistication, but is prone to attract fingerprints.

Compared to the lightweight steering, zipping about town, the steering firmed up once travelling at the national limit, relaying increased feedback from the front wheels. The suspension arrangement is supple, providing a comfortable drive during the journey.

A quick stop on the picturesque Clarence Drive provided the opportunity for some photographs. The sinuous mountain road did reveal that the Sonet’s boxy bodywork is prone to leaning through the bends. Although, the 190 mm ground clearance came in handy when traversing an unkempt stretch of tarmac when turning o the N2 towards our lunch stop.

Inside, the seats are neatly trimmed in artificial leather, replete with red contrast stitching to add some vibrance to the otherwise dark cabin. The interior is reminiscent of the Sorento’s, albeit on a smaller scale. The eight-inch touchscreen, featuring screen mirroring, is intuitive. Climate control is included, too. Safety items include six airbags, Isofix child-seat anchorages, ABS with EBD, ESC, and hill-start assist. A

Words: Marius Boonzaier mariusboonzaier

SUZUKI BALENO 1.5 GLX MT

Suzuki Auto South Africa has been going from strength to strength. It’s become an increasing occurrence for the local arm of the Japanese manufacturer to best its monthly sales figures month on month. It’s a commendable achievement.

There are several reasons for this accomplishment. The first is the firm’s approach to producing pocket-friendly cars that are seemingly fun to drive and, considering the ever-increasing fuel prices, have low fuel usage, and are reliable. The top-spec variants also gain an array of standard features. The second is the

firm’s after-sales service.

Despite having all these attributes, the previous Baleno never seemed to reach the required sales figures. The introduction of its rebadged step-sibling, the Starlet, in 2022 did, of course, have a significant influence.

However, with the box-fresh Baleno – not to mention a bullish marketing campaign with the tongue-in-cheek hashtag #OthersWillFollow –Suzuki SA aims to bolster its impressive month-on-month sales records further. The firm remains realistic about how many units will leave showroom floors. That said, the latest iteration should manage it.

So, what’s new? For starters, the new Baleno has ditched its forebear’s 68 kW/130 Nm naturally aspirated 1.4-litre fourcylinder engine for Suzuki’s K15B unit. The 1.5-litre fourpot produces 9 kW and 8 Nm more than the K14B-badged motor at 77 kW and 138 Nm. It’s worth noting that, with the addition of the K15B, the Baleno (in five-speed manual guise) sips 0.3 L/100 km more than before. Average fuel consumption remains a commendable 5.4 L/100 km.

Although the fuel tank is on the smaller side – it has a capacity of 37 litres –matching this claimed figure

Thanks to the use of high-tensile steel, the new Balano’s platform and body shell are more rigid despite a decrease in weight (it tips the scales at 955 kg). Various chrome trimmings add sophistication. Boot stores up to 314 litres and can be increased to 1 057 litres when folding down the rear pews.

AT

SUZUKI BALENO

1.5 GLX MT

Since the automaker’s return to SA, Suzuki has gone from strength to strength. It’s no surprise. And with the new Baleno, the firm will undoubtedly continue its rise as one of SA’s best-selling car manufacturers.

Price: R275 900 Engine: 1.5 L, 4-cyl, petrol Transmission: 5-spd MT

Driven wheels: F

Power: 77 kW @ 6 000 r/min

Torque: 138 Nm @ 4 400 r/min

0-100 km/h: n/a

Top speed: n/a Fuel consumption: 5.4 L/100 km

CO2: 127 g/km

still results in a range of 685 km. We managed a (still respectable) figure of 6.0 L/100 km on the launch route, which comprised urban and extra-urban driving. However, we did manage a remarkable figure of around the 4.5 L/100 km marker when travelling back to King Shaka International airport on the highway the following day. The steering was light and suspension supple.

As we’ve come to expect of Suzuki’s manual cog

swappers, the five-speeder is a joy to operate. The manual is arguably the transmission of choice. Some may argue that with most vehicles, the mid-spec model is the one to get, but with Suzukis, we’d say the top-tier trim is well worth the extra money.

Specified in GLX guise, the Baleno boasts a generous amount of standard equipment, some of them big-car items. Exclusive to the Suzuki, these include a headup display and a 360-degree

surround-view camera set-up. The nine-inch touchscreen infotainment system incorporates Apple CarPlay and Android Auto. GLX spec also ships with LED headlamps and 16-inch alloys (a full-size spare is included). Safety is taken care of with six airbags, Isofix anchorages, and ESP. A

Below: The 9.0-inch touchscreen infotainment system incorporates screen mirroring and ‘Smart Vehicle Alerts’. Multifunction tiller wrapped in leather.

COOL CITIES. HIDDEN GEMS. UNFORGETTABLE

EACH RIDE WILL FEATURE a group of local creatives showing their city’s best-kept secrets. From scenic spots to under-the-radar places to party, they’ll be riding from one adventure to the next on their SUPER73 bikes. New York-based singer, model and writer Marzy Lovejoy is just one of the talents G-Star has teamed up with. After organising rides to empower black women, Lovejoy’s cycling community grew, creating a rider presence in the city that wasn’t there before. G-Star will curate guides showcasing the hidden gems in every city in collaboration with each of the creative’s talents.

Cape Town’s bike squad creatives include Nic Manshon @nic_manshon | JOUPA @_joupa_ | Matthew Wareley @matthewwareley | Pang Isaac @_pangisaac_ | and Kabambi Mbiola @kabambi_mbiola

G-Star RAW X Super73 experiences the ride of a lifetime, discovering hidden gems in some of the world’s coolest cities: New York, Berlin, Rotterdam, Tokyo and Cape Town.

UNFORGETTABLE RIDES.

For this collaboration, G-Star and SUPER73 have produced a custom-made, limited edition bike featuring design elements from each brand. The bike features the statement SUPER73 design with a sleek brand logo embossed on the body. In true G-Star style, each of the parts were sanded down to create a more raw material. Varied metals and G-Star branding were also added to the bike, helping to shape the diverse custom piece. Alongside this, an oval rider bag was made. Uniquely, the bag can be attached to di erent areas of the bike, for example, the handlebars or on the back. G-Star created the versatile piece, made entirely from raw denim to store all ride essentials. A

Win the limited-edition G-Star x SUPER73 bike or a raw denim rider bag via their social channels. Keep an eye on @gstarraw to make sure you don’t miss out.

SPEED BUILT FOR

DUNHILL DRIVEN

DUNHILL DRIVEN is a perfectly balanced combination of the traditional and modern. DUNHILL DRIVEN EDT ignites a refined impression as resilient and impactful as the man himself; it embodies sophistication. It’s a fragrance for the risk taker who is driven by confidence and persistence. When he sets his mind on something, he pursues it relentlessly.

DUNHILL DRIVEN is a woody, aromatic fragrance with hints of Italian bergamot, green apple and black pepper. Additional notes include juniper, orange blossom and sage for masculinity, and an added warmth of exotic teakwood, amber and vetiver to create a scent that is both distinctive and stylish.

Rebelling againstthe norm

Niyaaz Isaacs started from humble beginnings. Following tremendous success over the years, he remains humble. His journey continues, now taking LibeRebil to new heights…

Mypassion for cars was ignited at an early age. My father would buy vehicles that weren't well cared for, as it was all he could a ord, and fix them up. However, the journey of following this passion didn’t start easy. I was bullied pretty severely at primary school. I felt utterly alone. (I guess when you act di erently from what’s considered the norm, you’re singled out and thrown aside.)

However, one day, while walking to the mosque, a silver Nissan 350Z drove past, its engine revving to the red line. For those 10 seconds, I felt safe and happy and motivated. I clearly remember telling myself, “Niyaaz, one day, you’ll get to drive all the cars in the world.” Little did I know that in years to come, my YouTube channel would grow to a point where this would become a possibility.

At the time of writing, LibeRebil is nearing 65 000 subscribers. The channel has been through various changes. Over the past couple of years, owing to the COVID-19 restrictions, I had to adapt. However, it’s nearly back to its pre-lockdown glory.

When I started the channel, I filmed drag races at Killarney Raceway in Cape Town. I added feature videos of the cars racing so the audience could learn more about the drivers and the vehicle. Now I also drive and test new cars and film them.

Niyaaz has established himself in the SA motoring community as one of the hardest-working individuals.

Since its inception, his YouTube channel, LibeRebil, has grown tremendously. Now, he is taking his brand to new heights.

From an outside point of view, it seems great. However, creating content in South Africa is challenging. I wish there was more financial backing for YouTubers. But, as they say, all good things take time. And it takes time to grow a YouTube channel.

That said, I’m excited to share that our team is currently developing a smartphone application for the LibeRebil community. It’s a car classifieds app.

