Drive team Editor: Russell Bennett Deputy Editor: Steve Allison Editorial Contributors: Russell Bennett, Steve Allison, Kyle Stone, Bruce Bennett, Christo Valentyn, Phuti Npyane, Bob Allison
Art Contributors: Heide-Marie Botes AVC
Management: Russell Bennett, Steve Allison
Advertising Sales: info@drivemagazine.co.za Photography: Steve Allison Photographic, www.quickpic.co.za, direct from manufatures All data contained in this magazine is for information only and every effort is made to ensure its accuracy. However reviews, comment and instruction are the views of the authors and may contain inadvertent
W
e’re a fortunate bunch, we know. Just browsing through the list of vehicles we’ve had on test this month is enough to make any petrolhead positively livid with jealousy – there are three cars in this issue which crack the R1-million marker, some by quite a margin in fact. Nissan’s brutal GT-R, Audi’s sublime R8 V10, and Merc’s uber-limo, S63 AMG, all thoroughly driven for your entertainment this month. What a job.
errors, for which Drive apologises but takes no responsibility for any actions of any person resulting from the use of information contained herein. Any prospective contributor or
Hasn’t helped our petrol budgets however, and as you all no doubt are aware motoring journalists are ordinarily not the most cash-flush individuals in the
correspondant submitting unsolicited
world. Bar Clarkie and his crew of
material with a view to its publication
course. We tend to be such car-nutters
automatically grant Drive license to publish
that, even though we don’t strictly need
such material in whole or in part in any
to, all spare cash is already pre-allo-
edition of this magazine. Any material
cated for buying something else old,
submitted is at the risk of the sender and
oily, and dripping passion. Or repairing
Drive cannot be held liable or accountable
the old, oily stuff already parked in our
for its loss or damage.
and our unfortunate families garages, lawns, backyards, and the like.
2
DRIVE M AGAZINE DECEM BER 2009
E ds W el c o m e
Back to our three millionaires toys though, it has been interesting to try out three such thoroughly-developed, immensely powerful vehicles in a row, yet bicker afterwards about their correct “classification” in the great motoring hierarchy. So, clearly, it isn’t just power, or for that matter the 0-100km/h sprint, which earns cars their respective pigeonholes, and these three are amazingly able to clarify these positions between them. We hope you enjoy our detailed explanation of the hows, whys, and wherefores ahead. Our Lumina SS Ute test takes the paradigm-testing theme a little further as well, giving two distinctly unique views on the same vehicle, both based on preconceptions. How these affect the big, basically honest 6.0-litre V8 bakkie is made absolutely clear by the end of the day, so read on and let us know if you agree or think we’re just being full of bollocks. We’ve also been having a lot of fun with more humble models though, and establishing pecking-orders in the R250K bracket in-between pedalling the big-money monsters around town, and again have come up with some interesting results. Check out how the family-man Chevy Cruze fares against range-topping hot hatches from the big Japanese brands in this month’s group test. There’s plenty more in this issue too, so download the PDF and take your time to read through each and every lovingly crafted detail. We’re sure you’ll enjoy the rides.
Russell DR I VE M A G A Z IN E D E C E MB E R 2009
3
6
News Our first apology this month. And Porsche’s latest racecar. And more interesting stuff.
24
Drive 2010 Feature Catching the Sun
36
Drive Feature Nissan GT-R - Super speed
48
Drive Feature MY10 Range Rover Sports and Land Rover Disco 4
66
Drive Feature Checking out the view in the Tata Indica Vista
72
Drive columns Russell Bennett moans even more about DSGs, while Steve Allison ponders just how some company’s think in a recession?
78
Drive Tests Mercedes Benz S63 AMG
88
Drive Tests Alfa Romeo MiTo
98
Drive Tests Honda Civic Diesel
104 Drive Tests
Toyota Prius
112 Drive Tests Honda Fireblade 120 Drive Tests Suzuki Alto GLS 126 Drive Tests Big Car, Bigger shoes – Lumina Ute SS
138 Drive Tests Audi R8 V10
156 Drive Tests Kawasaki Z750
162 Drive Versus Chevrolet’s new Cruze takes on the cream of the hot-hatch crop, Honda Civic 1.8 VXi and Mazda 3 2.0 Individual.
176 Drive Gaming Forza Motorsport 3 is here, but is it all the racing game community has been waiting for? Full review right here.
182 Drive Tunes Christo Valentyn reviews some of the latest albums, and thanks to the generous record labels gives you yet another chance to win something for Nada!
186 The Drive Portal Bob Allison takes us on a technical tour of the science of speed. Strap in and enjoy!
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DRIVE M AGAZINE DECEM BER 2009
News
T
he sixth generation of BMW’s 5 Series Sedan is set to land in the mid-sized premium sedan segment of the South African market in May 2010. BMW have clearly been working rather studiously on this new 5 Series, as evidenced by a new bonnet, a host of underthe-hood tweaks and a huge 75 page press release, the press release probably took the longest to perfect. That’s the new
DR I VE M A G A Z IN E D E C E MB E R 2009
stuff though, carried over from the E60 5 Series is active front steering as well as the option for active rear steering which is designed to improve the 5’s low speed turning circle but its dynamic nature will improve stability at high speeds. The advanced suspension and drivetrain in the 5 Series is said to offer both a sporty driving experience and high
7
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overall comfort, a trick which many
ences which will naturally aid BMW in
manufacturers have tried and failed to
achieving their sporty and comfortable
achieve but when the 5 does arrive the
goal.
truth will be revealed. The suspension does offers Dynamic Driving Control, a
The most important under-the-hood
system that allows the driver to custom-
specifications however are as always
ise the suspension for personal prefer-
the engine numbers. In this regard the
8
DRIVE M AGAZINE DECEM BER 2009
News 5 Series will initially
a twin-turbo unit. From there BMW of-
offer a single 8-cylin-
fer the 528i straight-six making 190kW
der option in addition
and the 523i limping along compared to
to four separate 6-cyl-
the rest of the family at 150kW.
inder options. There will also be a 4-cylin-
The 6-cylinder diesel 530d will churn out
der turbodiesel motor
180kW and the aforementioned 4-cyl-
arriving a little later
inder turbodiesel makes 135kW. The
but who really wants
little 4-cylinder 520d does have some
a 4-cylinder diesel in
interesting features as the crankcase
a 5 Series anyway?
will be aluminium and fuel injection is of the common-rail direct flavour.
The
range
topping
550i is a TwinPow-
There really are many more details on
er Turbo technology
the 5 Series but the press release was
and High Precision
75 pages long! I never really expected
Injection V8 produc-
to finish reading the thing. Some of the
ing
300kW/400hp.
very impressive technology present is
Don’t get confused by
electric power steering and a sort of
the marketing terms
KERS system although the energy cre-
though,
that
ated from the brakes won’t be used for
means is that the mo-
an F1-style power boost, but rather just
tor is simply BMW’s
to reduce the load on the engine and
excellent direct injec-
thus improve the motors grunt. I really
tion twin-turbo V8, the
like this idea because an engine should
one from the X6 actu-
be there to pedal the car, not power
ally.
your air-conditioning. Deserving a spe-
what
cial mention is the option of a 8-speed The 6-cylinder options are obviously
automatic gearbox for the 550i and
all straight-sixes with only one diesel
535i, eight gears! Shifting through eight
thrown into the 6-cylinder group. The
gears will probably take long enough to
meatiest six will be nestled in the 535i
read through a 75 page press release.
and deliver 225kW, this engine is also DR I VE M A G A Z IN E D E C E MB E R 2009
9
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A
s was reported in the last issue of Drive, Buell as we knew it was shut down by their then owners HarleyDavidson pulling the plug. Now however Erik Buell has struck back in emphatic fashion by announcing the 10
establishment of Erik Buell Racing. The firm will officially launch on the 1st of December and will be an independent unit building race-only bikes. Whilst Erik Buell Racing may be techDRIVE M AGAZINE DECEM BER 2009
News that Harley-Davidson still owns the license for. So if they decide to revoke Buell’s license rights Erik Buell Racing will be a bike manufacturer without a bike to build-which wouldn’t be ideal if we’re honest. That is not independence in my mind. Furthermore, Erik Buell Racing
doesn’t
really
have a choice to build any other superbike because as they aren’t building road bikes they cannot homologate
anything,
so developing their own products wouldn’t be feasible. Erik Buell Racing also plans to offer technical assistance to anybody purchasing racing bikes. The new Erik Buell Racing firm will be formed from now former Buell nically independent the reality howev-
employees, not to be con-
er is that Harley-Davidson will still be
fused with Erik Buell Racing of course.
indirectly linked to Erik Buell Racing’s
The bad news is that not all Buell em-
future. You see what Erik Buell Rac-
ployees will be warming a seat in the
ing plans to do is build 25 superbikes a
new Erik Buell Racing as the startup
year based on the Buell 1125R, a bike
simply doesn’t have the capacity.
DR I VE M A G A Z IN E D E C E MB E R 2009
11
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A
nother day another product from the relentless product mill that is the VW Group, this time in the form of the 911 GT3 R. Don’t get me wrong though, I really like the fact that the guys at VW, Audi and of course Porsche have decided to extend the middle finger to the alleged recession and continue to churn out a bewildering number of vehicles. Back to the GT3 R, this latest racing Porsche for International GT Sport is
the replacement for the GT3 Cup S. This time round however the focus for the car has apparently been on better drivability and easier handling. The engine in the GT3 R is naturally a six-cylinder boxer engine, this particular one is of the four litre variety which allows the boxer to pump out 353kW/480hp. The GT3 R could hardly be accused of being overweight, based on the recently launched 911 GT3 Cup
12
DRIVE M AGAZINE DECEM BER 2009
News the GT3 R is just 1,200kg’s and I would
sche construct the 911 GT3 R at their
say that the 353kW motor should be
Weissach Development Centre and for
enough to pedal that weight rather well.
their trouble will be asking customers
It should also be wide enough, a vital
to cough up 279,000 Euros plus local
characteristic of course, being as it is
sales tax/VAT, which converts roughly
that the GT3 R’s body is based on the
to 3.1 million Rand, which is a lot. It
exceedingly wide body of the street-
must be said however that this car has
legal GT3 RS. To really drive home the
been produced for the 2010 motorsport
point on the wideness front, the wheel
season, which is an expensive game
arches both front and rear are flared
so it isn’t surprising that the cars are
significantly.
rather pricey. It’ll be very fast and that is usually enough to justify just about
Porsche have said that better drivability
any price for us Drive staffers anyway.
was a priority for this new racer, which I guess makes sense when considering that the amateur racing driver with more money (so he can afford one of these) than actual talent is one of the big markets for a car such as this one. With regards to the improved drivability there is ABS, traction control and an egas with “throttle-blip” function. All that will combine to make for a driving experience that is more accessible than the previous generation GT3 racer, or at least that’s what Porsche say. The official world debut of the Porsche 911 GT3 R will be on the 14th of January 2010 at the Birmingham Motor Show, which hardly shouts ‘flashy racing car‘ but I guess the car simply wasn’t ready to be launched at Frankfurt. PorDR I VE M A G A Z IN E D E C E MB E R 2009
13
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A
s a Gauteng motorist it would be impossible not to know about the vast and extensive raft of roadworks occurring on the road network. And as many if not all Gauteng drivers have experienced the road works are not merely an inconvenience but more importantly dangerous. The list of dangers created by driving through a construction site is too long to list but suffice to say the risk of driving on our roads at the moment is at a heightened level. When there is an increase is risk there will naturally be an increase in the risk of damage to your vehicle as well. Fortunately for motorists however it is not a completely lost cause when your vehicle is damaged as a result of road works. The SA National Roadworks Agency Limited (SANRAL) has informed the public that any damage to your vehicle caused by the roadworks of the Gauteng Freeway Improvement Project will be treated just like any other insurance claim. With regards to any insurance claim however it should be noted that the claim would not be with SANRAL it-
damage to your car then you need to
self but rather with the individual con-
find out who the relevant agency is re-
tractors responsible for the particular
sponsible for that particular road and
stretch of road upon which any damage
go from there.
occurred. So if roadworks have caused 14
DRIVE M AGAZINE DECEM BER 2009
News
The contractors and their insurance
So really what you need to do is im-
company would then proceed as usual
mediately photograph the damage on
and investigate any claim whilst tak-
the vehicle, note the exact location and
ing into account the road conditions as
cause of damage and then hope for the
well as the drivers role in the incident.
best.
DR I VE M A G A Z IN E D E C E MB E R 2009
15
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O
f all the things I think of w h e n I think of Denmark, I never thought a 1000+ horses supercar would be top of the list. And yet that’s where we’re at, the Zenvo ST1 has the
16
looks, power and sheer presence of a supercar and even the exclusivity, but it’s from Denmark. As far as the exclusivity goes Zenvo will only be making 15 of these monsters so if you have the requisite millions to burn on a European supercar be sure to get your oder in quickly. Heritage aside the stunning ST1 is, in my opinion, the most beautiful car in the world. Yesterday I thought the
DRIVE M AGAZINE DECEM BER 2009
News
Ferrari 458 Italia had it, but today this Scandinavian stunner holds the crown. The Zenvo has the credentials under the hood as well, the figures on the spec sheet are mind boggling, although it remains to be seen whether or not it will be able to put all its power on the road effectively.