Some of you may be asking why, as many classifieds are already available. The reason is that many people, including myself, friends and family, have been victims of scammers when buying a car, and some even get ripped o when trying to fix or modify their vehicles. I aim to eliminate this stress. Essentially, if you’re a private seller, you’ll be required to upload a video (not just photos) of your car to confirm its condition and all issues that need to be repaired.

I have been doing LibeRebil for over five years. This has allowed me to build an incredible network of service providers who are talented in their craft. These include mechanics, tuning shops and car detailing services. Relationships like this and many others have inspired me to create this app, which will comprise selling, fixing and even modifying your vehicle by authorised LibeRebil service providers.

A big focus has been placed on the car enthusiast. Thanks to detailed categories, the app will be easy to navigate. It will also have a social platform, allowing users to share their experiences and find out when di erent car meets around SA are taking place.

The journey of my passion started with my father fixing cars. The motivation came from a silver 350Z revving past. I’m proud of what LibeRebil has achieved. It’s a story that continues and holds exciting prospects for the future. It’s a legacy I hold dear. A

Words: Niyaaz Isaacs liberebil

Niyaaz Isaacs NI

Fortress of solitude

Our vehicles are so much more than ‘just cars’; they’re safe spaces where we can entirely be ourselves.

Words: Kelly Fisher KellyFisher_ZA

Iscreamed in my car today. I cried in my car the other day. I sang loudly at the top of my voice last week, and I have a whole conversation with myself now and then; all within the confines of my car. But before you think I’ve lost the plot entirely, please check yourself; you can’t deny you have done the same or something similar.

Let’s rewind a bit. I recently stood in front of a magazine shelf in my local retail outlet and took stock of the magazines on display, especially the motoring titles, which make up a fair portion of what’s on the stand. And why, though? Vehicles are essentially inanimate objects.

I get travel magazines and why people buy these. I get why health magazines are appealing. So why are motoring magazines so popular, and why is the fan base so serious about the brands?

In the good old days of car forums, one dip into it would show how passionate people were (and are) about their vehicles and the companies they support. Car culture has been around since who knows when. From the streets of Nippon and the tarmac of the USA to the winding roads of South Africa, there is a deep love of cars worldwide.

So, my question at that magazine stand was: why are we so attached

After almost a decade as a motoring journalist, followed by some time in social media and marketing, Kelly found her way into PR. On the side, she dabbles in freelance writing, communications consulting, social media strategy, podcasting and more.

to our vehicles? Why do we buy motoring magazines and spit performance numbers with friends around the braai? Why do we place so much value on our cars? And I don’t mean monetary value.

For me, the answer is simple: my vehicle is my fortress of solitude. It’s the one place where I can truly

be alone and scream when I’m frustrated, cry when I need a cry, sing entirely o key without feeling shy and talk to myself. Not only that, but cars are part of our memories. They’ve taken us to the first day of school and work, on family road trips, matric farewells, dates, and so much more.

There’s a meme about how the 10 minutes spent in your car in the shopping centre parking lot are the best moments of your life. It’s not wrong. Yes, there are better ways to spend that time, but those few minutes alone in the car before you hit the madness of the mall genuinely feel calm.

As a woman in SA, I have often felt unsafe outside. Getting into my car makes me feel safe again, even if it’s a false sense of security in real moments of danger. And after a long day in the o ce, it’s where I unwind on my way home.

My car has seen all sides of me. It’s seen me at my best, and it’s seen me at my worst. It holds my deepest secrets and my heart's burning desires. I know I’m not alone in treasuring the moments I get to drive my car. I’m sure it’s the same for many others.

Our vehicles are so much more than ‘just a car’. No, we can’t take it to the grave. But we can take it on the road to make memories. Next time you’re in your vehicle, take a moment to be thankful for this place of sanctuary. You can’t deny that it has been your safe space on more than one occasion. Or don’t. Maybe I am losing my mind a little. Am I? A

Kelly Fisher KF

GLADIAT

O -road, the Jeep Gladiator shows it’s no sword-wielding gladiator of old. It comes out with guns blazing!

Words: Vann van Staden winewheelsandwatches

Whenever anything American arrives on our shores, I shoot over to Reddit, arguably the best spot for authentic and, sometimes, random information, to see what real people think of it. The Americans are brutal on some topics, and I have often found that their opinions don’t really matter. I mean, in the US, they call biltong ‘jerky’.

As word got out we are finally getting the mother of all bakkies, the Jeep Gladiator Rubicon, I shot over to my favourite site to see what the ’Mericans think of it. There were some gems and some not-so-great comments, but the one that cracked me up was this: “For a husband whose favourite pastime is imagining arguments he can win.” However, jokes aside, regarding Jeep’s double cab, the Gladiator arguably wins all possible arguments about its o -road capabilities when put through its paces o the beaten track. Here’s why…

I sampled the king-sized double cab in the metal. It was all I imagined it to be… and more! The exterior has a macho presence on the road. When sitting behind the multifunction steering wheel, the driving position is

commanding, as it should be in a car bearing the name ‘Gladiator’. However, this is no gladiator of old, like those sword-wielding men seen in Ridley Scott’s iconic film. Jeep’s bakkie comes out with all guns blazing.

WApart from being extremely capable when entering the o -road arena (we’ll get to that just now), it features several premium features inside. These include the US brand’s 8.4-inch Uconnect touchscreen infotainment system compatible with Apple CarPlay and Android Auto, 7.0-inch digital instruments, and heating functionality for the leather-trimmed front seats. Adaptive cruise control and a rear-view camera supplemented by fore and aft park distance sensors (a welcome addition when parking the gargantuan Gladiator) are also present, as is the all-important tyrepressure monitoring system. The nine-speaker Alpine sound system drowned out some of the noise emitted from the 32-inch BF Goodrich oroad tyres.

However, as a proud Jeep owner, the second we hit the open road, the tyre noise was music to my ears. Objectively, though, the road noise permeating the cabin is intrusive. However, it’s a trade-o you’ll have to learn to live with if you plan to take the Gladiator to where it’s most at home – o -road. As this is, in essence, a convertible bakkie, of course there would be more noise.

Speaking of the convertible roof, just about everything can be removed from the Gladiator. The doors and rear-window section detach and the windscreen folds down, giving you the ultimate ‘at one with your surroundings’ experience.

MATCH

AND

But back to our road trip. We soon ran out of tarmac and were met with a highly unkempt gravel road. This is where the Gladiator shows o . It handled amazingly on the gravel.

Then, leaving the gravel, we put the Jeep bakkie’s o -road credentials to the test. Many moons ago, I went on a 4x4 training day. It was my first time on an o -road track and I was nervous. However, behind the wheel of the Gladiator, nerves were something of the past. This is what it was built for.

The 4x4 course was no match for the Gladiator, thanks to its thick, o -road rubber wrapped around its 17-inch wheels and standard fore and aft FOX shocks. The Rock-Trac 4x4 system is linked with heavy-duty Dana front and rear axles. The Gladiator also features Jeep’s Tru-Lok locking di erentials, which meant the Gladiator cleared all obstacles with ease.

The approach and departure angles are 43.4 and 26 degrees, respectively. The break-over angle comes in at 20.3 degrees. The ground clearance is rated at 249 mm. Although, with its extended bodywork (5 591 mm in length and 3 488 between the axles), I found I had to navigate some obstacles with a touch more caution. Despite this, the Gladiator delivered. A

Jeep Gladiator3.6 Rubicon AT

R1 299

3.6 L, V6,

8-spd

209 kW @ 6 400 r/min

347 Nm @ 4 100 r/min

km/h: n/a

n/a

12.4 L/100

The

Words: Richard Lane Photos: Olgun Kordal

Le Mans, September 1968. Not June? Not this year. This year, the 24-hour race was postponed after summer-long civil unrest in the staunchly patriarchal France of Charles de Gaulle. But that’s another story. As far as we’re concerned, the story is at Le Mans, in September. It’s the final leg of the World Sportscar Championship and the decider between Porsche and Ford. The GT40s are narrow favourites. However, one unbelievably juicy and almost incomprehensible sub-plot brought about by the calendar change is that Ford’s new motorsport chief is at the wheel of the #33 works Porsche 908.

Fast-forward 20 years. The same man is tasked with leading Mercedes’ return

development that year is our man establishing an all-new junior driver programme for the Silver Arrows. Its inaugural trio of signings includes the fresh-faced son of German bricklayer and devoted father Rolf Schumacher.

Yet, here’s the remarkable thing about Jochen Neerpasch. The exquisite intrigue of 1968, the rehabilitation of Mercedes into motorsport, giving probably the greatest F1 driver of all time his first big break: any one of them would be legacy-defining events for most. But that’s not quite the case for this 83-year-old.

Neerpasch is best known for founding BMW Motorsport GmbH in 1972. Thus, this year marks 50 years of perhaps the greatest entity the car industry ever gave to

MONOLITHIC M

If the Alcantara-wrapped wheel and M Carbon buckets somehow didn’t give the game away, you’d know you were inside something special just by opening your ears and tuning into the induction hiss and unvarnished engine note. It had to be the CS for our trip. Big, bad M saloons have always been superb in this respect. Speed, handling, comfort and just enough specialness in the powertrain and cabin make it so.

But here’s the thing: rather than torching those strengths in pursuit of fractionally quicker lap-time performance, as you might expect of any gold-wheeled, bonnet-vented flagship derivative, the ‘hardcore’ CS only enhances them. It moves with a silky deftness. There’s a softness and a willingness to breathe with the road.

It’s a remarkable device: monolithic in its stability on the autobahn as the V8 fires it to the far side of 290 km/h, yet flowing with responsive poise when on those fast, smooth Bavarian country roads. Is it a masterpiece? Without doubt. When you consider what this car wants to be and how it fulfils that multi-faceted

role, you might even go further and chalk it up as the best car in the world. The sheer quality of the M5 CS’s blend of ride and handling and how it disguises its 1 950 kg should act as the benchmark for all future M division products, especially the electric ones. This incredible super-saloon is a beacon for M, yet of its own making.

A Chat with Neerpasch

“Totally unexpected” is how Neerpasch describes it from the plush confines of a modern BMW M Motorsport truck in the Nürburgring paddock. “I got a call late in 1971 … and Bob Lutz said he wanted to reorganise BMW’s motorsport activities.” At that time, Lutz was vice president of sales at BMW, having himself been pinched from Ford. Lutz’s problem was that he wanted Neerpasch at the helm, and Neerpasch’s problem was that the Capri RS he had developed dominated the race track. Why on earth forsake it all?

“This could be a chance, let’s say, to have a project for the future,” said Neerpasch. From today’s vantage point, it seems ludicrous that M’s existence could ever have been in doubt. However, Neerpasch wouldn’t sign up until he had a cast-iron guarantee that 1 000 lightweight CSL versions of the E9 would be made to homologate something that could vanquish the Capris.

The Batmobile was born. This was a real lift-o moment for M. Come to the end of the season, the Capris and the privateer CSLs had been beaten, although Neerpasch and company still weren’t out of the woods. The oil crisis in 1974 saw M resorting to selling branded rally jackets (cool then, sub-zero today, if you can find one) and Paul Roschedesigned Formula 2 engines. It was touch and go, but M survived. More importantly, the road-focused creations for which M would become widely worshipped were also starting to materialise, such as the E12based M535i.

“We were flexible like this,” said Neerpasch. “We took the 5 Series and put the larger 735i engine in, di erent dampers, brakes, wheels, and you couldn’t see from the outside that it was a fast car. The dealers noticed and asked [if they could] have a car like this.” Well, wouldn’t you? Then there was the fabulous M1 of 1978, about which there’s a distinct tone of regret in Neerpasch’s voice. This mid-engined supercar, of which only 453 street versions were made, is a stunning signifier of M’s early ambition and was very much the chief’s baby.

Alas, a direct hit never came. It’s a complicated story involving the development of the M88 straight-six (sire to so many outstanding M engines of yore) and the star-studded Procar series. Eventually, regulation changes in sportscar racing killed the M1 project early, but what’s interesting from a roadlegal perspective is that Neerpasch still feels the idea has a place. “When I left BMW [in 1981], the priority was F1,” he said. “I think it was a mistake because they forgot about the M1.” It is his belief an M1 is still missing from the line-up today. A

LATEST IN TECH

APPLE

VR/AR HEADSET

An Apple VR and AR headset is reportedly on its way. The virtual reality and augmented reality headset will no doubt compete with the best VR headsets on the market. Completely separate from the much-anticipated Apple Glass release (launch due in the far future) – glasses that will be able to project information and imagery onto its lenses – the Apple VR/AR headset is expected to be like a typical headset but with several exterior cameras and sensors that can o er body tracking and will include real-world environments in a virtual space, as well as communication features, content viewing and gaming. The headset could consist of a see-through experience that plays into the promise of an augmented reality experience. The launch is set for January 2023.

SAMSUNG

THE FREESTYLE PROJECTOR

Instant set-up, overall design, 180-degree mobility, and premium 360-degree sound are features you can expect with Samsung’s new projector. The Freestyle has a compact design and can fit in one hand. It’s lightweight and easy to carry. Auto keystone, autofocus and auto-levelling are on-point to display the perfect picture. The screen can display from 30 inches to 100 inches home theatre style. The Freestyle is compatible with external USB-PD batteries and 50 W/20 V output or above.

VALVE

STEAM DECK

Steam Deck is a powerful all-in-one portable PC gaming console that allows you to play PC games on the go. It runs the latest AAA games and is versatile in that it can connect peripherals and throw pictures onto big screens. Other super features include trackpads with increased precision and customisability; fast storage (64 GB eMMC, 256 GB NVMe SSD (faster), or 512 GB NVMe SSD (fastest)); hi-fi audio and a 40 Wh battery that has an expectancy of seven to eight hours. It also has a 7.0-inch touchscreen with a multi-touch display.

The launch in South Africa is yet to be announced. But hopefully will be released here within the next year.

CATALYST DRIVING PERFORMANCE OPTIMISER

Interested in keeping track of your performance on the road? Garmin has released the Catalyst Driving Performance Optimiser. This pocket-sized gadget mounts in the cockpit, gathers performance data and real-time audible cues and o ers immediate session analysis to show key areas for improvement.

The device sports true track positioning, an on-track times for each track segment, and apex performance driving coach, true optimal lap that combines best deciphering for early or late apex decisions.

BANG & OLUFSEN BEOPLAY EX

B&O has recently launched the Beoplay EX wireless ANC earphones. The earphones o er an unparalleled combination of performance and style to create the perfect sound companion. The stem-based shape of the earphones is smaller and more comfortable than ever before. It houses a 9.2 mm speaker driver, the biggest B&O has ever used for a true-wireless device.

Available colours are Black Anthracite, Gold Tone and a striking Anthracite Oxygen.

EVSCOPE 2

Said to be the world’s most powerful digital telescope, the Unistellar eVscope 2 combines power and speed with optical expertise to deliver the most immersive space exploration experience. The telescope picks up galaxies, nebulae, comets and other celestial objects. The electronic eyepiece is developed by Nikon and delivers a captivating observation with rich contrast.

GARMIN

blistering straight-line performance; surprisingly nimble; clever mechanics

quieter V8 (owing to noise regulations)

Mercedes-AMG GT 63 S E Performance

It may be more silent. But don’t be deceived; a bruiser it most definitely is. We strap into AMG’s first-ever, 620 kW PHEV…

AMG is embracing electrification. The first evidence of this was provided by the premiere of the Mercedes-AMG EQS 53 4Matic+. However, AMG has broader ambitions in this sphere than merely giving the A alterbach treatment to vehicles that sit on the EQ platform.

The AMG GT 63 S E Performance is an intriguing newcomer, given it’s the first plug-in hybrid electric vehicle (PHEV) to wear AMG badges, but South African buyers will have to wait until later this year to get their hands on one. Unlike conventional PHEVs, the focus here is not to provide a meaningful electric-only range or significantly lower fuel consumption.

The real USP of the newcomer is an innovative high-performance battery pack and a raft of clever software that enables electrical energy to be rapidly harnessed and deployed in a similar way that F1 cars do with their KERS systems. The newbie is also the most powerful AMG to date, kicking out a mountainous 620 kW and 1 470 Nm of torque from

Gautam Sharma

its petrol-electric powertrain, comfortably out grunting even the thundering GT Black Series.

It won’t be cheap, though, with a price tag of around 40 per cent steeper (gulp) than the conventionally powered GT 63 S 4-door. This outlay will get buyers into a coupé-styled saloon that comfortably thumps all fourdoor rivals in raw numbers. It’s pretty hard to argue with its towering power and torque outputs, and the GT 63 S E Performance comes with all the chassis hardware and software to make the

most of its titanic straightline performance.

Among the tech that keeps the E Performance’s mighty grunt in check is AMG RIDE CONTROL+ suspension, which is based on multi-chamber air suspension with automatic level control, combined with adaptive, electronically controlled adjustable damping. Rear-wheel steering is standard, as is an electronic limited-slip di erential and 4Matic+ with variable torque distribution that channels drive from the petrol and electric powertrains optimally among the four wheels.

The GT 63 S E Performance also gets larger ceramic composite brakes than the standard GT 63 S. The front items measure 420 mm and the rear units, 380mm. Bronze-coloured six-piston fixed callipers are used at the front and one-piston floating callipers at the rear.

Design changes over the standard car are low-key, with the significant tweaks being a new front bumper, modelled on the two-door GT, bespoke badging highlighted

in red, new exhaust outlets and exclusive 20- and 21inch wheel designs. The rear bumper is also unique to the S E Performance, as it incorporates the flap that conceals the charging socket. Besides this, the PHEV is almost visually identical to the recently facelifted standard GT 4-Door Coupé.