DR I VE M A G A Z IN E D E C E MB E R 2009
17
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The ST1 has a 7 litre turbo super-
all this in a car weighing 1376kg’s and
charged V8! The monstrous engine
I’m sure you’ll understand my excite-
produces 810kW/1104hp at 6900 rpm,
ment. The ST1 will after all take you to
yes you read that right, making the ST1
100km/h from 0 in three seconds and
easily more powerful than pretty much
is electronically limited to a top speed
everything, even the Veyron. If you think
of 375km/h and that’s just about all you
those power stats are impressive, wait
need to know.
for the torque. 1430Nm at 4500 rpm, 18
DRIVE M AGAZINE DECEM BER 2009
News Zenvo also deserve special applause
etc, and yet for fuel consumption and
for snubbing the ecomentalists, some-
CO2 emissions there is a just a series
thing Drive can’t get stress enough.
of N/A’s for everything. Enough talk
The spec sheet of the ST1 has all the
though, rather just drink in the sight of
usual stats; power, mechanics, options,
the Zenvo ST1.
DR I VE M A G A Z IN E D E C E MB E R 2009
19
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DRIVE M AGAZINE DECEM BER 2009
News
T
here’s something we need to clear up in the second-issue review of the Navara King Cab. Turns out that one of my biggest gripes with the car, the crazily nannying Garmin-based integrated satnav system, actually can be disabled if you know the right incantations...
center of the screen. 2.
Select settings
3.
Scroll down and select proximity points
4.
Disable speed points
5.
Exit until you are back to the “where to” screen.
Fortunately Maurice van Heerden of
6.
bottom right.
Planet Electronics, who fits these systems locally for NSA, reads the mag-
Select the x icon
7.
Select yes (This
azine, and was quick to jump on our
automatically
heads for stuffing that up. We really did
saves the updated
try, browsed through what we thought
settings)
was every menu and tried every option
8.
Never be interrupted
it looked like being, but apparently it
by another speed
wasn’t enough. Anyway Maurice sent
warning ever again! “
us step by step instructions, which we’re reprinting here in case you have
Thanks Maurice for set-
the same problem we did, and are going
ting
more than slightly batty from it. I mean,
I’m pretty sure that I’d en-
we had the car for but a week and then
joy the vehicle as a whole
Nissan took it back, and it got to us
a fair deal more armed with
quite badly. Here, then, is the trick.
this information, that grem-
the
record
straight!
lin really, really irked me! I “Hi Russell,
literally drove every kilometer in that car with a spine-
Please see instructions below as per
tingling bonging endlessly
Garmin:
persisting and wrecking the
1.
When in “Where to” and “View
sounds of the entertainment
map” interface, select the
system!
spanner icon in the bottom DR I VE M A G A Z IN E D E C E MB E R 2009
21
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22
DRIVE M AGAZINE DECEM BER 2009
News
T
he Peugeot Tepee is basically a van with seats but that’s not a bad thing. Peugeot have done much more than just fit seats, the whole persona of the vehicle has changed making it much more car than van. What you get is a real seven seater rather than a five seater with occasional foldaway seats in the boot. What that means is that not only do you get seven comfortable seats, you get real luggage space as well. The level of equipment is what sets the Tepee aside from the crowd. You get luxuries like cruise control and a CD Front loader. You get separate front and rear air conditioning and storage bins all over the place. The Tepee of course meets with all the latest European safety standards and includes air bags, ABS brakes and front fog lights too. Peugeot are known for their diesel engines and using their 2.0l HDI engine, the Tepee will return 8 L/100km. and being French it’s a bit of a looker. Based on the Expert van, the Tepee has tried and tested DNA. The Tepee probably won’t tempt a buyer away from their people carrier cars and is aimed squarely at the hospitality industry. There will be some private buyers no doubt, those that have bought Kombi’s in the past.
DR I VE M A G A Z IN E D E C E MB E R 2009
23
D r ive Fe a t ure
I
f you happen to be heading out to the picturesque outlying dorpie of Rustenburg for a match at the Royal Bafokeng Stadium, be warned. There are two Royal Bafokeng Stadiums, in a town just barely large enough to justify one.
from which the Gauride network ought to provide transport as well as entertainment, to the game and back to your cars later, but visit on an off day in your own vehicle and follow these directions to one of the most intriguing little drive outs in all of South Africa.
From the town itself, you’ll pretty much go past the older one as you join the R24 heading West, and then you’ll turn right onto the R565 for a few kays before the glorious new construction, with it’s leaping, elegant minarets reaching into the sky, arises from the suburbs
All right, so you’d have to be a jammy sod to replicate the drive in what we’ve got out here today. But as part of another article this month we just had to bring the R8 V10 out on this spec-
tacular
route.
Be-
on your right. Reportedly costing in the region of R350-million (say US $50m), this modern beauty is equipped with all the technology, amenities, and necessary facilities that could be required to host nearly 50 000 spectators of the world’s best matches of the beautiful game. No matter where you are coming from though, the big yellow signs with a topdown depiction of a sports stadium, pretty noticeable in the rich mountainous scenery out here, will get you to the right place. Signage which will no doubt have quadrupled by the time the fans start pouring in next year. Naturally on match day you’ll actually be heading to the Park ‘n Ride points, 26
DRIVE M AGAZINE DECEM BER 2009
D r i v e F ea tur e sides, when you have an R8 V10 in the
Still whatever you can wangle, rent,
garage, you don’t want it to be there.
borrow or steal will do. These are good
You just want to be out driving it, for
roads, and the halfway destinations are
as long as your allocated time and
well worth it.
then a few more hours please? Steve was pretty enamoured of his ‘Blade
So from the stadium you’ll turn right,
as well by that point. A new one now,
back onto the R565. If you’ve been to a
without the Repsol livery. Apparently
game in Jo’Burg already you’ll already
these things account for something like
have noticed something. Out here, eve-
half the Superbike market share in the
ryone is decidedly friendlier and more
country, which seems to make a lot of
easy-going – the absence of the pres-
sense.
sure-cooker nature of the Big Smoke I
“If you happen to be heading out to the picturesque outlying dorpie of Rustenburg for a match at the Royal Bafokeng Stadium, be warned.” suppose. Even other road users are less likely to do something dangerous, perhaps partly to do with the low traffic volumes, and more relaxed general ambience. This
Audi
supercar/
Honda superbike combo looks and feels absolutely
outlandish
in
surrounds.
these
Where we’re going though sort DR I VE M A G A Z IN E D E C E MB E R 2009
27
D r ive Fe a t ure of makes this town look positively met-
is single-lane backroad today, we did
ropolitan. And yet, there our machines
go through a few roadworks sites even
will blend right in. It doesn’t seem pos-
all the way out here who were busily
sible as we stop at a new mall still in
widening things so it should be less
the shadow of the vaulting stadium, but
lumpy here next year at least. Anyway
it’s true.
although testing there’s a lot of opportunity to stretch the scintillating super-
Once we break free of the town traffic
car/bike legs of our slightly track-weary
“And then pause at the charming Ma Solly’s roadside cafe, where some of the braver little ones are agog about being photographed with the car.” (just a little inside joke – there isn’t any,
duo. The Audi’s firm ride is impressively
but beware of speed cops anyway un-
manageable, and even when bounced
til you’re on the open road), you can
almost into the air by a large, unseen
start enjoying the immensity
compression
and diversity of nature. Apart from a few smallholdings here and there and general-supply “hotspots”, it’s basically our Highveld bush as far as the eye can see, the Pilanesberg mountain range which is our destination
jutting
proud-
ly from the horizon to the North. You’re on this road for over 20kms, but don’t despair, it’s hardly boring. Although a lot of it 28
DRIVE M AGAZINE DECEM BER 2009
D r i v e F ea tur e it lands and recovers with absolute
satnav misdirects us, pointing us left
aplomb – and this at 260 km/h! Although
onto the main road through Le Dig just
we know that car can do more, that’s
a few hundred meters on from where
more or less the maximum speed we
we joined the R556. We find plenty of
manage today, these roads keep you
enthusiastic kids just getting out from
awake.
school, who run alongside us whooping and howling and begging to hear this
As you enter the outskirts of the com-
superfreak bellow out its song. We, of
munity of Le Dig, you’ll come to a stop
course, oblige. Several times.
street where you’ll turn right onto the R556. All right so by now you’ll have
And then pause at the charming Ma
guessed from all the signs where
Solly’s
road-
side
cafe,
where some of the braver little ones are agog
about
being photographed with the
car.
A
quick round of
Cokes
and
we’re
off.
And
then
we
find one of the most awesome, if short, we’re off to – good old Mr Kerzner’s
stretches of tarmac for driving we’ve
sensational Sun City! And you bet-
come across today, possibly one of the
ter have packed your costumes...
nicest in the country!
Interestingly, our R8 just cements
There are a couple of wicked draining
its position as an absolute supercar
ditches running across the road to ne-
at this point, by failing. At least, the
gotiate first however, but then you pass
DR I VE M A G A Z IN E D E C E MB E R 2009
29
D r ive Fe a t ure the Kubu gate on your left (one of the
natures shine forth and we rejuvenate
entrances to the spectacular Pilanes-
him with some detailed tales of how ef-
berg game reserve which
fectively the car’s air
surrounds this area, and you’re
suddenly
sur-
rounded by hills, and the road twists and bucks but is mercifully free of everything – traffic, bumps, surface
issues
–
for
about 2 kms. In a way we’re glad when the entrance we proceed to run into, which the R8 satnav says is where we need to go to get to Sun City, turns into the service entrance at the back of this gargantuan casino resort, and we have to turn around and attack the run once more. A couple of runs later we’re completely sated, and happen to find a gorgeous, almost-hidden shot with this billion-dollar icon of cash poking out of the wild surrounds in the mountains behind us. And Steve, as you can see,
conditioner masks
is knackered. It’s comfortably
things like ambient temperature, and
over 30 degrees C out here, and he’s
head back down the road for the last
wearing full leathers. Our sympathetic
time, unite briefly with our new friends
30
DRIVE M AGAZINE DECEM BER 2009
D r i v e F ea tur e passing through Le Dig, and turn left to
characteristic neon glow. There are
rejoin the R556, guidance officially off
several options of hotel, self-contained
for the remainder of the journey.
cabanas, and lodgings of unfathomable opulence here, casinos all over the
We’ve barely begun to enjoy the fast
place, an enormous cabaret theatre,
flowing road when suddenly there it is,
even a fully-fledged watery wonderland
the entrance to Sun City, on our left.
the Valley of the Waves, for the young-
This place always sneaks up on you.
er at heart or those who’re more inter-
Probably because of how effective-
ested in a healthy tan than any form of
ly it’s nestled between mountainous
gambling.
ridges,
effectively
occupying
an
entire, sumptuous
semi-trop-
ical
valley
of
this range. Even from
the
gate
there’s no hint of the opulence, or the scale, of this world-class entertainment complex, which happens to include the worldfamous Gary Play- er golf course, and
It’s all completely unbelievable. And
ultra-luxurious Palace of the Lost City.
absolutely wonderful. You have to admire the vision that went into building
The monorail journey seems dreamlike
this place out here. Sure it was in part
to first-time visitors. An elevated mono-
due to the legislative environment of
rail, after all, out here in the absolute
the time, which forbade casinos within
middle of nowhere, travelling over thick,
the borders of South Africa itself, but
verdant jungle. Then the hotel begins,
allowed them in the tiny, neighbouring,
and the contrast of safari and Vegas’
independant “homelands” of the time.
DR I VE M A G A Z IN E D E C E MB E R 2009
31
D r ive Fe a t ure You’re standing in Swaziland at the moment, although there weren’t any border posts or passport control points along the way. But we can’t linger, sadly. We’re not quite done for the day. So shot in bag, we carry on in the direction we were travelling once more, which is East on the R556. In 2.6 kms there’s a sliproad going left, and a sign to our more nature-loving travel tip for the day, Kwa-Maritane. It means “Place of the rock”, and refers to the enormous rock shelves this Bush Lodge is built on, formed thousands of years ago by an alkaline volcano. Also part of the Pilanesberg resort, Kwa-Maritane offers access to game viewing drives anywhere in the 55 000 hectares it covers, and visitors can see every single one of the Big Five as well as other interesting animals – cheetahs, hyenas, hippos, crocs even – in their own, unspoiled, natural habitats. The Lodge itself offers a host of more relaxing activities when you just want to enjoy the generous sunshine of the North 32
We s t Province, and is gorgeously built, finished, and fitted. Not to mentioned staffed, and there are several culinary delights on the various menus for sampling. It’s not exactly a day-trip place, but if you’ve got a couple more days to relax in the bush... We don’t. We still have an R8 to drive. From the Kwa-Maritane main gate we DRIVE M AGAZINE DECEM BER 2009
D r i v e F ea tur e hook right, and rejoin our old friend
speed advantage of the bike was obvi-
the R556 going East. Another nice
ous. And that Subaru ain’t slow. But as
piece of road, you once again have to
soon as I straight opened up, followed
be careful of those hidden compres-
by the throttle on the bike, it basically
sions whose effects are multiplied
just disappeared into the horizon. But
the higher your speed. Luckily it’s
today this lightweight, maniacal race-
another lightly-trafficked
bike can’t outrun this machine. The R8
one at least and we can
drops back only a little un-
revel in the screaming
der full throttle, and
V10 once more.
maintains its mad speed that much bet-
The Blade has been
ter. Neither are huge
in front since just after
fans of broken black-
the stadium, and I
top but Steve’s self-
can see why. We go
preservation
instinct
over a dusty piece of road at speed and I can see a huge
rooster-tail
of debris get picked up and spat backwards by the underfloor aerodynamics which help makes this car so stable, even at big speeds. Steve reports that on a bike it’s like driving straight into a shotgun blast. At 250 km/h. Constantly. So he grabs point at the first opportunity.
mean the car can actually take the lead, if we really wanted it to. I suspect there
When the ‘Rex and ‘Blade came togeth-
aren’t going to be a huge amount of cars
er on similar roads last month, the sheer
coming through our office that we’d be
DR I VE M A G A Z IN E D E C E MB E R 2009
33
D r ive Fe a t ure spend more than the half hour we did there, make this Rustenburg trip well worth the effort, especially if you’re already in the area, after all. The entire area is breathtaking, and a great game reserve option if the enormous Kruger seems a little too “done” to you. And the jewel in Sun Internationable
al’s crown,
to faithfully report
the one that
that about!
started it all pretty much,
Turn right when
is just a must-
you hit the R510
see.
towards Rustenburg, and you’re
If you’re a local
almost back where you started. If you
but you love a
started in Rustenburg itself that is.
good road-trip, get into a nice car and
These roads are well-surfaced and ab-
go. It’s not that far out of Jo’Burg or
solutely thrilling as they wend through
Pretoria and is like another world once
the surrounding hills, but you’re almost
you’re out there. And that little service
back in suburbia, so not only is traffic
road, if you’re a petrolhead of note, like
heavier, so are the odds of picking up
we are, will blow you away.
a nasty fine. Burble straight through Rustenburg, and you’ll be back at the
Russell
Royal Bafokeng Stadium (the wrong one) and the R24. Both that anonymous back-road at Le Dig, and Sun City itself if you’re able to 34
DRIVE M AGAZINE DECEM BER 2009
D r i v e F ea tur e
R8Roadtrip Passenger
soundtrack of the V10 never got old to
he R8 V10 had three things wrong with it during the roadtrip, that’s it. The navigation system was, shall we say, rather dimwitted. Then there is the hazard button, it isn’t that well placed and to be frank a lot of people move out of your way in this car. Thanking them can be a bit of a hassle. The last issue I don’t personally agree with but is an issue for many people nonetheless, the badge. It isn’t an Italian supercar brand but just a mainstream brand you see every day.