It’s a similar theme of subtle upgrades inside. As with other Mercedes PHEV models, there are several hybrid-specific displays for

IT’S PRETTY HARD TO ARGUE WITH ITS TOWERING POWER AND TORQUE OUTPUTS, AND THE GT 63 S E PERFORMANCE COMES WITH ALL THE CHASSIS HARDWARE AND SOFTWARE TO MAKE THE MOST OF ITS TITANIC STRAIGHT-LINE PERFORMANCE.

the MBUX infotainment system, including an EV range indicator, real-time powerconsumption data and an electric-motor power gauge.

The core part of the GT 63 S E Performance’s powertrain remains the familiar MercedesAMG 4.0-litre twin-turbo V8, which thrashes out 470 kW and 900 Nm on its own. Mated to the brawny V8 is the equally well-known ninespeed automatic transmission with a wet start-up clutch. However, the real point of interest is the hybrid system, which, in principle, is similar to the KERS systems used by F1 cars to harvest and deploy electrical energy rapidly.

AMG execs say the highperformance battery pack has twice the energy density of conventional battery packs, yet its overall capacity is relatively modest at 6.1 kWh.

The reason for this is that the battery pack isn’t there

to provide a meaningful EVonly range (you’ll be lucky to cover 10 km on battery power alone) but rather to provide short, sharp bursts of energy (up to 150 kW and 320 Nm for up to 10 seconds) that enable the GT 63 S E Performance to slingshot out of corners on the racetrack or perform safe, rapid overtakes on public roads.

The battery pack and the electric motor are compact and neatly packaged in unison with the rear axle. The battery pack has a liquid cooling system (with 14 litres of coolant) to keep temperatures in the optimum zone below 45 degrees Celsius. Unlike the Ferrari 296 GTB, where the electric motor sits between the V6 and the gearbox, the electric motor sends drive to the rear wheels via its own two-speed transmission.

The hybrid system comes at a cost (apart from the financial one) as it adds 240 kg of mass, taking the S E Performance’s girth up to a sumo-like 2 380 kg. Even so, it hides its weight well, dispatching the 0-100 km/h dash in a neck-snapping

Interior is familiar AMG GT fare, though the MBUX multimedia setup gains several hybrid-specific menus. Suspension mode selected via AMG Performance steering wheel, as are the regeneration levels of the hybrid drive. Individual seats for rear passengers.

HOWEVER, THE REAL POINT OF INTEREST IS THE HYBRID SYSTEM, WHICH, IN PRINCIPLE, IS SIMILAR TO THE KERS SYSTEMS USED BY F1 CARS TO HARVEST AND DEPLOY ELECTRICAL ENERGY RAPIDLY.

2.9 seconds. It can also hit a hypercar-rivalling 316 km/h flat out, given a long enough straight on a racetrack.

There are various strategies for how the battery pack harnesses and deploys energy. You get a full electric boost under hard acceleration if you select Race mode via the twist knob on the steering wheel. But the first thing to get your head around when you fire up the S E Performance (at least in Comfort mode) is that there’s no sound, even as you gently pull away from the kerb as it relies purely on electric power at low speeds. It seems most un-AMG-like.

Try running it in pureelectric mode, and it’s not long before the battery is drained and the petrol engine kicks in. Even then, the twin-turbo V8 isn’t as raucous as the regular GT 63 S’s. AMG’s engineers have dialled back the decibels in line with the ever-stricter noise regulations.

Primarily, the S E Performance drives like its conventional combustion counterpart. Still, it’s a more refined chariot as, apart from being quieter, the adaptive dampers provide more ride compliancy in Comfort mode as there’s now a greater spread between the various drive modes. You need to keep a watchful eye on the speedo, though, as the GT 63 S E racks up high three-digit speeds with such deceptive

driver’s licence could end up as confetti if you don’t exercise self-control.

A subsequent track session proved equally enlightening, and our playground for the day was the 4.43 km Circuito Monteblanco. The track comprises a couple of corners with heavy braking points and a few fast, flowing bends.

Given that the S E Performance weighs almost 2.4 tonnes, our expectations weren’t high, but it proved to be a (rather large) surprise packet. With Race mode selected, the plan of attack was as follows: the first couple of laps would be relatively sane sighters to help replenish the battery pack (which at the start of the session was at 57 per cent capacity) and get a general idea of the track layout.

Within a couple of laps, the battery level had escalated to almost 90 per cent, as the regenerative braking and combustion engine did their bit to top up the charge. With an almost fully replenished

with five-time DTM champion

Bernd Schneider leading the way in an identical car.

Aided by its 50:50 weight balance, its raft of clever chassis-management electronics, and four-wheel steering, the S E Performance is surprisingly nimble. The steering doesn’t serve up a vast amount of feedback, but it’s accurate and well-weighted.

You wouldn’t think a chariot as heavy as this would enjoy being manhandled on a track, yet it does. There’s a reasonable degree of adjustability through corners, and the fact it’s not nose-heavy means turn-in is decently sharp.

It’s not likely too many prospective owners of this car will be track-day regulars, but it’s still good to know the S E Performance isn’t out of its depth on a circuit. For what it’s worth, AMG engineers say the car is around two seconds a lap quicker around the Hockenheim circuit than the

Undoubtedly, the GT 63 S E Performance debuts some very interesting tech, and it’s a good pointer to one of the directions of AMG’s electrification strategy. Apart from PHEVs and EQ-based o erings, AMG plans to develop its own EVs from the ground up. A

One may question whether the newbie’s added complexity and price premium over the regular GT 63 S is justifiable, given that it’s not dramatically faster or more rewarding to drive in most conditions. However, if you simply must have the latest and greatest, the GT 63 S E Performance doesn’t disappoint. It’s an impressive and highly cohesive piece of engineering.

overall levels of refinement; sense of occasion; o -road ability

massive footprint; pricey

Range Rover D350 Autobiography

“From the farmhouse to the opera house,” the mandate of a Range Rover has always been to o er owners a best-of-all-worlds motoring experience. Bigger and bolder than ever, does the fifth generation still tick all the boxes?

Words: Ian McLaren IanMcLaren76

Unveiled in June 1970, the first products to roll o a newly established Range Rover production line in Solihull, England, weren’t, in fact, particularly plush. With the success of rivals like the US-based Jeep Wagoneer in mind, the thinking behind this new nameplate was to realise the o -roading potential of the Land Rover brand into a package aimed at a broader lifestyle- and adventure-focused audience. Available exclusively as a three-door SUV, the original’s plastic dashboard and vinyl-covered seats were designed to be watereddown after each muddy excursion.

A little more than five decades later, while it’s not inconceivable that there exists a section within the press material for the fifth-generation Range Rover dedicated to how easy the interior is to clean, you’d be reluctant to point a hosepipe towards it. From relatively humble beginnings, this model has established itself as a pinnacle player in the all-important luxury-SUV segment.

a steadily expanded

ers a sense of presence on the road.

standing more than five metres

in width –

22-inch

integration of slim LED

together with flush door

the brand’s iconic floating roofline, it’s an

and

contours

manages to look sleek and uncluttered. A claimed drag coe cient of just 0.30 Cd is a testament to the attention paid to the new design.

long-wheelbase

(seen here) adds 200 mm of overall length and can be ordered with a third row of seats.

standard form, its makers claim

050 litres of luggage space.

opulent touch is the ability of the Meridian sound system to focus its performance onto the speakers

above those sitting on the split tailgate.

more than 120 new patents introduced throughout the planning stages, two key technologies included in the latest Range Rover package are tasked with managing this derivative’s massive footprint and (not insignificant) mass. While a standard dual-valve air suspension continuously modulates the ride height, bump absorption and all-round poise of this 2.5-tonne SUV, the adoption of rear-wheel steering a ords this towering

FROM RELATIVELY HUMBLE BEGINNINGS, THIS MODEL HAS ESTABLISHED ITSELF AS A PINNACLE PLAYER IN THE ALL-IMPORTANT LUXURY-SUV SEGMENT.

Above: Two-spoke multifunction tiller sited in front of configurable digital instrument binnacle. Below: Crisp 13.1-inch touchscreen incorporates intuitive Pivo Pro software. Pressing the driving-mode selector down activates Auto mode.

tourer newfound levels of manoeuvrability. Able to swivel up to 7.3 degrees, the ability of this set-up to e ectively shorten the car’s wheelbase at low speeds not only lends this generation Range Rover the equivalent turning circle of a modern hatchback, but also adds even more prowess to this vehicle’s legendary o -roading ability.

From the comfort of a comprehensively appointed and impressively insulated cabin, it’s easy to forget just how capable a modern Range Rover is when it comes to getting dirty. Even the control switch associated with this brand’s fabled Terrain Response II all-road technologies places seamlessly within a minimalistic centre console when pushed into its Auto mode, a position most owners will likely keep it in if we’re being honest. Able to raise to a maximum ground clearance of 295 mm (4 mm more than a current Defender), the pinnacle Land Rover o ers a wading depth of up to 900 mm.

Suitably plush and comfortable throughout, the crisp workings of the 13.1-inch Pivi Pro infotainment screen and larger-still instrument cluster welcome the newest Range Rover into its most modern form. It’s as opulent as modern luxury SUVs come.

The Range Rover is available with a P530-badged twin-turbocharged V8 petrol, a P510e petrol-electric hybrid or a D350 six-cylinder turbodiesel motor. The latter option impressed us most during our local test route.

Mated exclusively with a ZF-sourced eight-speed automatic transmission, the overwhelming levels of refinement and all-round performance o ered by this 257 kW/700 N.m 3.0-litre diesel powertrain neatly complement what Land Rover was looking to achieve with its flagship o ering. A claimed fuel consumption of below 8.0 L/100 km adds to the appeal. While the new Range Rover Sport will undoubtedly introduce a touch more dynamic prowess to this platform, the flagship model’s ability to e ortlessly absorb openroad distances – including on gravel – stands out.

With almost every new Range Rover order placed featuring some level of customisation of the more than 450 deposits already secured for South Africabound fifth-generation examples, the most popular broad specification to date is Autobiography. A

VERDICT 4½ 5

While both more dynamically inclined and purportedly more opulent modern rivals exist, the vehicle that invented the luxury SUV segment continues to lead the way – even before you add its inherent o -road ability.

design;

quality often firm ride

The EV6 has raised the bar. It’s a Kia, but not as you know it. And it could be in SA in 2023.

Kiawas one of the first brands to bring an all-electric vehicle to South Africa, albeit only on a trial basis. That car was the first generation of the Kia Soul EV, a model that combined the funky looks and great practicality of the Soul with a batteryelectric powertrain. Since then, Kia has been churning out EVs internationally, including a new Soul EV, the superb E-Niro and the car driven here, the EV6. A spokesperson told APEX that Kia SA is planning to bring the EV6 to SA, probably in 2023, but, for now, it is looking at its feasibility. Sitting on the same platform as Hyundai’s World Car of the Year-winning Ioniq 5, the EV6 looks the epitome of futuristic design. Luc Donckerwolke, head of design at Hyundai Group, recently told us that while the Ioniq 5 is geometric in its looks, the EV6 is more sensual. However, he’s undoubtedly flipped that back to Hyundai with the Ioniq 6.

Words: Mark Smyth Motorscribe

It’s easy to see hints of Aston Martin DBX in the

design, but that’s no bad thing, and the rest of the EV6 is marching to its own drum in a market where many EVs are still based on existing petrol- or diesel-powered models. Not only that, but the level of quality is impressive, with barely a line out of place, even to the extent that the level of perfection could embarrass a few premium German marques.

We’ve driven the EV6 GT-Line 77.4 kWh rear-wheeldrive version. This model provides 168 kW and 350 Nm of torque, allowing for a 0-100km/h acceleration time of 7.3 seconds. There are all-wheel-drive models, too, as is a more powerful GT variant o ering 430 kW and a 0-100 km/h time of just 3.5 seconds.

Inside, the design is as impressive as the exterior, with two wide screens

and

and easy-touse buttons on the steering wheel. There are some compromises in terms of hard plastic surfaces on the dash. Still, a genuine premium feel shows how Kia continues to elevate itself way above the perceived quality of a few years ago.

There’s even plenty of space, despite that coupé-like roofline. Rear passengers have good leg- and headroom, and the boot space is decent, although not as large as some rivals’. It’s not short on storage either, with everything from a deep centre cubby to cup holders. Then there’s the tech…

tiller.

The EV6 gets LED daytimerunning lights, with the rear lamps providing a cool lighting performance. Continuing with lighting, there are several choices in terms of interior ambient lighting. There’s a wireless charging pad, Kia Connect with Apple CarPlay and Android Auto, USB ports, driver assistance systems and even Vehicle-to-Load (V2L). What is V2L, we hear you ask? Well, it allows you to plug in an electrical device to the car, and we don’t just mean a laptop… You can power your co ee machine from the

EV6, charge up your electric bike or even top-up someone else’s EV. Now you know you can make co ee with your car during load shedding; what’s it actually like to drive?

Fortunately, it’s as impressive to pilot as it looks, with excellent handling, e ortless electric acceleration and good ride comfort. However, you sometimes feel the extra weight of the batteries, and the MacPherson struts up front and multilink rear suspension don’t always do the best job of soaking up bumps in the road. The ride can be a little firm, but the EV6 comes into its own

Front load box reserved for smaller items. A neat feature, this item has a lid.

on smooth tarmac and when you feel like hustling a bit.

Eco mode gives you the best range, but not surprisingly, Normal is the default. It provides the ideal compromise between decent acceleration and keeping that driving range to a useful level, albeit below the claimed numbers. Switch it into Sport, and its athletic side comes out, providing quick response on the throttle, weightier steering and the ability to impress the enthusiastic driver.

It cruises nicely on the highway, but you’ll want to turn the annoying lane-

keeping assistance system o because when it’s not beeping, it’s trying to veer left or right even though you haven’t actually crossed any lane markings. Aside from this, the EV6 is packed with useful assistance features, including Intelligent Speed Limit Assist, active cruise control, forward collision avoidance and all the stu that helped it achieve a five-star Euro NCAP safety rating.

Obviously, we can’t give

you an idea of the cost at this stage. Given the high import duties on EVs, Kia’s lack of export credits to o set the taxes and a cost in the UK of £43 945 (R869 490.86 at the time of writing) for this particular model, it’s not going to be cheap by Kia standards. However, if Kia can land it at a competitive price with rivals like the BMW iX3, they’ll have a car that can give all of them a real run for their money. A

THE VERDICT 4½ 5

The EV6 is stylish, practical and comfortable, delivering Kia’s typically high levels of standard equipment with just the right amount of tech. Its athletic character and decent driving range add to this to make it not just one of the best electric vehicles, but a great car overall. It’s a Kia, but not as you know it.

NIRO PLUS PENNED IN FOR SA?

The EV6 might not be the only new electrified Kia

heading to SA. Earlier this year, the South Korean automaker announced its Purpose-Built Vehicle (PBV) programme, a range of models on a dedicated platform that will be part of its commitment to being a sustainable mobility solutions provider. The first is the Niro Plus, initially revealed as a taxi for operators in Korea. However, while the company sees it as having the potential for both private and business use as a ride-hailing vehicle for the likes of Uber, there will also be a version purely for personal use.

Like the EV6, the Niro Plus is under consideration by Kia SA, and at this stage, the importer is looking at hybrid, plug-in hybrid and full battery-electric options. Despite being revealed this year, Kia says it will only launch the Niro Plus in 2025, so there’s plenty of time for Kia SA to decide whether it wants to bring it in.

on-road presence; solidly constructed cabin; safety features more power and torque would’ve been welcomed

Isuzu D-Max

The new D-Max is more leisure-orientated than ever while retaining its much-loved Isuzu character.

Isuzu has taken its time with introducing a new-generation D-Max; six years, to be exact, and another couple of years before it finally arrived in South Africa. It’s been a minute, but, as the age-old adage goes, “If it ain’t broke, don’t fix it.” However, although its forebear wasn’t necessarily broken – like its ancestors, it remains a product that will last a lifetime – for the D-Max to stay up to date with its leisure-orientated rivals, the Japanese automaker had to enhance its double-cab bakkie o ering to have more SUVlike levels of comfort and upgraded convenience features, all while remaining as sturdy as ever.

Following a test of the range-topping V-Cross model, it seemed Isuzu had accomplished this with what was initially more of a workhorse than an everyday bakkie.

Words: Kumbirai Mtshakazi IamKumbi

Firstly, the appearance has been remarkably improved. Although looks are subjective, the new iteration is arguably the best-looking bakkie on local shores. It certainly looks like a D-Max, but it’s now more visually appealing, thanks to its sharper contours and raised design lines. This is enhanced by sharply styled headlamps, replete with striking daytime-running lights, flanking the more imposing front grille. Around the back are redesigned taillamps. A step has been incorporated into the rear bumper.

The load area hasn’t changed much with this generation (it is the same width as the previous model’s).

However, it’s a little deeper and longer. The payload can accommodate just under a tonne. Braked towing capacity is just over three tonnes.

Climbing inside the toptier V-Cross reveals a cabin

Here, Isuzu

undoubtedly

However, as the new D-Max was already launched in 2019, in-cabin tech has advanced, and, although featuring Apple CarPlay and Android Auto screenmirroring compatibility, the infotainment set-up felt a bit dated. Several advanced safety features are present in the V-Cross derivative. These include adaptive cruise control, lane-departure assist, rear cross-tra c alert and autonomous

emergency braking. We first got acquainted with these items on the D-Max’s bakkiebased SUV sibling, the mu-X (tested in Issue 05). Although these systems do a great job, they can sometimes be a bit intrusive. The redesigned seats are more comfortable and supportive than those fitted to its forebear.