T
our petrolhead ears and really did con-
Beyond those rather irrelevant issues
Our R8 roadtrip can only really be sum-
the R8 was spectacular in every way
marised by the way it ended when we
and as a roadtrip car certainly made for
dropped off the beast at Audi HQ, a feel-
a trip to remember. The raw power which
ing of genuine sadness came over me
was so easily unleashed on the unsus-
with the realisation that it was over. I
pecting world is just so much fun. The
love that car.
The View from 2 wheels
The down side for me was the fact that
S
o, the boys thought they had a car that could finally demonstrate 4-wheel supremacy. It didn’t quite go according to plan though. Sure the car was faster around the track by the most minute of margins but on the road, the FireBlade outruns the car, not with ease but it does stay ahead. Not that we were actually racing of course! DR I VE M A G A Z IN E D E C E MB E R 2009
firm the R8 as a fully fledged supercar. The updated styling makes the V10 much sleeker than the old V8 which along with the sound certainly attracted a lot of attention during our trip. All that in a car that only costs two million (considering the price of the Italian competition it is a bargain) and can actually handle most of South Africa’s rough roads, just don’t leave the suspension stiff the whole time though.
we ended up in North West Province on the hottest day of the year. In full leather, the “aircon” only works at silly speeds and instantly becomes a heater every time you stop. While they sat in the air-conditioned car sipping soft drinks, I looked on like wishing that Lazurus would put a drop of water on my tongue. 35
“T
hat Nissan GT-R”, I’ve postulated loudly on more than one occasion, “just can’t be a great drivers’ car. It may have the power and the pace, but it’s all tamed by that insanely sophisticated AWD system, electronic safety nets sprouting from every orifice, and high-tech double-clutch robotised manual ‘box! And at just on 1800kgs, there can’t be any finesse either, just brutal power and computer-sanitised dynamics.”
D r ive Fe a t ure
I’ve just driven one though. And as
and red example at Gerotek we pored
much as I hate to admit it, I was wrong.
over the slats, vents, and bulges and
Oh, how very wrong indeed.
had really started to appreciate them. The Super Silver finish of our press
It isn’t the looks which have seduced
vehicle, despite costing an absolutely
me, I’m still not entirely convinced by
whopping R40K extra, is that bit more
the softer, sleeker front end and han-
understated and again highlights the
ker for the brash brutality of the pug-
shrinking-violet nature of the R35s aes-
nascious R34 model, but the R35 is a
thetics. It really can blend into an aver-
bit of a grower – when we had a black
age car park quite effectively.
38
DRIVE M AGAZINE DECEM BER 2009
D r i v e F ea tur e It’s nice inside though, ridiculously
the gearbox, the amount of teeth-crack-
posh in fact considering the humble
ing in the ride, and those electronic
brand name. There’s a centre-mount-
traction aids, controversially. There’s a
ed touchscreen which seems to house
big, beefy steering wheel in front of you
a bazillion largely useless, incredibly
though with GT-R emblazoned on the
geeky measurement and reporting func-
boss, and even big chaps can get com-
tions, the already-famous trio of toggle
fortable using the powered, multi-way
switches which control the brutality of
adjustments on the drivers seat. Hav-
DR I VE M A G A Z IN E D E C E MB E R 2009
39
D r ive Fe a t ure ing said that, not as comfortable as you
truly angry rumble and the whole car,
can get in the mid-engined R8 though,
heavy though it may be, leaps up the
which says a lot about how intelligent
road in the blink of an eye.
the packaging of that Audi really is! The accumulation of speed which redeThe engine starts with a percussive
fines standard reference points though,
rumble and then settles to a deep, bas-
is expected. It’s a given. You don’t lap
sy idle, all menacing intent but not the
the ‘Ring quicker than a GT2 without
techno-feast soundtrack you might ex-
something a bit special beneath the
pect. In fact, it’s almost trad V6, with
hood after all.
augmented balls. There’s no doubt it means business though, an aggressive
What comes as a surprise though, and
jab of the throttle on pull-off elicits a
I had the same surprise in the R8 V10
40
DRIVE M AGAZINE DECEM BER 2009
D r i v e F ea tur e just a couple of days earlier, is the qual-
you’re travelling on, it all starts to make
ity and feel of the steering. It’s heavy
a lot of sense.
in the GT-R, but also full of detail. Our entire drive out to Magaliesburg from
Of course the dual-clutch transmission
Lanseria was dominated by the quite
means that your senses aren’t distract-
emphatically writhing, squirming of the
ed by something as trival as having to
fat leather-covered rim clamped in my
change gears, unless you want them
hands. At first, so busy is the wheel at
to be, at which point it’s simply a curl-
all speeds, it can be quite disconcert-
ing of an index finger around a long,
ing, but when you stop hanging on and
shapely paddle mounted behind the
fighting every wriggle and just relax
wheel – complete with a nicely posi-
into the flow, interpreting this rich flow
tive click to its every action. There’s so
of information about the road surface
much torque right across the rev-range anyway though, that there isn’t all that much point unless you happen to be actually racing on a track somewhere. The thrust the GT-R summons is breathtaking every time. Flex your right foot and medium-length straights just disappear. Fortunately the four-pot Brembo brakes are more than strong enough to cope with wiping off the ludicrous speed, making the insanely expensive carbon-ceramics which are the main component of the V-Spec upgrade seem a little pointless. Again, unless you need top-performance, fade-free braking every lap in a 60-lap race. Nor will the chassis ever leave you hanging. It may weigh as much as a fair-sized van, but it feels nothing short
DR I VE M A G A Z IN E D E C E MB E R 2009
41
of revelationary every time you push
themselves.
it through a corner. Admittedly, on our public-road test route, we never really
There is one moment where I test the
came close to overstepping its limits,
threshold of the electronic safety nets,
and I can guarantee that few custom-
which we’ve naturally turned to Race
ers ever will either so stratospheric are
but not off entirely (as this would inval-
they. Again, unless of course they’ve
idate the warranty for the poor future
bought their cars to compete regular-
owner of this example). With the elec-
ly in a race series and are pro drivers
tronics juggling power and braking, the
GT-R just seems to offer up some of
sensitive egos.
it’s “spare” threshold of pure grip and we make it out the other side without
Unfortunately our GT-R for the day
hassles, but it’s not a natural, pleasant
happens to be the original, JDM-spec
feeling. The digital nanny simply steps
demonstrator which was shown at
in, takes control, and sorts it out. As
JIMS, in its last year as Auto Africa in
ever with digital systems, without much
fact, and therefore was still hampered
caring for our frail human comfort lev-
by the ludicrous 190km/h hard limiter.
els or, indeed, pandering to our over-
Colleagues in unfettered samples, who
D r ive Fe a t ure
were already back in their offices by the time we returned to Lanseria, re-
Talk about frustrating. Away from any
port seeing 317km/h on a GPS-based
stop streets and through more chal-
speed measurement device. Mean-
lenging twisties naturally the sports car
while the med/sweeper team trailing us
left the SUV for dead, but they always
at the launch, in a diesel X-Trail, were,
caught up on longer straights, reporting
surrealy, all over the tail of our wrung-
that the X-Trail ran into it’s own aero-
out GT-R!
dynamic brick wall at around 208 km/h.
44
DRIVE M AGAZINE DECEM BER 2009
D r i v e F ea tur e
That’s nearly 20km/h faster than our, admittedly insanely unstressed, GT-R
Now, I’ve confirmed its insane speed.
was managing. What’s more, we could
Its seemingly physics-bending han-
only enjoy the deliscious, brutal, sense-
dling. Its strong and tireless brakes, and
less acceleration for around 8 seconds,
even its upmarket cabin. It’s a car built
that’s how long it takes the monster,
for one purpose, and it’s achieved that
from standstill, to ram up against the
goal in every respect. To humble the es-
inflexible 190km/h mark.
tablished players in this ultra-premium
DR I VE M A G A Z IN E D E C E MB E R 2009
45
D r i v e F ea tur e league. Comprehensively. That Audi
industrial area here in Kempton Park
R8 V10 I waxed lyrical about earlier in
the other day looking for my destina-
the issue – it couldn’t keep station with
tion, and I saw two – parked-up in the
this car. And it’s savage. Almost noth-
lots of clearly successful engineering
ing, short of dedicated race machinery
works.
or the ultra-lightweights which aren’t really represented in our market, would.
That is not a supercar. I’m sorry, it just
And yet, I’ve just called it a sportscar,
isn’t, despite the kind of go that most
and not a supercar. What gives?
supercars would kill for.
It’s the price. I know it’s snobbery, but
One final detail, at Magaliesburg we
that price also relates to exclusivity. How
pulled up just after lunch outside the
many times do you think Lolly Jackson
Wimpy, the major teenage hangout of
spots another identical example on the
the little town it would seem. Only a
road when he’s driving his ‘Egg? Or his
couple of the lads, clearly with good car
Zonda? Right, practically zero.
knowledge, even turned to look. The R8 would’ve had them running along-
And yet, in just a quarter on sale locally,
side the road cheering.
Nissan say they’ll have delivered 100 GT-Rs by the end of December. And you
Russell
can see it too. I was driving through the
Drive Vitals
Nissan GT-R
Engine
3.8-litre twin turbo V6
Power
357kW@6400rpm
Torque
588 Nm@3200-5200rpm
0-100km/h
3.9 seconds
Top speed
310 km/h
Price
R1 175 000
DR I VE M A G A Z IN E D E C E MB E R 2009
47
W
ow. It seems that the recession isn’t affecting everyone all that badly. In these days of declining sales figures and the imminent threat of dealers doors being closed for the last time, quite a few of the new-car launches we’re attending these days are, well, let’s just say a little sparser than they were during boom times.
D r ive Fe a t ure
Not this Land Rover one however.
Waterfront in Cape Town, and the next
There were chartered helicopter flips,
morning the scene-setting was repeat-
over some of the most compelling
ed this time on boats, apparently the
scenery the country has to offer in fact,
fastest of their kind!
en-route to the first-day rendezvous with the new Discovery 4s, all designed
Now admittedly, all this pomp had been
to make us journos feel like playboys
arranged not for the introduction of just
or high-powered execs or something,
one new model to SA shores, but two!
basically just the type the company still
In fact this is the first time in the com-
focuses on making cars for. That night
pany’s history that it has released so
we were shacked-up in the sensational
many new or updated models in such a
One and Only hotel right by the V&A
short space of time! So yes, it is a big
50
DRIVE M AGAZINE DECEM BER 2009
D r i v e F ea tur e
deal. The cars? Well first-up we sam-
each portion of the two days. Care-
pled the all-new Discovery 4 lineup, the
fully crafted to highlight the impressive
latest-generation of this Imperious off-
strengths of these machines. But let’s
“It begins at the pumping station of the Berg Rivier Dam, where enormous water pumps are controlled from a board, as you’d expect, occupied by nothing more than an on/off key and 10” touchscreen.” roader with its impregnable reputation hot on its heels. And sav-
not get carried away and start at the beginning of this tale.
ing the best for last, the new icons, both TDV8 and
It begins at the pumping station of the
Supercharged petrol V8
Berg Rivier Dam, where enormous wa-
Range Rover Sports.
ter pumps are controlled from a board, as you’d expect, occupied by nothing
And to get the most mile-
more than an on/off key and 10” touch-
age from the two days,
screen. Sort of sets the tone for the
there are long and var-
high-tech Discos we’ve come here to
ied test-routes plotted for
drive. When the company moved from
DR I VE M A G A Z IN E D E C E MB E R 2009
51
“There’s a bit of light off-roading to begin with, and a couple of river-crossings which the Disco just breezes.”
D r ive Fe a t ure traditional manually-lockable offroad
without going into obsessive details,
hardware to the high-tech Terrain Re-
it has really worked. The new Disco
sponse Control system they use today
cabin is more modern, more functional,
there were tears from hardcore offroad
and even more upmarket than its plush
enthusiasts. Still, you have to keep
predecessors. After all the company is
pace with the way the world is moving,
no longer restrained to using old Ford
and the system certainly works, in pret-
switchgear, and is clearly enjoying its
ty much every situation.
newfound freedom, and the result is a cabin which is typically eclectic but
Speaking of keeping pace, although
positively wonderful for it.
from the exterior only some details have been revised over Disco 3, the interior
Naturally it’s specced to the gills as
has come in for a major reworking. And
well, even entry-level S variants, while
54
DRIVE M AGAZINE DECEM BER 2009
D r i v e F ea tur e moving up in the range to SE and then HSE you get even more premium elements, like even better leather seats (electrically-operated on all models), improved audio system
(Har-
mon & Kardon 9-speaker is the starting point on the entry-level), and in the case of
“our�
cho-
sen HSE TDV6, enough
little
cameras to cover every exterior element of the car, fed to the screen perched in the centre of the console. Also useful for tight off-road
spots,
of course, these cameras literally see all your extremities! There’s also adaptive air suspension on all models and Bi-Xenon lights for inkier darkness in the middle of nowhere. The standard 19-inch alloys fill the beefy arches nicely, and
an even more distinctive front end, a
the new light treatment gives this car
quality it has truthfully never lacked!
DR I VE M A G A Z IN E D E C E MB E R 2009
55
There’s a bit of light off-roading to be-
monstrous 600Nm on tap from 2000
gin with, and a couple of river-crossings
rpm after all. There’s a 5.0-litre petrol
which the Disco just breezes. Then it’s
V8 available, but they weren’t at the
up and over the spine of the Midden-
launch. Still, the way this car just eats
berg to drop down into the glory of the
up the miles while sipping from its tank
Franschhoek Wine Estate, essentially
is impressive, and when we do venture
a rough gravel track. The Disco isn’t
onto lesser-travelled dirt roads the ride
even slightly daunted.
remains unflappable.
Once we’re back on the roads through
Then there’s a pretty serious off-road
and past Franschhoek and head-
track lined up for us. Unfortunately,
ing out towards Hermanus, the ride is
there’s been quite a lot of rain in the
very impressive and the 3.0-litre TDV6
area of late and there’s plenty of treach-
summons good shove. It does have a
erous mud making some of the “regular”
D r i v e F ea tur e obstacles just about impassable. Two of our convoy ends up getting quite se-
“We, eventually, manfully abandon our comrades in search of some food...” riously stuck in these treacherous puddles, but they’re the sort of thing that nothing short of an amphibious military machine would’ve made it out of, so not a reflection on any weakness of the cars. We, eventually, manfully abandon our comrades in search of some food, followed by the easy blat straight through to Cape Town itself, through mercifully light late rush-hour traffic, and the outright serenity of driving a Disco day in and day out starts to settle in. It is, basically, seven little thrones on wheels, capable of going anywhere, anytime, without any sacrifice or compromise.
DR I VE M A G A Z IN E D E C E MB E R 2009
57
“It definitely feels better in the sand though.�
D r ive Fe a t ure
Range Rover Sports
ment the plans have had to change,
But after a great night out with the
with rides heading out West and then
family, who’d been in Cape Town for a
back to the One and Only, where our
week already when I flew in yesterday, the day I’d been really
waiting
for
dawns,
well, with viscious gale-force winds coming in off the whitecapped ocean! So bad in fact
“...the TDV8 Rangie Sport isn’t exactly fast, the company claiming 9.2 seconds to 100km/h...”
that the port authorities had given our
RR steeds would be waiting. I elect the
ridiculously fast boats a heads-up on
more measured extended morning-cof-
the scheduled trip, and at the last mo-
fee option rather, so come to our TDV8
60
DRIVE M AGAZINE DECEM BER 2009
D r i v e F ea tur e
model nice and sedate. It’s, well, rather a lot like an even fancier Disco inside. The exterior is decidedly more butch yes, again peppered with small detail changes to differentiate it to the in-the-know spotter. For some reason the new, black-backed badge which will adorn all Range Rovers in future really stands out, proud and well basically as loud as the upper-crust Landie marque will allow. Brilliant. Naturally, the V8 diesel is even stronger than the V6 we were in yesterday, and manages a remotely V8-like rumble under full throttle. This one delivers an eye-watering 640Nm, and 200kW. Still with nigh-on two-and-a-half tons to move the TDV8 Rangie Sport isn’t exactly fast, the company claiming 9.2 DR I VE M A G A Z IN E D E C E MB E R 2009
61
D r ive Fe a t ure seconds to 100km/h, and a top speed
on this beach-desert. The more chilled
just the right side of 200.
power delivery of the diesel seems better suited to the task at hand.
It definitely feels better in the sand though. On the Atlantis dunes V8 S/
Once back onto the road though, the
Cs seemed to get stuck at the drop
TDV8 feels a little, lacking. And it’s
of a hat, and this despite an all-new
actually the chassis doing it. This RR
“Sand” setting for the Terrain Response
Sport is pleasantly nimble for such an
system specifically put there because
enormous beast. And you see, all the
these cars have had this problem be-
other sporty hardware is exactly the
fore. But the monstrous 375kW of pow-
same, only the petrol choice changes.
er this new Jag-sourced 5.0-litre V8
So this TDV8 feels and rides like a car
just seemed too much for it, particularly
capable of 6.2-second dashes to 100,
on the road-oriented low-profile tyres,
like the S/C can.
62
DRIVE M AGAZINE DECEM BER 2009
D r i v e F ea tur e Finally, after some first-class “plaas
bly well. It feels big and comfortable,
lunch”, I get my backside into the one
confident in anything (bar sand, obvi-
car I was really keen on driving this
ously), supremely comfortable, and
“So much beefier than the last-generation model, it propels this 2.5-ton beast down any road with unfussed alacrity.” launch, the RR Sports V8 S/C. And was
then adds barrel-chested shove com-
it worth the wait?
plete with tuneful V8 hammering and a miraculous chassis with deeply talented
Well, it’s really good on the road, this
suspension.
car. A bit like yesterday’s Disco, it just covers every possible base impossi-
There are others in this league that go quicker and accelerate harder, probably even corner better although the RR Sport actually manages to excel through the twisties, but none no not even the 911 on stilts actually pull it all together quite so elegantly as this car. It really is a World Champion boxer in a particularly fine cut of a suit. The new 5.0-litre SC engine is just superb on the open road. So much beefier than the last-generation model, it propels this 2.5-ton beast down any road with unfussed alacrity. You do have to watch the speedo a bit as the chassis is competent but it’s hardly a groundhugging sportscar now is it? Yet despite the obvious bulk of the monster its almost miraulously controlled even when
DR I VE M A G A Z IN E D E C E MB E R 2009
63
D r ive Fe a t ure taken to the extreme. But this handling
really prefer it this way, and the Discos
doesn’t come at the expense of the ride
do look rather expensive next to the
thanks to the always-active chassis and
competition. But the RR Sports don’t
suspension control systems.
cost anywhere near what the self-proclaimed leaders in this odd segment do,
And you really have to adore that un-
I’m talking of Cayenne Turbos and Q7
derstated look, leaving it to the big al-
V12 TDIs of course. And for that outlay
loys alone to telegraph its dynamic in-
you get a lovely engine (in the V8 SC
tent.
particularly), a shockingly gifted chassis, a quirky but always-classy interior,
Sure it’s quite a lot of money to pay, but
and looks which may as well be classed
in this class it doesn’t really look like
as the definition of Automotive Status.
bad value considering the strength of the brand, and the quirky but delight-
Russell
ful nature of the car itself. Land Rover
64
Drive Vitals
Range Rover Sports V8 SC
Engine
5.0-litre supercharged V8
Power
375kW@5800rpm
Torque
625 Nm@1800-4000rpm
0-100km/h
6.2 seconds
Top speed
225 km/h
Price
R961 000
Drive Vitals
Range Rover Sports TDV8
Engine
3.6-litre turbodiesel
DRIVE M AGAZINE DECEM BER 2009
D r i v e F ea tur e
Power
200kW@4000rpm
Torque
640 Nm@2000rpm
0-100km/h
9.2 seconds
Top speed
209 km/h
Price
R934 500
Drive Vitals
Land Rover Discovery 4 TDV6
Engine
3.0-litre turbodiesel
Power
180kW@4000rpm
Torque
600 Nm@2000rpm
0-100km/h
9.6 seconds
Top speed
180 km/h
Price
R595 000 S R645 000 SE R725 000 HSE
Drive Vitals
Land Rover Discovery 4 V8
Engine
5.0-litre petrol V8
Power
276kW@6500rpm
Torque
510 Nm@3500rpm
0-100km/h
7.9 seconds
Top speed
195 km/h
Price
R720 000 HSE
DR I VE M A G A Z IN E D E C E MB E R 2009
65
T
he journalists assembled for the launch of the new Tata Indica Vista were rather confused at one point in the launch presentation. Exactly what the Indica Vista was was the point of concern. Is it a replacement for the regular Indica? Is it a whole new model range? What exactly is the deal?
D r ive Fe a t ure
So it turns out that the Vista is the new,
with satellite controls on the steer-
range-topping,
ver-
ing wheel. It’s got electric mirrors and
sion of the cheap and cheerful Indica,
windows. There’s power steering and
one of few vehicles still available for
aircon as standard. All the bodywork
under R100K today. Except that there
is colour-coded, and perhaps most im-
are three models in the Vista lineup it-
portantly it not only has ABS but driver
self, and only the range-topping one of
and passenger airbags in the front.
lifestyle-friendly
them, the IGNIS, actually adds anything to the bare-basic Indica range.
The enormous Indian manufacturer has even breathed on the 1.4-litre Safire
We only got to drive the mid-range, the
engine a bit, unleashing an additional
AURA, at the launch, although an IG-
10 kW for a maximum output of 65 kW,
NIS was on display at the classy base
and another 2 Nm giving a total of 116.
camp, reflecting gloriously (wait, may-
Looks a bit sportier from the outside as
be, eye-catchingly) off the horizon type
well, show to match the go, as it were,
water feature. This model is packed to
although the bling alloys on these cars
the gills. It has a 2 DIN, USB and Blue-
are an option.
tooth-ready audio system, complete 68
DRIVE M AGAZINE DECEM BER 2009
D r i v e F ea tur e Our AURA versions have the regular Safire lump, so they make 55 kW and 114Nm, and cost R130K. It still seems quite high as this one sees the tastier specs disappear – no ABS, airbags, techie audio system, or even rortier motor. It keeps the power windows, AC, and sportier colour-coded look though. When we climb in, it’s also clear that all of the dimensions of the Vista are larger than the regular Indica, so there’s quite a bit of cabin space in here. In fact the Indian officials who are out here for this launch are very interested to find out how comfortable I am, being something But, it is expensive, for an Indica, at
of a big bugger. Turns out the answer is
R140K. That safety comes at a price,
very. It’s pretty spacious in fact, in part
we suppose.
thanks to the height-adjustable seat
DR I VE M A G A Z IN E D E C E MB E R 2009
69
D r ive Fe a t ure
and steering column. So we head off on
German quality, and the lack of airbags
our drive.
is a little concerning at full speed, in the region of 160km/h, down some back
And find a little motorcar which is really
roads. But the car beneath you feels
not so bad to drive. It may put out very
quite faithful, and not like it’s about to
little power but because it weighs just
separate into components or anything.
over 1000kgs it isn’t uselessly immo-
It’s even fairly zippy thanks to that light
bile either. It gets pushed about quite
weight.
a lot by wind and definitely suffers a little from the somewhat jostly ride you’ll
It’s just that look-only IGNIS, in fact,
always have with lightweight, circa
which does bring up some build-quality
1000kg cars, but its competent overall.
concerns. You can see the bonnet-gap
Of course the materials inside aren’t
inconsistencies a veritable mile away!
70
DRIVE M AGAZINE DECEM BER 2009
D r i v e F ea tur e There
were
some
inconsistencies,
random gremlins, infecting the fleet of demonstrators as well it seemed. Chiefly, differences in tacho redline experiences (a few of us appeared to have a tacho from the planned diesel model installed). It is good that they have those active safety options available now. Parents buying first cars for young daughters and sons like to see that sort of stuff, given the dangerous situations that develop daily on our roads. It’s a shame the company saw fit to limit it to just the one, priciest model yes, but at least it is there, if you want it. It’s definitely also comfier for larger occupants, maybe even with a child or two Hopefully a rare Monday sample, and the reason it couldn’t actually join our convoy today. Inside the more upmarket seat upholstery and flashy radio manage to lift the interior tone, but will it be enough to take on the funkiness leaders in this class? Not being an outright expert in funk measurement I’m not sure, although still-tightening budgets may drive customers to their doors. Although that’ll usually be for a sub-
at the back. And a torquey little 1300 diesel motor will also soon be added to the range. But the hyperactive “Changes everything” tagline is a touch optimistic. In fact, the car changes very little at all. It may be a sound budget buy or first car, but it’s hardly class redefining.
Russell
100K Indica.