So, sitting in the comfortable revised driver’s pew, how does the new D-Max drive? The latest version is

Dialling in the preferred seating position is a cinch thanks to the eight-way electrically adjustable driver’s pew. Hill-descent control and di lock activated via buttons sited next to the gear lever. Legible analogue instruments.

available with the option of two turbodiesel engines, one with a capacity of 1.9 litres and a 3.0-litre powertrain. Our test unit was equipped with the latter. The 3.0-litre oil-burner has been reworked. It’s noticeably punchier than before.

Although the engine produces a su cient 140 kW and 450 Nm, we thought the D-Max could do with a touch

more power and torque to stay on par with the outputs of its rivals. For example, the 2.8-litre turbocharged diesel motor powering the top-spec, 4x4 automatic variant of its best-selling rival – the Toyota Hilux –produces 10 kW and 50 Nm more. In addition, overtaking wasn’t always as e ortless as we hoped. Revised, the D-Max’s six-speed automatic

transmission is a lot smoother.

Ride quality and handling have been improved thanks to a strengthened ladderframe chassis. This has also contributed to an 80 kg decrease in weight. Like the mu-X, the D-Max’s steering is light, adding to the bakkie’s everyday usability. It was a cinch to pilot around the city and manoeuvring the D-Max at low speeds.

THE VERDICT 3½ 5

Overall, Isuzu has put much into the new D-Max. The firm has noticeably tried to ensure it rid the D-Max of the stigma of being a bakkie built primarily for utilitarian purposes. The company has achieved this. The bold exterior design language lends the D-Max oodles of presence on the road. The interior, too, is a step up. Safety is tops. And it has to be noted the brand-new model is the first bakkie to be awarded a fivestar Euro NCAP safety rating and that it also achieved the same safety credentials in the ANCAP test. However, figuratively speaking, underneath, the D-Max retains the characteristics we’ve come to appreciate from its namesake. Yes, it’s not as refined as some of its rivals, but it remains a bakkie that’s as solid as they come, only now with enhanced levels of comfort to go toe to toe with its fiercest leisureorientated bakkie rivals.

Over poorly kept road surfaces, the D-Max fared well, with the revised suspension ironing out most imperfections. It also felt stable, holding its own against strong crosswinds. Compared to the previous D-Max, there was a substantial reduction in noise, vibration and harshness (NVH) levels on tarmac surfaces. A

striking exterior design; punchy turbo-triple engine

we would like exterior and interior customisation options

Opel Mokka 1.2T

Line

The new-generation Mokka is a significant departure from its forebear in all aspects. It’s arguably the Opel product that has piqued the most interest in the brand in recent years.

The box-fresh Mokka signifies a significant departure from the previous generation and an exciting new design direction for the German automaker. In an everexpanding segment, the latest version is perhaps what the company needed to stay up to date with its already established compact-crossover competitors. Has Opel managed to pique new interest in its brand with the new Mokka? Let’s find out…

The Mokka’s exterior styling is remarkable, especially when dressed in the vibrant Matcha green body hue with a (standard-fitment) black contrast roof. Chrome detailing adds sophistication. The all-new iteration is one of the first Opels sporting the firm’s new Vizor design. The visor incorporates slim LED matrix headlamps that house striking LED daytime-running lights. The tapered taillamps look good. It’s probably one of the best-looking small crossovers in the segment. We hope the new design language filters through to its hatchback sibling, the Corsa, and other Opel vehicles in the future.

Words: Marius Boonzaier mariusboonzaier

We would have liked the option of the top-tier model tested here with a black contrast bonnet, as seen on the variants available overseas, and more personalisation preferences. The GS Line model is further equipped with black 17-inch alloy wheels wrapped in 60-profile tyres.

The Mokka is underpinned by the same architecture as the commendable Peugeot 2008, 2021’s South African Car of the Year, although it is more compact and lower

than its French crossover cousin in the Stellantis stable. For comparison, the all-new Mokka’s bodywork measures 149 mm shorter from nose to tail. However, lending it a purposeful stance, it measures an extra 20 mm in width. The Peugeot rides 50 mm higher and is 15 mm taller.

The Mokka’s attractive bodywork dimensions have translated to a compact cabin. Despite this and thanks to the Mokka’s heightadjustable front pews, my 1.7-metre frame comfortably

fitted behind the rake and reach-adjustable tiller. The rear legroom was not so accommodating for taller passengers. The luggage capacity is 310 litres and extends to 1 105 litres once the 60:40-split rear pews are folded down.

The cabin feels typically German. The soft-touch and hard plastic materials used for the interior are finished in dark hues and gloss black trim. We reckon the Mokka could do with more vibrant touches.

Price: R519 900

1.2 L, 3-cyl, turbopetrol Transmission: 8-spd AT Driven wheels: F

Power: 96 kW @

500 r/min

Torque: 230 Nm @

750 r/min

km/h: 9.2 seconds

speed: 200 km/h

consumption: 6.1 L/100 km

139 g/km

Length: 4 151 mm

1 535 mm

1 790 mm

Wheelbase: 2 557 mm

1 295 kg

capacity: 310 L

tank: 44 L

years/120 000 km

plan:

years/60 000 km

Those seated in the rangetopping Mokka are treated to various standard features. Opel’s Pure Panel cockpit arrangement incorporates a 10-inch touchscreen infotainment system and a 12-inch digital instrument cluster. Yet, accessing some of the features on the former item’s software wasn’t as userfriendly as we’d hoped. It’s not a significant setback for those preferring to use the standard Apple CarPlay or Android

Auto screen mirroring. Wireless smartphone charging is included.

The range-topping Mokka gains automatic climate control, heating functionality for the front pews, and a 180-degree camera set-up supplemented by parking sensors. Safety items include six airbags, Isofix child-seat anchorages, adaptive cruise control, lane-keep assist and blind-spot monitoring. This feature is a welcome addition

as the seemingly sloping roofline restricts visibility.

However, visibility from the driver’s seat is spot-on and there’s a clear view of the road ahead. The sculpted vertical line spanning the otherwise flat bonnet is also within sight. It looks excellent and is a design cue that adds to the Mokka’s bold looks.

Like its architecture, the Mokka is equipped with the same 96 kW/230 Nm 1.2-litre turbocharged three-cylinder

Top: Infotainment display tilted towards the driver for ease of use. Bottom: Boot space is modest at 310 litres, though 1 105 litres are available for utility purposes.

engine powering the 2008. It’s an engine we’ve come to love. It did hesitate on start up when pressing the engine start/stop button but once running, with its endearing three-cylinder drone ever so slightly permeating the cabin, it’s spirited.

Whereas the Peugeot’s automatic transmission features six cogs, the Mokka gains an additional two. The eight-speed self-shifter was slick in tra c and out on the open road. It’s arguably the better transmission of the two. Coupled with the eightspeeder, the petrol motor also sips 0.4 L/100 km less at 6.1 L/100 km. It’s worth noting this is achieved despite

the Opel weighing 70 kg more than the 2008. Matching its claimed figure provides an average fuel range of 721 km from the 44-litre fuel tank. The Mokka returned an average figure of around 8.0 L/100 km during the test period. That said, we were making liberal use of the throttle on the long road.

Peak torque is available from 1 750 r/min, so, overtaking was a cinch thanks to this and the gearbox’s smooth workings. The Mokka’s low ground clearance (160 mm) and taut chassis set-up meant body roll was minimal around bends.

Consumers may want a crossover that sits higher

o the tarmac but the low centre of gravity lent the Mokka a car-like driving feel. However, more feedback from the front axle to the steering wheel would have been appreciated. The independent MacPherson strut front and torsion beam rear suspension arrangement was on the firmer side.

Coupled with an eight-speed automatic, the turbo-triple engine felt su ciently spirited on the long road.

THE VERDICT 4 5

The Rüsselheim-based brand’s boutique crossover has set new standards for the manufacturer. It has raised the bar for other Opel cars and, hopefully, the firm can maintain it with future models. The new-generation Mokka is arguably the bestlooking Opel we’ve seen in recent years, outside and in. The dynamics, too, have been significantly enhanced. In addition, the top-spec model ships with a generous amount of convenience and safety features.

With the new Mokka, the Opel has piqued the most interest in its brand in recent years. The latest iteration of the firm’s small crossover is worth looking at and, considering its bold styling, taking a second glance, and another.