DR I VE M A G A Z IN E D E C E MB E R 2009
71
D r ive Column
O
ne of those bedrock components, an absolute lynchpin of motoring pleasure and a de facto standard feature of the modern automobile, is drawing it’s last breaths as we speak. The three-pedalled, manual H-pattern gearbox. Out like Sir Elton John. That very bastion of driving passion, excitement, and otherworldy performance Ferrari confirmed as much at the recent Frankfurt show, where it was naturally highlighting the gorgeous new 458 Italia. No manual ‘box will be made or offered on this model, period the dual-clutcher is the choice of the nextgeneration of petrolheads, apparently. Which adds one rather important name to the growing list of companies producing DSG-only sports models. The rampant GT-R from Nissan is, of course, 72
exclusively a double-clutch affair, the whole car having been designed around this bulky solution, and of course the current fastest top-speed in the world belongs to the DSG-equipped Bugatti. And even if they aren’t exclusive, just about every manufacturer has one in their high-performance range now and is seeing a strong uptake of the flappypaddle systems BMWs M3 has one, called DCT, Mitsubishis Lancer Evo (Still not in SA... why?) uses a setup called SST, and then naturally there are the DSG/R-Tronic twins in the VAG stable. They certainly do have their appeal, I’ll give them that. The seamless, neverending lunge towards the horizon in the big Nissan would undoubtedly be slower and a touch less surreal with distinct pauses on the action as the next cog is selected and engaged. And we DRIVE M AGAZINE DECEM BER 2009
D r i v e C ol um n
saw this pure performance effect first-
around. The big red beast, usually
hand recently when we tried to keep
cruising since it turns out that’s all it’s
up to a Mk6 GTI DSG with a 6-speed
really great at, pulled the gazes of a
manual Cooper S JCW. The two cars
huge heap of ladies. Mostly those lean-
are so closely matched in performance
ing into middle age, in fact.
terms that I could feel, following in the MINI, the Veedub gaining a metre or
But it wasn’t with desire or even partic-
so with each shift before the two cars
ular interest that they looked at us ped-
settled into their stations once again.
alling along. No, usually it was in bla-
It would’ve made all the difference in a
tant, slack-jawed and wide-eyed horror!
proper timed drag away from the Christ-
Even in eco-unconscious SA there are
mas tree.
plenty of people from the green fringe I suppose, and when they clocked our
This month I’ve been struck on a couple
ostentatious 6.0-litre gas-guzzler they
of occasions by how differently people
looked absolutely shocked that a cou-
can perceive the same car. How differ-
ple of male jerks could have the gall to
ent backgrounds, outlooks, life expe-
actually drive around, in public, in what
riences and even our social positions
is basically an obvious planet-killer of
can and constantly do affect the way in
note.
which we see the real, the physical, the
Of course there were those who could
simple fact of an object’s being.
appreciate the Ute better too, but sidelong glances of respect, admiration, and
It began when we had the Lumina DR I VE M A G A Z IN E D E C E MB E R 2009
even envy don’t quite stick in your mind 73
D r ive Column as much as a facial expression which
only read all about why we felt this way
simply shouts “Vulgar, selfish pigs!”
next month, when the new 3 MPS takes
without saying to much as a word.
on some stiff competition, in the new MINI Cooper S JCW, and VWs iconic
They’re right, of course, in a way. Pay-
Mk6 incarnation of the GTi.
ing that price in fuel bills for that little outright performance isn’t sensible at
And finally, the R8 V10. Nothing and no-
all. But is it really necessary to react as
body was spared this ruthlessly sculpt-
if we’ve just retracted the cooling rods
ed assault on our artistic senses. Guys
but manually cranked output around to
gawped at the richly layered V10 and
160% at Koeberg? We weren’t actual-
over-300km/h potential of the thing, la-
ly, actively punching baby penguins in
dies by what really should be consid-
their little beaked faces or anything.
ered the shape of supercar modernity, and every one rich, poor, young and
Then the new Mazda 3 MPS arrived,
old – and yes even those same stern
a car which split our office down the
greenies who hated the Lumina – were
middle with polar opposite opinions.
just sucked in by the obvious passion
The sort of discussions which cannot
of the thing.
be brought to a compromise, where no middle-ground exists. And the dividing
Which leads us to conclude that the
line appeared to be pure gender. The
most beautiful car in the world is, like
ladies adored this thing, the handsome
any question of beauty, an entirely per-
new face and tricksy red “flip” paint-
sonal decision. You either “get” a look,
job gaining it the accolades “cutie” and
a shape, or you don’t. Which is why so
“baby”. They instantly thought it should
many motoring manufacturers survive
take the podium in any group test it
after all – everyone has different tastes,
might take place in.
needs, and wants in their cars. And you
The guys had to disagree though. While
fall for those cars that provide just the
we were similarly enamoured of her
right mix of these elements which, in
looks, her underlying engineering was
your uniqueness as a perfect, most
our problem, and we couldn’t get past
value.
this knowledge to enjoy the handsome exterior once again. I’m afraid you can 74
Russell DRIVE M AGAZINE DECEM BER 2009
D r ive Column
W
e live in what can only be described as a lawless society. One of the biggest gripes amongst road users is the fact that people don’t stop at red traffic lights anymore. Sure the fact that the traffic police would rather spend their time sitting behind a camera instead of policing is a factor but it goes much deeper than that.
too many sets of lights. I have seen working traffic lights at a junction where the joining road is behind a locked gate. This is one of the few occasions where the traffic police sit and book motorists for not stopping at these completely pointless lights. Metro police always seem to be available when there’s easy money to be made. There appear to be traffic lights literally at every street corner in urban areas, with the possi-
It is not uncommon to be at a set of
ble exception of where they are really
lights and even after the lights in your
needed.
direction have gone green, you still have to wait for 2 cars in the other direction.
The second problem is that the lights
It is without doubt annoying and often
are phased so poorly that once you
leads to a serious accident. It is easy to
have stopped, you sit for ages while
get on a soapbox and call for harsher
the lights go through their 3 or 4 phas-
penalties for red light ignorance but to
es. The lights are sequenced for the
solve the problem we need to assess
morning and evening rush but the se-
why people act the way they do.
quence doesn’t change at other times of the day. As a result you often sit at
The first problem is that there are just 76
the lights waiting for nothing at all. DRIVE M AGAZINE DECEM BER 2009
D r i v e C ol um n
So now let us look at the human fac-
it is and if we look at, for example avia-
tor. As one drives around on their daily
tion, human nature is the basis for de-
business, usually running late because
signing systems and procedures.
of the miserable traffic situation, every time you get going, the lights change
The answer is of course to use rounda-
against you and you have to anchor on
bouts particularly on high-speed roads
and stop. Get going again and within a
like dual carriageways. Here in South
very short distance, the same happens
Africa we don’t seem to be able to un-
again. Each time having to sit for what
derstand roundabouts but then surely
seems like an age.
driver training is what is seriously lacking.
By the time you get to the umpteenth set of lights, stressed about being
On the other hand perhaps if we had
even later, as the lights change to or-
competent traffic engineers, the lights
ange you think, “I have had enough of
could be sequenced correctly and the
all this stopping”, and zoom through.
traffic would flow. After that, we could
Even when you are not particularly
get our traffic police away from their
late, some sets of lights take so long to
revenue generating cameras and po-
go through the sequence that if you get
lice situations that are genuinely dan-
there as it goes orange, you just keep
gerous. I’m not holding my breath.
going knowing that if you do stop you are going to be there for all eternity. It’s
Steve
wrong I know but human nature is what DR I VE M A G A Z IN E D E C E MB E R 2009
77
M
ale PMS is not something you hear discussed every day, but that doesn’t mean that the phenomenon doesn’t exist. It’s not cyclical and has nothing to do with the moon, and while for some men it’s a state that never really comes into play, for others, it’s whats life is about. Power. Money. Sex. Add some wheels to it, and you’ll get the Mercedes-Benz S63 AMG, a car designed with four key criteria: exclusivity, dynamism, effortless superiority and high tech.
D r ive Te st Since the introduction of the first Mer-
370Nm more torque and costs half a
cedes-Benz S-class in 1954, it’s been
million Rand more. But that’s a whole
considered the quintessential luxury
different story.
car; a surefire way to announce to the world that you have in fact arrived.
The latest S-class benefits from a
Looking at our country’s monthly ve-
number of enhancements but in es-
“Power. Money. Sex. Add some wheels to it, and you’ll get the Mercedes-Benz S63 AMG...” hicle sales, it’s also evident that more
sence remains a face-lifted model. The
and more people are in fact arriving:
S63 AMG now sports a new, more pro-
Mercedes-Benz manages to shift an average of 25 S-classes every month. Also take into consideration that South Africa is one of AMG’s five largest markets globally and that 8 000 of these AMG S-classes have found a home since the latest design hit the roads three years ago, making it the undisputed market leader in the small yet highly-exclusive high-performance luxury saloon segment. Thanks to my still inexplicable penchant for gargantuan vehicles, even I have fallen prey to the S-class’s charms, and especially so in AMG trim. Mind you, the S63 AMG we tested is not the top model in the range – there’s also an S65 AMG that has 64kW more power, 80
DRIVE M AGAZINE DECEM BER 2009
Dr i v e T e s t nounced arrow-shaped radiator grille
of a double “C” also give the S-Class
with a new front apron that incorpo-
an unmistakable appearance from be-
rates
striking AMG-
“While it’s certainly striking, 52 driving lights and two LEDs may just be a tad transverse air outlets excessive and – dare I say – on each side. Further tacky” striking features inspecific LED daytime
clude the “6.3 AMG” lettering on the
hind. While it’s certainly striking, 52
front wings and redesigned exterior
LEDs may just be a tad excessive and
mirrors.
– dare I say – tacky. LED overkill, as a close friend described it. I do however
New tail lights with 52 LEDs in the form
DR I VE M A G A Z IN E D E C E MB E R 2009
love the AMG sports exhaust with its
81
D r ive Te st
two chromed twin tailpipes and the 19-
pear every bit as exclusive as the high-
inch AMG multi-spoke wheels painted
tech package the exterior promises,
titanium grey with a high-sheen finish.
especially behind the wheel. The cars
Especially on our Flint Gray test model,
extensive range of standard equipment
the car looked elegantly purposeful.
includes PASSION leather appointments with natural leather in the seat
The S63 AMG’s interior furnishings ap82
side bolsters as well as AMG sports DRIVE M AGAZINE DECEM BER 2009
Dr i v e T e s t seats with climate control, massage,
the rear passenger space disappointed
multi-contour and dynamic handling
slightly though, even with the seats as
function at the front.
far back as possible – and neither the front or rear passengers were anything
Ample use of trim elements abound,
close to Russell’s 7-foot frame.
which in our test model
includ-
ed olde worlde wood trim and the
AMG-spe-
cific
analogue
clock
with
IWC
an
design.
While both these
“These niggles fade into obscurity though once you turn the key fob and the V8 grumble envelops you like the waft of a Cuban cigar.”
features are in-
These niggles fade into obscurity though once you turn the key fob and the V8 grumble envelops
you
like the waft of a Cuban cigar.
tended to add to the luxurious ambi-
Fitted with a high-revving 386kW AMG
ance of the cabin, neither really tick-
6.3-litre V8 naturally aspirated engine,
led my fancy: replacing the wood with
it develops 630 Nm of torque and is ca-
a brushed aluminium and moving the
pable of accelerating the S-class to 100
analogue clock to a digital position on
km/h in 4.6 seconds. The acceleration
the main display would’ve been much
is a feeling that’s utterly indescribable,
better, especially since it detracts too
really, especially because the S63 is a
much attention trying to tell the time on
consummate cruiser most of the time.
the small analogue device.
Taking off in a Boeing comes close though, but sadly the AMG is limited to
Our test model also sported optional
only 250km/h.
luxury rear seats (R8 200), an optional Harman Kardon Logic 7 Surround Sound
Getting there happens by means of the
rear passenger entertainment system
AMG SPEEDSHIFT 7G-TRONIC gear-
(R10 000) and an optional refrigerator
box with DIRECT SELECT gearshift
built into the mammoth boot (R12 000),
through AMG aluminium shift paddles
accessible through an opening between
on the new AMG sports steering wheel.
the two rear seats. On a 300km road trip
While making gearshifts even quicker,
DR I VE M A G A Z IN E D E C E MB E R 2009
83
D r ive Te st the paddles are positioned too close
The driving experience is further height-
to the steering wheel and I often found
ened thanks to the Direct-Steer system
myself clutching them when not making
that, with its variable ratio depending on
use of the DIRECT SELECT function.
steering angle, helps to ensure a more
Fuel consumption and carbon emis-
direct response when cornering, and
sions have been reduced by 3%.
therefore more responsive handling.
Keeping all that manic power in check
Based on the ADAPTIVE BRAKE sys-
are a number of superbly advanced
tem, the AMG high-performance brak-
driver aids. The S63 AMG rides on
ing system continues to provide opti-
an AMG sports suspension with Active Body Control (ABC) that provides crosswind stabilisation as standard equipment for the first time, effectively compensating for and, in the case of strong gusts, reducing the influence of crosswinds to a minimum by adjusting the wheel load distribution within milliseconds, using the yaw-rate and lateral acceleration sensors of the Electronic Stability Program (ESP). Also making up the standard equipment on the S63 AMG is the new Torque Vectoring Brake, an additional feature of the ESP. When cornering, brief direct application of the brakes has an effect on the vehicle’s inner rear wheel so that the car corners precisely and under control at all times, noticeably improving responsiveness but also active handling safety in critical conditions.
84
DRIVE M AGAZINE DECEM BER 2009
Dr i v e T e s t mum fade resistance, deceleration and
You can literally be as safe as a house
sensitivity. The front axle features a
in the S63 AMG – should you tick the
double floating brake caliper that com-
options list – as unrivalled combinations
bines the advantages of a sliding-cal-
of innovative camera and radar-based
liper disc brake (reduced heat transfer
driver assistance systems are available.
to the brake fluid and clear advantages
These include the ATTENTION ASSIST
in terms of comfort thanks to the brake
drowsiness detection system, Adaptive
lining guide mechanism) with the effi-
Highbeam Assist, Lane Keeping Assist
ciency of an extra large fixed calliper
and the PRE-SAFE Brakes which are
brake.
linked to the proximity regulating ra-
DR I VE M A G A Z IN E D E C E MB E R 2009
85
D r ive Te st dar and intervene independently in the
complement of available features at a
event of an impending accident to act
measly R23 000 extra.
like an invisible crumple zone. Night View Assist Plus with infrared camera
Spending R1.5 million on a car is some-
also features a novel pedestrian detec-
thing a precious few of us can do on
tion system.
a regular basis, if ever. If you’ve come this far, it’s undeniable that you’ve got
The Brake Assist PLUS and DISTRON-
Money and the Mercedes-Benz S63
IC PLUS proximity control support the
AMG nonchalantly adds the Power
driver in the event of emergency brak-
and the Sex to the equation. I certainly
ing. The PRE-SAFE positioning func-
don’t have that kind of money, but the
tions and NECK-PRO luxury head re-
S63 AMG is undoubtedly the automo-
straints in the front make up the full
tive epitome of male PMS.
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DRIVE M AGAZINE DECEM BER 2009
Dr i v e T e s t The styling is aggressive to the point of
It is however a car I genuinely – desper-
being subtly sexy. The lines are classi-
ately – wanted to love, and when you
“It is however a car I genuinely – desperately – wanted to love, and when you love something that much, the subtle flaws transform into acceptable quirks.” cally stylish with just enough LEDs front
love something that much, the subtle
and rear to keep the general look from
flaws transform into acceptable quirks.
being trashy. The speed is blistering at
As its bright LED taillights disappeared
full throttle and the handling exhilarat-
around the corner, leaving me power-
ingly precise, but equally suave and
less, broke and undersexed, I involun-
sophisticated when simply cruising. It’s
tarily found myself humming that clas-
luxurious and elegant inside with eve-
sic Joni Mitchell song. Oh Lord, won’t
rything you can possibly need. It is in-
you buy me a Mercedes-Benz…
deed Sonderklasse.
Christo But, importantly, it’s not perfect.
Drive Vitals
Mercedes-Benz S63 AMG
Engine
6.2-litre petrol V8
Power
386kW@6800rpm
Torque
630 Nm@5200rpm
0-100km/h
4.6 seconds
Top speed
250 km/h (very limited)
Price
R1 590 000
DR I VE M A G A Z IN E D E C E MB E R 2009
87
A
lfa Romeo as a brand can hardly be classed as a volume seller in South Africa. An Alfa has always been seen as a car that you buy with your heart not your head. Alfa is the defacto Italian car that puts style ahead of practicality, driving experience ahead of outright performance figures.
D r ive Te st The MiTo is no exception in terms of
crossed over into the love-it camp. Tak-
styling - love it or hate it, you have to
ing its styling cues from the 8C Com-
admit that it has character. You certain-
petizione, the MiTo doesn’t have the
ly won’t be driving through a city with-
instant family feel of its larger siblings.
out being noticed. So many cars these
Nevertheless, it is still very obviously
days look as though they were carved
an Alfa.
from a cube of butter and the butter has started to melt so that you can’t tell one
Facts n Figures
from another. Not so with the MiTo.
For the asking price you get a car that
Styling
is certainly not light on equipment but neither is it what you would call fully
Styling divides opinion, there are those
loaded. Have a look at the options list
that love the MiTo and those that hate
though. Once specced up, the MiTo is
it. There are very few fence sitters al-
much better value than the base mod-
though several initial doubters have
el. Spec up a german hatch and you’ll
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DRIVE M AGAZINE DECEM BER 2009
Dr i v e T e s t
spend months convalescing from open
the years. The performance isn’t mind
wallet surgery. Not so with the MiTo,
blowing but it does feel spritely and
add some extras like Bluetooth, climate
the turbo ensures solid torque right
control, auto lights and Bose sound and
through the rev range. Turbo engines
the list price goes up to just R265000.
suffer from that old phenomenan, tur-
Compared with say a 1.4 TSI Golf it
bo lag. The MiTo does of course have
starts to look like a bargain.
the same problem but it manages the
Performance
lag well and it is hardly noticable on the daily commute. Racing starts away
The MiTo uses the 1.4 turbo mill bor-
from the lights are really the only time
rowed from Fiat. An engine that has
that it bogs down a little.
been around since the old Uno Turbo but obviously significantly refined over DR I VE M A G A Z IN E D E C E MB E R 2009
Most surprising for a small car is the 91
D r ive Te st
ride which is exceptional. The car cruis-
Normal or All Weather. Dynamic mode
es along without a hint of road or wind
stiffens up the susspension and the
noise. Our test car had no rattles and
steering response whilst remapping the
really gave you the impression of sit-
engine management for performance
ting in an expensive car. Clearly recruit-
driving. In Dynamic mode the throttle
ing a quality control expert from BMW
response is quicker but the steering
is starting to pay dividends.
can get a little unsettled by rough road surfaces. The throttle response is a bit
Uncommon for a car in this class is
too urgent when you are stuck in traffic
the Alfa D.N.A system, which changes
but then you can just switch it back to
the dynamics of the car at the flick of a
Normal – even on the move. Dynamic
switch. D.N.A is really just an abbrevia-
does really come into it’s own on roads
tion of the modes available, Dynamic,
like mountain passes though.
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DRIVE M AGAZINE DECEM BER 2009
Dr i v e T e s t
saying that they want one, particularly the younger generation. The MiTo is certainly the king of cool compared with it’s rivals and is without doubt the car to be seen in on a University Campus. Small Alfas have always been appealing particularly to the wannabe Ferrari drivers - and there are a lot of them.
Economy Italians have never really been too concerned about fuel consumption, and they pay more for petrol than just about any other nation. The old theory was that you can extract extra power from a small engine by allowing it to drink fuel. Nevertheless, the MiTo is not too thirsty, returing an average of 8 litres per 100 kilmeters. Even in lead foot mode it stayed under the 10 l/100km Normal mode works well for day-to-day
mark. The tank does unfortunately hold
driving. You don’t lose any power, it’s
a mere 45 litres so you will be visiting
just that throttle response is a bit more
the pumps fairly regularly.
lazy. The suspension and steering are far more suited to a comfortable ride.
Emotional value
The All Weather mode doesn’t seem to
As I mentioned earlier, an Alfa is gen-
feel any different from the Normal mode
erally a purchase made with the heart.
and since it didn’t rain much while we
You really need to appreciate the Ital-
had the car, we simply ignored it.
ian design philosophy. There are very few Alfa owners that bought their cars
Desirability
because it just looked like the reasona-
The MiTo is desirable, make no mistake.
ble car. Alfa owners tend to be passion-
It amazes me how many people keep
ate about the brand and are often seen
DR I VE M A G A Z IN E D E C E MB E R 2009
93
D r ive Te st
94
DRIVE M AGAZINE DECEM BER 2009
Dr i v e T e s t wearing branded jackets and caps. I
colour coded to the exterior. You just
remember someone asking me if he
don’t get that on run of the mill small
should buy an Alfa, influenced by my
cars. The little MiTo makes you feel
enthuisiasm. I told him to ask himself a
special every time you slide into the
couple of questions. “Do you ever walk
driver’s seat. Interestingly enough, I
away after parking your car and then
loaded four adults into the car and the
stop, turn round just to have another
back seat passengers commented on
look at it?” “Do you ever go home the
how much legroom and headroom they
long way just to spend more time driv-
had. The MiTo does have a Tardis like
ing, preferably on a twisty road?” If the
quality.
answer is no, an Alfa may not be the car for you.
Conclude The MiTo is not only cool and fun to
Interior ambience
drive but it seems that Alfa have ad-
Sitting in a MiTo is a pleasant experi-
dressed their build quality issues of old.
ence even when you are not actually
Now here is an Alfa that you can buy
moving. The dual-clock instrument bin-
with your head as well as your heart.
nacle harks back to the old Alfasud. The carbon fibre effect dash is actually
Steve
Drive Vitals
Vehicle Name
Engine
In line 4 cylinder
Induction
Turbo
Capacity
1400cc
Power
114kW
Torque
230 Nm
Kerb weight
1145 kg
Driven wheels
Front
0-100km/h
8 Seconds
Price
R 245 200
DR I VE M A G A Z IN E D E C E MB E R 2009
95
D r ive Te st
A
h the little MiTo. Had a lot to try and live up to.
when you start driving hard, things like that. Sort of made the lovely raspy engine note, velvety but alert ride and old-
Thing is, the latest crop
school classy cabins a bit pointless to
of Alfas, and I’m still fairly
me, although my old publisher who is
young so I’ve only really driven stuff
let’s say less hardcore than I admitted
from the 147, even a couple of 155s
a few weeks ago, the Brera was one
type of era. Had a whole string of Q4 3.2
of his favourites of his association with
models – Brera, Spider, 159. All dread-
Drive magazine.
ful cars suffering identical catastrophic foibles. Five-seven rev-limiter in first,
So the MiTo has quite a lot of heritage,
safety electronics that all run and hide
passion, and raw expectation to make
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cleared from the throaty exhaust. The headlights are atroscious. And under
At first it wasn’t doing it. The
severe duress the Q2 differential does
base-spec isn’t exactly over-
sound like it’s about to come off. But it
flowing with goodies for the
doesn’t.
price, although the be fair a generously-specced
exam-
And it gives you such a plucky drive eve-
ple wouldn’t actually cost that
ry time... All right in the Normal mode
much more (circa R40K ful-
the steering was way too light and the
ly-equipped), so that’s nice.
throttle not sharp enough, but just use
But at first its looks gave me
the lovely ally selector by your knee
no more shivers than the lat-
to go up into Dynamic mode and you
est Fiesta, and that’s bad.
get meatier steering, tauter responses (sometimes a touch too taut), a more
It’s a bit of a grower though,
positive throttle response and even a
the MiTo. After my allotted
thick wodge of bonus torque. For a to-
three days in it, before faith-
tal of 230Nm. From a 1.4.
fully turning it over to genuine, lo0ng-term Alfisti Steve,
It’s brilliant. Who needs clever but ex-
I didn’t want to give it back.
pensive twincharging when you can
The good stuff I found:
achieve this much with “just” a turbo?
It didn’t break, even trawling the backstreets of JHB after dark behind the over-portly rump of the 308CC, everything remained working. Even when, gasp, driven rather enthusiastically it all hung together. But it wasn’t boring and characterless either. After a hard thrash the night before for instance, the cockpit did fill with the heady brew of unburnt petrol being DR I VE M A G A Z IN E D E C E MB E R 2009
And once you’ve connected with the MiTo, it starts to look sensational. And nothing like other cars in its class. Even at R241 000 (plus R1800 for paint, apparently optional), it’s worth it. And it’s a new, modern car which actually delivers that Alfa magic motoring wordsmiths spin of the days of yore while bowing to the environmentalist leanings as much as is necessary. 97
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W
hen we asked Honda for their biggestengined, most grunty, lairiest Civic available, we were a little confused when the 2.2 CTDi arrived at our Kempton office...
DR I VE M A G A Z IN E D E C E MB E R 2009
99
D r ive Te st Unfortunately they don’t have Type
– 340 versus 174. And let’s not forget
Rs, or even Championship Whites
the affect of the turbo at our operating
available in the press fleet this long
altitude here on the Highveld!
after the launch of the model, and a quick browse through the specs of our
Both models will run to a claimed top
oil-burning model revealed that, in-
speed of 205km/h though, and the
deed, this is the pokiest of the selec-
CTDi is quicker in the sprint to 100, al-
tion. All right, claimed maximum power
beit barely according to the manufac-
is identical to that of the next one down,
turer’s sea-level claims – 8.6 compared
the 1.8-litre petrol, at 103kW, but the
to 8.9 seconds. But of course, there is
torque of course is just about doubled
the fuel economy, right? The high-tech
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DRIVE M AGAZINE DECEM BER 2009
Dr i v e T e s t 1.8-litre petrol four is itself impressive-
to summon impressive shove without
ly frugal, Honda claiming 6.7 l/100km,
registering at all on an emotional scale.
but the diesel blasts this out of the wa-
It is in fact a rough-sounding diesel
ter with an amazing 5.3 for the same combined cycle, depite 400 ccs more cubic capacity and a great big blower! On real roads, this
sort
“...a quick browse through the specs of our oil-burning model revealed that, indeed, this is the pokiest of the selection.”
of
differential doesn’t really
engine despite plenty of clever Honda
hold up. Yes, the CTDi is
modernity under the hood – it clatters
astonishingly light, but call
and wheezes and runs out of puff long
on all 340Nm, the turbo
before the red line. In fact the delivery
blowing hard to produce
is peculiar. There’s nothing below 2000
this twist, and that figure
rpm, then suddenly all that twist arrives
rapidly worsens. While the
in a massive swell, then goes away
nat-asp petrol we group-
again at about four thou on the dial.
tested against Cruze and Mazda this month didn’t
What surprised us the most however
really seem to care where
was the interior. Honda has a reputa-
our throttle foot was posi-
tion in the industry, for superb build
tioned. In the end we were
quality at a reasonable price. But our
averaging
l/100km,
high-mileage diesel example contra-
with liberal application of
dicts this perception thanks to creaks,
the right foot, while “our”
squeaks and rattles from the dashboard
petrol example was peak-
that a far cheaper car could wipe away
ing at 8.6.
as “character”. But the Civic is butting
8.4
against the R280 000 mark. Even the The diesel is undeniably quicker though.
plastic outcropping which the gearlever
And yet, as is normal with cars pow-
is mounted to regularly moves about
ered by this fuel alternative, manages
– and the resultant plastic on plastic
DR I VE M A G A Z IN E D E C E MB E R 2009
101
D r ive Te st keeps dust off it, is shocking when there’s any sun filtering into the cabin, your
rendering
all
instruments
irrelevant. Bar the speedo of course, which is mounted on the second tier further up the dash, and the Economy LEDs surrounding scraping where this addendum meets
the speedo.
the fascia itself is particularly disconcerting.