US IN HYDE PARK CORNER AND V&A WATERFRONT

We join worldrecord-breaking professional skateboarder Jean-Marc Johannes in a Land Rover Defender 90 to chat about this homegrown hero’s beginnings and future…

Words: Vann van Staden winewheelsandwatches Photos: Brandon Jacobs snapchangemedia

ollie,

Pop Shove-It, Frontside 180, Kickflip, you name it, he can do it! Professional skateboarder and philanthropist Jean-Marc Johannes is a homegrown legend from the Cape Flats. He also holds a world record for the highest number (18) of Backside Big Spins, smashing American Bob Dyrdek’s record of 12. Jean-Marc’s passion for skateboarding started when he was 10 years old. Not long after, at 15, he was listed as one of the top 10 skateboarders in South Africa. His successful future was sealed. I got to hang with this skating prodigy and epic human on a day out with the Land Rover Defender 90.

VANN Back in the day, I tried my hand at the odd Pop Shove-It and Ollie … okay, maybe I haven’t, but, in my defence, I have the balance of a drunk orangutang on the best of days. You, on the other hand, are on fire! How did you get into the sport of skateboarding?

JEAN-MARC I’m sure you can manage a trick or two with the proper guidance. I started skateboarding at the age of 10. I found an old skateboard that used to belong to my mother at our house. So that was pretty cool. And that’s where it all began.

VANN Your mom must be so proud. It’s incredible to see a prized possession handed down from generations. You had some health issues as a laaitie, and still today. How did you deal with that and persevere to become so successful in your sport?

JEAN-MARC I was a very sick child with asthma and didn’t think I would be able to do much on the active front. I set a goal for myself, and with much commitment, practice

and determination, I managed to push through and get on top of my health without letting it get on top of me.

VANN No doubt you are arguably the best skateboarder in South Africa. You have taken this sport to the next level. You have broken seven world records! You’ve competed in the US, China, Europe and Indonesia – an incredible feat across the board and an excellent opportunity to travel the world. On top of that, you’re a Guinness World Record holder. What’s that noise about?

JEAN-MARC

One of my heroes, American skateboarder Rob Dyrdek held the Guinness World Record for the most amount of consecutive Backside Big Spins. So I decided to aim high and go after his record. I broke his record of over a decade by nailing 18 of these moves. A Backside Big Spin is when the skateboard is rotated 360 degrees in the air, as you’re turning yourself 180 degrees to face the opposite side from where you started. It basically makes it look like you and your board are spinning around. It’s a combination of a Pop Shove-it and a Backside 180 Ollie.

VANN What’s next for you? What lies ahead for the future?

JEAN-MARC I’m very focused on building and growing my brand. I also have my own branded signature skateboarding pro-wheels available worldwide that keep me busy. My partnership with HMD Global as a brand ambassador also has me focused on filming, editing and sharing my skateboarding adventures using my Nokia X10. Loads of exciting content are still to come.

VANN I know you also like to give back and have many plans to support upliftment and community programmes.

JEAN-MARC I started a charity called Fill The Gap. It focuses on helping communities and motivating the youth in underprivileged areas. For me, it’s important to give back and, in addition, give hope to the youth. Inspiring young children and teaching them how to skate can really open their minds to endless opportunities.

We end the chat with him getting behind the wheel of the new Land Rover Defender 90. Smiles all around.

JEAN-MARC I could totally see myself owning one of these one day!

VANN Don’t we all? A

Words: Kumbirai Mtshakazi IamKumbi

FI C ATION

With increasing emissions regulations, many car manufacturers, as has been well documented, have turned their focus to electrification.

Although, electrifying an internal combustion engine or going full-on battery-powered isn’t exclusive to the 21st century.

The conception of the full-electric vehicle followed a series of breakthroughs, first appearing in the late 1800s. Interestingly, an EV held the land speed record until 1900. In the 20th century, owing to the demure range of early EVs – among other factors – the public soon lost interest. It’s probably one of the reasons people are still influenced to buy EVs

in this day and age). In 1996, the first mass-produced modern EV would make its debut. This was the GM EV1.

The first hybrid vehicle – the Lohner-Porsche “Mixte” – was developed in 1900. However, only 300 examples of Dr Ferdinand Porsche’s allelectric creation were built and the world had to wait 97 years for the first series-production petrol-electric vehicle, the Toyota Prius. With the increase in development, modernday electrified vehicles, especially hybrids, are becoming more common on the roads. This can be attributed to less-costly propositions (again, especially hybrids) making their way to the market and the ever-increasing fuel prices. However, suppose you’re not quite ready to step into the silent electric-only future. In that case, hybrids arguably offer the best of both worlds, bridging the gap between petrol/diesel-only cars and battery-electric vehicles. Here are hybrid options to consider…

TOYOTA COROLLA CROSS HYBRID & RAV4 HYBRID E-FOUR

As Toyota was the first automaker to introduce a mass-produced hybrid vehicle to the world, let’s start with this Japanese company. Locally, the firm o ers several choices.

Launched in 2021, the Corolla Cross Hybrid (tested in Issue 04, where it scored fourout-of-five stars) has already claimed the crown for South Africa’s New Energy Vehicle at this year’s South African Car of the Year awards.

Priced from R425 400, the locally built Toyota is equipped with the same closed-loop powertrain seen in the Prius. The Corolla Cross’s 1.8-litre petrol-electric powertrain produces a total system output of 90 kW. Power is sent to the front axle via a CVT. Toyota claims an average fuel consumption of 4.3 L/100 km. Although the fuel tank is small at 36 litres, matching this figure translates to a range of 837 km. This powertrain can also be had in the Corolla Hybrid sedan.

However, if you’re in the market for something more spacious and powerful and planning on doing some gravel-roading, the company also o ers the RAV4 Hybrid. Priced from R663 400, the four-wheel-drive hybrid’s 163 kW 2.5-litre arrangement sips 4.8 L/100 km.

LEXUS UX 250H

The Lexus UX arguably attracts a younger crowd to Toyota’s luxury brand. The striking premium midsize crossover is available exclusively with a (135 kW/180 Nm) hybrid powertrain, comprising a 2.0-litre atmospheric petrol engine and electric motor, which drinks 4.5 L/100 km on average. If you’re in the market for a more premium o ering, the UX 250h might just be it.

HONDA FIT HYBRID

Spearheading the Fit line-up, the hybrid model is priced at a hair below the halfa-million-rand marker. This variant’s electrified 1.5-litre petrol engine produces a combined 80 kW and 253 Nm of torque. Although some might have reservations about continuously variable transmissions, we can report that Honda’s e-CVT is tops, gelling well with the petrol-electric set-up. The Fit is also frugal, having a claimed fuel consumption figure of 3.7 L/100 km, allowing a range of 1 081 km.

VOLVO XC60 T8 RECHARGE & XC90 T8 RECHARGE

It’s no secret Volvo is dead set on electrification. Locally, the Gothenburg-based brand has several electric-only models. However, if you’re not yet keen on parting with petrol, the company does offer the XC60 and XC60 with a hybrid powertrain. The 2.0-litre four-cylinder turbo- and supercharged petrol-electric arrangement powering these two models produces 340 kW and 709 Nm for claimed 0-100 km/h sprint times of 4.8 (XC60) and 5.3 seconds (XC90). Volvo maintains the powertrain provides an allelectric range of up to 56 km in the XC60 and 77 km in the XC90. Average fuel consumption comes in at a mere 1.6 L/100 km. A

Asense of spirituality often accompanies climbing into an iconic classic motor vehicle with origins in motorsport. This sense is heightened with the realisation the car you’re seated in is one of the last of its kind, immaculately revived by its maker, and you’re staring down the main straight of Kyalami Grand Prix Circuit, the same track its racecar stablemate once graced, and you’ve been handed the keys.

The 530 Motorsport Limited Edition (MLE) was conceived in South Africa at the German marque’s Rosslyn plant in Pretoria, the first BMW factory outside Germany. Based on the first-generation (E12) 5 Series, the road-going derivative was produced as a homologation special for the racing variant. The latter model was the most successful 5 Series racecar in history, with 15 wins from the same number of consecutive starts and three Modified Production Series championship titles in three years before it was retired in 1985. Just a few of the 110 Type 1 units produced in 1976, and 117 Type 2 models produced in 1977, remain today.

This 1976 vehicle, with its matching engine and chassis numbers, is car number 100.

The restored model was once owned by Peter Kaye-Eddie, racecar driver and racing 530 MLE team manager. After years of searching, BMW South Africa acquired this example in December 2018. The restoration process, under the direction of Luis Malhou of Custom Restorations, began. Appropriately, former employees who assembled the original vehicles provided input into the process.

The 530 MLE was produced with weightsaving in mind. These measures included drilling the bodywork and pedals by hand. In addition, compared to the standard E12, the air-conditioning system was ditched. The windows were of the manual variety. A year later, the restored 530 MLE made its debut to a six-cylinder tune, appropriately presented at the same factory it was built in 1976.

The 530 MLE’s inline-six was a factorymodified version of the same engine found under the bonnet of the 3.0L. The 3.0-litre petrol unit produces 147 kW and 277 Nm of torque. It has a claimed 0-100 km/h acceleration time of 9.3 seconds and a top speed of 208 km/h.