The diesel model is pretty comfortable nonetheless, if quite tight for larger
While we’re on the interior, the space-
drivers. Being pretty much the range-
age layout has had plenty of time
topper in price, it includes all the mod-
“While we’re on the interior, the space-age layout has had plenty of time to grow on us now. But it hasn’t.” to grow on us now. But it hasn’t. It’s
cons Honda has available for the car.
passed right through from “New, inter-
So the seats are in leather as stand-
esting, but peculiar” straight to “Aging,
ard, there’s climate control, electric
dated, and still peculiar” without ever
windows and mirrors, heated seats (al-
going through “Actually working pretty
ways pleasant), and Honda’s acclaimed
well once you’re accustomed to it”.
6-speed manual ‘box.
That dual-level dashboard, especially
However the heavier-than-normal en-
the raked clear plastic screen which
gine out front doesn’t do the dynam-
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Dr i v e T e s t ics any favour, especially at the front
petrol model was very difficult to get
of course, which is already quite keen
above 8 l/100km. It’s also just as well
to understeer even with smaller, lighter
specced, so basically you’re paying
petrol engines out front. In the diesel
the premium here for the perception of
it ploughs-on even sooner if you have entered a corner slightly
“Trust us. Don’t do it.”
too hot.
enhanced eco-credentials, but it’s just that – a perception. So the only reason
Of course drive within its limits and it’s
to go this way is if you must have that
quite competent. But the combination
lowest possible 0-100km/h time without
of the safety-spec chassis, dull engine
stretching all the way to a Type R.
note and flat torque curve beyond 2000 rpm create a vehicle which is terminally
Trust us. Don’t do it. A Type R is not
dull to drive. At least the revvy 1.8-litre
that much more expensive, and if it’s
petrol has some aural fire in its belly,
performance you want, it’s the model
even if Honda claims put it 0.3 seconds
you must buy. Otherwise stick to the
slower than this car. Of course, here at
petrol, it’s marginally sharper dynam-
altitude, the gap is much larger, and the
ics and even more frugal consumption
diesel would run away from the petrol
make the extra money impossible to
in a drag race.
justify.
Surprisingly though it wouldn’t really
Russell
be any more economical – the i-VTEC
Drive Vitals
Honda Civic 2.2 i-CTDi
Engine
2.2-litre turbodiesel
Power
103kW@4000rpm
Torque
340 Nm@2000rpm
0-100km/h
8.6 seconds
Top speed
205 km/h
Price
R289 900
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T
he upgraded Toyota Prius is not a car normally associated with passion, at least not of the motoring kind. If you’re passionate about saving the ice shelf, polar bears or rain forests, then one would expect the environmentally friendly Prius to stir up emotions. But I was surprised at the depth of feeling, purely on a motoring level, that the Prius provoked when I brought it home. It almost caused a fist-fight in the driveway.
D r ive Te st As it happened we had a lot of rela-
We saw before our eyes how the Prius
tives visiting at the time. One of them,
touched a heart that, until then, had
admittedly a Toyota Hilux fan but oth-
hardly seemed to notice cars except as
erwise almost completely uninterested
a means of getting from one place to
in motoring matters, couldn’t get over
another.
the Prius. He was in ecstasy over what he saw as its long sleek aerodynamic
An equally enthusiastic relative entered
lines, the supernaturally silent engine,
the discussion, but from the opposite
clever hybrid technology mating elec-
direction. The car, she said, could not
tric and petrol power, the spacious in-
be more hideous, adding that it looked
terior including the huge boot ‌ what
like a Ford Focus that had been dipped
could be more perfect?
in the ugly bath, or words to that effect.
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The styling, she added, was just plain
tio and offering them cups of tea “met
nasty, and the feel of the Prius – the
eish” or other soothing substances.
thinly metalled doors, for instance - fell squarely into the cheap sector.
There was one particularly interesting difference. Two of the people on op-
Someone else scoffed at the Prius’ fuel
posite ends of the schism were young
economy and green credentials, saying
women, both intelligent and articulate.
that small diesels could do as well in
One could hardly bring herself to look
“We saw before our eyes how the Prius touched a heart...” terms of litres per 100km while other
at the Prius. The interesting thing is
alternate-energy vehicles were friend-
that she had previously been exposed
lier to the environment.
to a lot of expensive, beautiful vehicles, through links to the motor industry.
Factions were soon formed and comments flew thick and fast. We had to
The other specially asked to come along
calm matters by ushering people to
for a ride to the shops, so fascinated
separate sections of the backyard pa-
was she by Toyota’s green meanie.
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107
D r ive Te st Her own exposure to fancy cars was more limited – by her own admission she had never sat in a new car before. So
maybe,
just
maybe, a lot of the anti-Prius sentiment comes simply from petrol-head
aficio-
nados of what we at Drive would call real cars. In other words, they simply don’t like even the idea of a vehicle so focused on saving fuel and the environment that it is prepared to give up the things that
It did not take too long before these re-
stir drivers’ souls – rip-roaring perform-
strictions were removed and South Af-
ance, sexy lines and raucous exhaust
ricans were able to buy a Prius. Sure,
notes.
they show no signs of following the trend in California and becoming big sellers.
After all that, what do I think of the car? I
Conditions here are not the same –
must admit to liking the first Priuses when
there is not yet any tax incentive, or the
they came to South Africa a few years
sort of easier inner-city access for hy-
ago. At that time they were hampered by
brids that one finds in Europe.
some odd conditions – they could only be leased, not bought, and they could
But the new Prius is a big advance on
not be driven on gravel roads.
the ones we first saw in South Africa
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Dr i v e T e s t where you can read useful info (such as your speed) on the windscreen in front of you, without having to move your eyes to the centrally situated instrument panel. You also get automatic rain-sensing windscreen wipers, seven airbags, heated front passenger seats, a park-assist system with a camera and screen showing what is behind you when you reverse,
pop-up headlight
cleaners, satellite navigation … you’re getting a lot more than the approval of the environmentalists here. Toyota have also upped the petrol engine, from a 1.5-litre to a 1.8-litre that puts out 100kW (24% more than before). The electric motor, too, has increased power by 20% to 60kW and when the electric and petrol motors work together under hard acceleration four years ago, quite apart from the fact
there is nothing wrong with the Prius’
that you no longer need to stick strictly
get up and go. Top speed is a claimed
to tarred roads.
180km/h and the 0-100km/h is between 10 and 11 seconds.
Naturally for cars costing between R326 200 for the Advanced model and R370
The Prius is at its best in stop-start traf-
000 for the Exclusive, the Prius comes
fic where the electric engine can work
with electric windows, power steering,
without calling on the petrol engine
air con, audio, and ABS. As they say on
for help. There is even an electric-on-
the TV ads, there’s much more.
ly mode (press a button on the dashboard) but this will take you only 2km,
You get a rather sexy heads-up display, DR I VE M A G A Z IN E D E C E MB E R 2009
at a maximum speed of 50km/h. Then 109
D r ive Te st
the petrol motor will come in, both to
charged by energy from the brakes, the
charge the battery and to help move
same principle being used in some of
the car along.
this year’s Formula One GP cars.
You can also choose a power mode for
Contrary to what some people think,
maximum punch and an eco mode, said
you don’t plug the Prius into the mains
to improve fuel economy by 15%.
at night or between journeys. It is completely self-sufficient and that, in my
Apart from the petrol motor being used
mind, gives it an edge over a purely
as a source of energy, the battery is also
electric car which, in South Africa, will
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Dr i v e T e s t have to rely largely on getting its en-
both eerie and awesome.
ergy from coal-fired power stations. The Prius, for all its clever technologiToyota
claims
fuel
economy
of
cal innovation, will remain an oddity
4.1litres/100km and while I did not do
and a rarity on South African roads for
as well as that I did see figures below
some time to come, as much for the
5litres/100km, something I have, until
unusualness of its motive power as for
now, achieved only in Nissan’s diesel
its price.
Micra, a far smaller car. While it might not quite represent the The most striking thing about the Prius,
future of motoring, it is a significant part
still, is that if the battery is fully charged,
of the journey along that road.
there is no sound of the engine starting up. You get behind the wheel, press the
PS: The new Prius has been named as
Start button, and a “ready” sign comes
one of the eight finalists in the Car of
up in the instrument binnacle. Slip the
the Year contest run by the SA Guild of
car into Drive or Reverse using the lu-
Motoring Journalists and WesBank.
minous green gear knob, The feeling of driving away in complete silence is
Bruce
Drive Vitals
Toyota Prius Gen 2
Engine
1.8-litre Hybrid Synergy Drive
Power
73kW (petrol) + 60kW (electric)
Torque
142 Nm (petrol) + 207 Nm (electric)
0-100km/h
10. 4 seconds
Top speed
180 km/h
Price
R326 200 (Advanced)
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DR I VE M A G A Z IN E D E C E MB E R 2009
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D r ive Te st
Opening statement
fourth gen model enjoyed much success
The Honda FireBlade has been around
on the racetrack winning, among oth-
since 1992 and is regarded as the first
ers, both British and World Superbike
of the modern superbikes. By the time
championships. Unfortunately though
the FireBlade reached its fourth incar-
the ‘Blade was being beaten up by it’s
nation, it had put on some middle age
rivals in group tests and you didn’t want
spread, lighter than the original but much
your mates running away from you on
heavier than the model it replaced. The
the road just because James Toseland was winning on the track. No, it was time for Honda to get the
FireBlade
back to the spirit of the original and that’s exactly what they did. Although
when
it
was launched the new ‘Blade was widely
criticised
for its unattractive looks,
it
looked
like it had been whacked on the front with a shovel, it was an aerodynamically superior design. Since the launch though, we have gotten used to it and some in114
DRIVE M AGAZINE DECEM BER 2009
Dr i v e T e s t cluding myself even find it attractive
differences really were. All of you track
particularly in race rep livery. It is how-
riders that believe ABS and Sports bike
ever a design that needs a good col-
are words that should never appear
our scheme to enhance it. Our orange
in the same sentence can put those
Repsol rep looked spectacular but the
thoughts right out of your minds. The
dark blue and silver is a little bit under-
system doesn’t act like a nanny state
stated.
safety fascist continually spoiling your
To ABS or Not to ABS that is the question
fun. In fact as far as braking goes, you would be hard pressed to even notice that the ABS is there at all. If anything
In the interest of safety though, Honda
the ABS model has better initial bite and
have added Combined Antilock Brakes,
overall feel. The only time it does get a
as an option, which does add 11 kilos
bit nanny state on you is when you want
to the weight and 10 grand to the price.
to impress your friends with a stoppie.
“All of you track riders that believe ABS and Sports bike are words that should never appear in the same sentence can put those thoughts right out of your minds.” Now Sport bike riders usually turn their
The combined braking system works at
noses up at ABS systems and for good
keeping the back wheel on the ground
reason. In the past ABS on a motorcycle
for stability, which is a good thing. But
was over sensitive, intrusive and had
if you are the kind of rider that likes to
to be disabled for track riding. Honda
spend time on one wheel, it will have to
must be confidant with their system to
be the back one.
have added it to their flagship superbike without even so much as an on off
Yes the non-ABS bike is quicker off the
switch.
mark and slightly more agile but that’s as a consequence of the 11 kilo weight
We got hold of both an ABS as well as
difference. Overall though, I found the
a “standard” FireBlade to see what the
ABS bike more satisfying to ride. Both
DR I VE M A G A Z IN E D E C E MB E R 2009
115
D r ive Te st bikes are phenomenal on the track but
range which takes a bit of getting used
the extra weight means that you have
to. It does however pull cleanly and ea-
to work with the bike a bit more and at
gerly right from 4000 until the rev limiter
the end of a session you feel a huge
curtails your enthusisam. The gearch-
sense of achievement. I guess I’m just
ange is quick and precise and together
one of those strange people with maso-
with an incredibly lightweight clutch it’s
chistic tendencies.
quite easy to get the front wheel off the
Performance
gournd – unintetionally – changing betwween first and second, particularly
The FireBlade is properly fast . 160Km/h
when pushing hard. In fact when racing
in first gear before topping out just short
an Audi R8 on the Non-ABS bike, I had
of 300 and that’s only because of a Gen-
to roll of to put the front wheel down –
tlemans agreement between manufac-
and then still stayed ahead of the car.
turers to limit the top speed of Superbikes to 299 Km/h. There is definitely a
Ride and handling
dead spot right at the bottom of the rev
I found the riding position a little bit un-
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Dr i v e T e s t
comfortable for my 6 foot frame. It feels
wheel and the riding position is perfect
like the pegs are too far forward but that
for hanging off through corners. Climb-
is easily cured by fitting rearsets which
ing across from one side to the other
are in most peoples eyes must have
through the Esses is peotry in motion.
accessories anyway. The bike feels
The ride which is hard works brilliantly
small, more like a 600 than a 1000 and
on the track but does tend shake your
that makes it less comfortable in traffic.
bones on some of this countries rough
Take it out onto the open road though
roads. You can of course adjust it to
and it takes on a whole new character.
suit your own riding but I prefer a more
We only managed a few laps of Kya-
track orientated setting so I left it as it
lami but on the track you start to feel
was. The Monoblock callipers provide
that everything is just the way you want
probaly the best brakes on a modern
it. Your weight is nicely over the front
superbike both in terms of braking ef-
DR I VE M A G A Z IN E D E C E MB E R 2009
117
D r ive Te st
ficiency and feel.