Seated behind the leather-trimmed steering wheel, a turn of the key ignites the naturally aspirated motor up front. Depress the clutch

pedal, shift the five-speed manual ’box’s lever into first gear, feather the throttle and slowly set o . The soundtrack is sharp yet full of soul as it distorts through the interior as the analogue tachometer’s needle rises. And there it is again, that sense of spirituality, accompanied by a broad smile. Goosebumps. Shift to second. Ample vibration is relayed from the circuit’s smooth tarmac through the Mahle wheels to the palms. Shift to third, then fourth. At only a fair pace – as the engine was rebuilt, it must be nurtured – around the track, the first left-hand corner crept up. A glance at the five-speed transmission’s wooden gearknob, depress the clutch and find the third gear. The non-assisted steering is weighty. As this was the first time I had driven a car with a dog-leg gearbox, it took some time to get used to the Getrag-sourced unit. There was not time to waste ... the sun was setting. The dashboardmounted analogue clock’s minute hand was moving towards the next marker. Only a few minutes behind the wheel remained. And, following the precious last moments, the MLE was piloted into the pits.

A brief look around the cabin revealed the car’s vintage. Although restored, some of the wear remained, adding character to the vehicle.

It’s a special place, with the blue velour sports seats providing ample cushioning. Take a deep breath, slowly pull on the door lever and climb out.

A certain sense of spirituality accompanies a car that can only be described as iconic. And the 530 MLE is well worth its icon status.. Although not o cially the first production M car, this SAonly BMW can be considered a spiritual ancestor to the M cars that followed. Take a glance at the plaque inside the engine bay. Next to the ‘530’, you will see the metal plate is imprinted with a particular singular letter – according to Tim Abbott, CEO of BMW Group South Africa and sub-Saharan Africa, it is “the most powerful letter in the world” – the letter ‘M’.

It’s remarkable how BMW’s M division has evolved through five decades. The company has produced some of the most sought-after motor vehicles in history, each deserving of its chapter in the books written on M’s legacy. There’s an electrical hum as to what the future holds. However, in its storied history, a few cars are so exceptional that they deserve their own books. The 530 MLE is one of these. And, what makes it even more special, is that it was built in South Africa for South Africans and dominated the local racing circuits. It now proudly sits alongside the cult-classic BMWs like the 325iS and 333i on the list of the SA-only vehicles the company has restored over the years. A

The most

xpen $ ive cars ever sold

Earlier this year, a new record was set for the most expensive car ever sold at auction. This made us wonder about modern valuable and desirable vehicles.

So, we did some digging and came up with a list of the top five most expensive cars ever sold at auctions across the globe.

s expected, Ferrari dominates this list. In fact, if we were to produce lists of the top 10, top 50 and even the top 100 cars, Ferrari makes up more than half of the pack in every one of them. So, to make things a bit more balanced, we have included special mentions of the most expensive British and American cars ever sold.

What makes a car collectable and ensures its high value depends on its scarcity, pedigree and condition. Naturally, the fewer examples of a car produced, it becomes increasingly desirable. This is also the case for many vehicles that remain in use today, with many being abused, crashed or broken up for spares. With that said, the more original the car’s condition is, the better. Having a racing heritage is another drawcard. Race wins are just as important as the drivers who piloted the vehicle. Famous owners, particularly musicians, artists or actors, also boost values.

Words: Brett Hamilton BrettAtLarge

At €135 million, it is unlikely that the Uhlenhaut Coupé will be pushed from the top spot soon. It is one of only two prototypes built by the MercedesBenz racing department for endurance racing and was named after its creator and chief engineer, Rudolf Uhlenhaut.

The 300 SLR was based on the company’s W196 R Grand Prix racer (see #5) but with an enlarged 3.0-litre engine that allowed it to go sports car racing. It was capable of a top speed of 290 km/h, making it the fastest road-legal car of its time. But, at the same time, it remains one of the most beautiful cars in the world.

The GTO nameplate ticks all boxes regarding rarity, performance, beauty and motorsport success. Created to allow Ferrari to compete in the International Championship for GT Manufacturers in 1962, the 250 GTO was Ferrari’s attempt to remain competitive against Aston Martin, Jaguar and Shelby. Examples of the Ferrari 250 GTO are rarely o ered for sale, making the auction of this model (chassis no. 3413) particularly significant. This car was the third of just 36 250 GTOs to be built, originally featuring Series I bodywork but converted to Series II GTO/64 coachwork in period by Scaglietti. It has impressive racing history, including a class victory in the 1964 Targa Florio. It was driven to the auction block by none other than five-time Le Mans-winner Derek Bell.

What

way to substantiate the 250 GTO’s status as an icon of the motoring world than by having two examples in the top five. As mentioned earlier, a few earlymodel GTOs (1962/3) underwent bodywork conversions to the lower, flatter and longer-nosed Series II style (GTO/64), which o ered improved track performance. This car (chassis no. 3851) remains in its original 1962 body shape and is one of only 28 cars to feature the 3.0-litre V12. It has an impressive racing heritage, including a second place in the Tour de France, but less stellar than its Prancing Horse stablemate above.

4 July 1954 marked the comeback of Mercedes-Benz to Grand Prix racing. At the Reims-Gueux circuit in France, Juan Manuel Fangio and teammate Karl Kling took a historic one-two finish in the W196R. Between 1954 and ’55, the W196 single-seater contested 12 Grands Prix, won nine of them, and ensured back-to-back Drivers’ titles for Fangio.

car (oooo6/54) is the only W196R (and post-war Silver Arrow) in private ownership and — more significantly — is the most successful of all surviving W196s. It has won

races, was the first open-wheel version

have

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is the car in which

World Championships.

premium tiggo pro family

Style that grabs attention

The exciting new Hyundai Venue

Stylish, refined and exciting, the new VENUE has it all. Modern lines and bold design elements make every entrance a headturner in the new VENUE. From weekend fun to your daily commute, the VENUE can get you there efficiently with its perky, turbocharged engine, while enjoying the features and cabin space that will make it your favourite place to be.

THE READING ROOM

Take time out and get lost in the pages of these good reads.

Words: Jennifer Campbell

POWER PLAY: ELON MUSK, TESLA AND THE BET OF THE CENTURY

This fast-paced business story by Tim Higgins looks at Elon Musk’s battle to build a mass-market electric car. It explores details of Musk’s personal and professional life and digs into one of the most controversial figures of Silicon Valley. Tim Higgins is a Wall Street Journal tech and auto reporter, so he brings first-hand experience to the story and it’s packed with power, recklessness, struggle and triumph.

Cover price: R265 | Published by: Penguin Random House

02

THE WISE INVESTOR: THE BEGINNER’S GUIDE TO MAKING MONEY ON THE STOCK MARKET

From the bestselling author of Think Yourself Rich, Moroka Modiba, this book delves into the workings of the stock market. Modiba demystifies and simplifies investing in the stock market and reveals just how straightforward it can be. Expect answers to some frequently asked questions in language that is easy to understand. It’s an ideal read for anyone who is looking for an accessible guide to the stock market.

Cover price: R240 | Published by: Penguin Random House

03

CHISONI OR CONVERSATIONS ON A PLANE ABOUT LIFE AND DEATH

Written by JG Jesman, this novel tells the tale of Chisoni, a 33-year-old Malawian who heads back to his home in England after his brother’s funeral. His neighbour on the plane is a talkative Irishman who speaks openly about many things, and over the course of the flight, the two men connect as they share their thoughts, fears and ideas. The story is thought-provoking and honest, with moments of humour and grief.

Cover price: R270 | Published by: Penguin Random House

LIVE FIRE

Packed with seasonal barbeque recipes and stories of live fire traditions, this book by award-winning food writer Helen Graves celebrates cuisines from across the world. It pays homage to live fire traditions while showcasing the very best of barbeque. The recipes feature seasonal produce and bold flavours, as well as interviews with chefs and home cooks, as it explores the techniques that define and unite the way we grill. Expect plenty of delicious inspiration; from chicken wings with tahini and za’atar to grilled baby artichokes with an anchovy dip, and a smoked cherry and whisky butterscotch sundae.

Cover price: R497 | Published by: Jonathan Ball Publishers

This will never happen again. And really, it shouldn’t be happening at all. But here I am, pulling out of the pits of the Nürburgring GP circuit in a road car powered by the 1.6-litre V6 engine with which Lewis Hamilton won the 2015 F1 Championship. Some have said the Mercedes-AMG One is too heavy at over 1 600 kg, and that’s true. Commentators have complained that it’s two complicated with its three electric motors and another for the turbo. And that’s true too. But you have to admire the Three-pointed Star brand for doing it. The result is a car that’s great to drive fast yet also accessible and comfy when driving slow. But above all else, it’s a car with a Formula One engine. The AMG One is a fantasy come true!

matter what the pundits say, the Mercedes-AMG One is a fantasy come true…

ON CARS