Equipment
You do get a trip computer but it is a little bit fidly and at high speed, the display is difficult to read. All of the infor-
The new FireBlade is light on equip-
mation is there when you stop but when
ment compared to some of its rivals.
you’re in a hurry and trying to decide
You don’t get dual speed suspennsion
if you’ve got enough fuel to get home,
settings and you don’t get a lap timer.
you’ll wish you had eaten more carrots.
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Dr i v e T e s t You buy a FireBlade for its blissterring
of people that walk up to you and say
perfomance and sublime handling not
“Great bike. I want one of those.” We
because it’s loaded with gimmicks.
were fortunate enough to keep the 2 Fireblades a lot longer than a standard
Economy
road test. By the time the bikes went
Whilst we don’t usually buy superbikes
back, it was as though someone was
to save fuel, it is worth mentionoing that
taking one of my children away.
the FireBlade is surprisingly economical. On one of our road trips where our
Conclusion
average speed was well above the le-
Is the FireBlade the best superbike
gal limit, the non-ABS machine retured
available today? Well that’s a difficult
17.5 K’s per litre. Even the heavier ABS
question to answer. It is certainly the
bike returned an average of 15.7 K’s
best of the current Japanese offerings
per litre with a mixture of high speed
as an all round track and road machine.
road riding and commuting.
You might prefer some Latin exotica but you’ll have to dig much deeper in your
Desirability
pocket for an Italian compettitor.
There can be no doubt that the Honda is desirable. The number of viewing it
Steve
gets whenever it’s parked bears testemant to that. Not to mention the number
Drive Vitals
Honda CBR1000RR FireBlade
Engine
Inline 4 Cylinder
Capacity
1000cc
Power
131 kW
Torque
112 Nm
Kerb weight (kg)
199kg Standard, 210kg ABS
Price
non-ABS model R137 999 ABS modelR147 999
DR I VE M A G A Z IN E D E C E MB E R 2009
119
W
hen I was told that my first road test for Drive would be a one litre Suzuki I was naturally very interested, upon discovering however that my editors had arranged a, near as make no difference, pink Suzuki Alto instead of a GSX-R I didn’t see the funny side. So now I have the Alto, a small and economical city-car.
D r ive Te st
As a compact car the Alto actually looks
and actually chose the least frequented
quite nice, our test unit however was the
parking lot which was further away just
worst possible colour available which
so no one I knew would see me. I’m sure
completely overshadowed any aesthet-
its styling will appeal to the fairer sex
ic appeal the exterior may have had for
though, particularly in this colour.
me. I am just going to say it up front, if
I understand that the Alto isn’t supposed
“I am just going to say it up front, if you are a man don’t get the Alto in this colour, it is embarrassing.” you are a man don’t get the Alto in this
to be a petrol heads performance dream
colour, it is embarrassing. At one point
but I still think there is some way to go
I needed to park at a shopping centre
for the Alto in this department. The Alto
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Dr i v e T e s t
has a three cylinder 1 litre motor, which
thing that should have alleviated torque
is fine for a compact car tipping the
problems somewhat. So for a car that is
scales at 895kg’s, it even has a slightly
supposed to be all about economy, when
amenable growl for a brief moment, but
you have to rev the thing until the valves
how the engine is set up is the problem.
pop out to go anywhere, fuel economy is
You see the Alto’s peak power of 50kW
compromised. This type of engine also
at 6000rpm is actually quite sprightly but
subsequently means a lot of shifts, par-
the ‘hamster-on-a-wheel’ under the bon-
ticularly down shifts if shown just a hint
net doesn’t have any toque whatsoever
of an uphill, which once again hinders
lower down, apparently its peak is 87Nm
fuel economy. I really think a stronger
at 4500rpm with a relatively wide torque
engine in this car would have been more
band. I’m not convinced of this, there
efficient if driven properly, a theory sup-
just isn’t enough lower down and all the
ported by a distinct lack of fuel economy
power is up top. This is strange consid-
figures for the Alto on Suzuki’s website
ering that the engine is a triple, some-
spec sheet. To be fair the fuel economy
DR I VE M A G A Z IN E D E C E MB E R 2009
123
D r ive Te st was good, just not amazing.
not fun because you are constantly on and off the brakes.
I don’t like the brakes, and it is a shame because when you plant you foot firmly
The 5-speed manual in the Alto is ex-
they are vigorous enough. When you
cellent, and is undeniably my favourite
gently push the brakes however there is
aspect of the car. The clutch is short
nothing there, so you push harder and
and smooth and the gear shifts are a
still nothing. Harder still because that
real breeze, which is good in itself but
barrier is getting awfully close now and
a huge selling point when considering
still there is nothing. Then all of a sud-
one of the Alto’s major target markets-
den you get everything at once and your
first time drivers. Many learner drivers
face hits the windscreen as a result of
struggle with manuals, on shift and pull-
the impressive stopping power of the
off, the Alto will make learning to drive
ABS system. The brakes have an alarm-
easier than many cars. Combine this
ing de facto deadzone, there is no in be-
with acceptable handling, a comfortable
tween or breaking progression and for a
ride over bumps and potholes as well
city-car it is annoying. Sitting in a traffic
as power steering with a great turning
jam, an inevitability for a city-car is just
circle and you have nice first-car pack-
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Dr i v e T e s t age. In fact the Alto GLS is very well equipped, but is in my opinion a little overpriced for what’s on offer. I can’t however say the same for the GL model. The Alto is a good compact city-car, price aside and colour of course. The big problem I have with it however is that there are just too many small issues that could have so eas-
have been better. And the problem with
ily been avoided. The spongey brakes
the said ‘good points’ is that a lot of them
for one, the oversized right A-pillar that
only come with the overpriced GLS mod-
makes some right turns like the Cork-
el. It will get to 160km/h though, but we
screw at Laguna Seca for another.
do that so you don’y have to, seriously
You just turn the wheel and hope the
it’s not recommended.
corner is there because you can’t see anything. The Alto is not bad, it’s actu-
Kyle Stone
ally got several good points, it just could
Drive Vitals
Suzuki Alto GLS
Engine
Three cylinder petrol
Induction
Naturally aspirated
Capacity
996cc
Power
50kW
Torque
87Nm
Kerb weight
895kg
Driven wheels
Front Wheel Drive
Price
R119 900
DR I VE M A G A Z IN E D E C E MB E R 2009
125
T
he people at GM have tried hard to persuade us that the Lumina Ute is a 2-seat sports car with a big boot. Russell fell for the hype and tried to drive it like a sports car, which didn’t go as well as he had hoped. I on the other hand completely ignored the marketing people and drove it the way it was designed, as a luxury pick up truck. The word “ute” is an Australian abbreviation of Utility, and translated to South African means Bakkie. It may sound more glamorous in Australian but it still means the same thing. I secretly am a lover of all things American – well maybe not all things. I stop short of American politics and obesity. I am a closet country music fan and I love V8’s. American cars in this country are thin on the ground so the Lumina Ute is about as close as we can get to an American truck and it really appealed to me. Even the name – Chevy – was right. I got myself a Stetson and took my country music compilation CD with me and went for a drive. I felt really at home in the Ute with the music playing and my arm out the window. Just a pity it was raining that day. The roofline is
D r ive Te st
a bit lower than a real American truck
don’t use their Ute’s as bakkies but they
so your hat touches the roof but there
should. You could drive around with
is more than enough headroom when
half a ton of cement in the back and not
you’re not wearing headgear.
even know it was there. It’s big too; you could have a family of refugees living
The Chev with its big 6-litre engine is not
in the load bed and still have room for
short of power and yet it doesn’t do an-
your building materials. The automatic
ything that would scare your grandma.
gearbox works well and I think that go-
There is just that wonderful deep down
ing for a manual would be pointless, it
surge every time you press the throttle
would ruin the whole secret American
with enough torque to drag small build-
experience.
ings around behind you. Most owners 128
DRIVE M AGAZINE DECEM BER 2009
Dr i v e T e s t
I say as cool as you feel because you certainly don’t look cool, not in this country anyway. Everywhere I went people sarcastic comments about Brakpan folk and people whose mother was also their sister. I don’t know why people here are so derogatory about this type of vehicle but the fact that they don’t get it didn’t put me off. If I were in America or Australia they wouldn’t be laughing at me. What is different in America of course is the price of gas and the trick in the Lumina is not to look at the fuel computer. As you might expect from a 6-litre lump, fuel consumption is staggering returning around 16 l/100km. Of course this is not an American car and In Australia fuel is also hellishly expensive The interior is spacious and comfortable. It has big leather seats and a wide centre consol so you don’t spend all day rubbing shoulders with your passenger. You get plenty of equipment as well. You get cruise control and electric windows as well as Bluetooth as standard so all you need to do is keep one hand on the wheel and waft along effortlessly. There is a 6-disc CD player
but that doesn’t seem to put them off building big-engined cars. I guess that if you spend your day driving around at 50 Km/h you don’t really notice. I really enjoyed the Lumina Ute but then I’ve never been concerned about what other people think of me.
Steve
and dual zone climate control to keep you as cool as you feel. DR I VE M A G A Z IN E D E C E MB E R 2009
129
S
teve may have requested this Lumina Ute SS for some casual, arm-up cruising complete with cork-dangling ten-galloner on his head and some straw sprouting from between his lips, but I came to the big AusYankian bakkie from a totally different perspective.
Earlier this year after all this vehicle was given a pretty impressive title by a local motoring magazine, and beaten out all sorts of just ridiculously tasty, and capable, sports cars in the process. Performance Car of The Year is the new title on its admittedly broad shoulders, and it was this newfound swagger which to an extent changed
the way I was looking at it. I think it
only once every few years, at the most.
changes the way we all look at our cars
It has to really, or what’s the point?
“...I came to the big AusYankian bakkie from a totally different perspective.” after all, enthusiasts who drink in the
But it can be a dangerous force too. In
words of motoring journalists all year
fact, in this case, it established unreal-
long despite actually purchasing cars
istic preconceptions, possibly.
D r ive Te st It’s certainly a charming brute, the Ute.
original version, actually fits in with the
Big and aggro, yet as cuddly as the
unashamedly Hick nature of the thing
children’s favourite character it can be
and its muscle-car roots. Performance
painted the colour of. In a much more
cars for the masses they were, not the
grown-up shade of red, our car looked
super-elite!
the absolute nuts. And the 6.0 badges
It’s usefully quick though, more than
on the flanks just make it that much
savagely fast, our thin atmosphere at
better.
the Reef seeming to rob more from the lazy, truck-like V8 than some straight-
It’ll make the enthusiast smile every
sixes I know. Even so, it makes the
time, the bearish V8 bursting into life
accumulation of some major speed all
with a chassis-twisting boom before
rather effortless, the motor never really
settling to a muted but still burbly idle.
seems to be working too hard even if
Even the cheap and plasticky interior,
extended to the redline in every gear,
admittedly much improved over the
yet the needle on the speedo maintains
132
DRIVE M AGAZINE DECEM BER 2009
Dr i v e T e s t its clockwise trajectory very impres-
tion – a complex blend of attributes
sively right round to 200.
which come together to form the complete picture of any car. And the SS
But to take on anything of the sort from
Ute, well...
established stables, the precision of
BMWs M3 for instance, or the absolute
Again, it isn’t like I dislike the Chevy.
joy of Aston’s V8 Vantage range, takes
Especially when taken in the context of
a bit more than that. It really takes a
its price. Besides the unique duality of
“After all, even earlier-generation Corvettes from which, of course, the Ute gets its big heart, proved inadequate” whole added layer or two, of finesse,
bakkie and sports car in one, where it
involvement, control, and sophistica-
quite literally stands alone.
DR I VE M A G A Z IN E D E C E MB E R 2009
133
D r ive Te st But dynamically there are some issues.
automatic transmission, the brakes are
After all, even earlier-generation Cor-
also a concern. There never seems to
vettes from which, of course, the Ute
be enough stopping power as there is
gets its big heart, proved inadequate
potential for speed needing scraping
against the stratospheric dynamic abili-
off. And when you do call for the most
“But these new expectations, and to a certain degree the changing of our every day driving situations as Jo’Burgers, actually made our reacquaintance a touch bitter-sweet...” ties of Europe’s finest from Stuttgart
from them the suspension once again
and even Maranello. And similar short-
betrays the balance as the heavy front
comings hamstring this car.
end dives for the tarmac, the resultant pitch sending the powered rears up-
The steering for instance is vague and
wards away from the contact patch for
lifeless. So much so that traversing
some heart-stopping moments.
our new, narrower, unlit, pockmarked nightmare the highways and byways around Jo’Burg have become since I last ran a Ute along them, is quite a hair-raising experience, and it’s not just the imminent threat of power oversteer that incapacitates you. Throw in some rain and you’d honestly rather just stay parked-up, although there is electronic traction control now. Especially when allied to this SportShift 134
DRIVE M AGAZINE DECEM BER 2009
Dr i v e T e s t
Yes, the red dials with their V8 logos
preciated. The Performance Car of the
and the SS splattered on the bulkhead
Year though should seldom be seen in-
behind the seats all do add some to the
dulging in these moments. It’s a whole
romance, but you only pay any heed
other measurement criteria.
to these when you’re cruisin’ the boulevard, so to speak, and as Steve ap-
DR I VE M A G A Z IN E D E C E MB E R 2009
The funny thing is, I recall writing about
135
D r ive Te st
136
DRIVE M AGAZINE DECEM BER 2009
Dr i v e T e s t the launch of this exact model, and on
what it does, and makes a powerfully
the mountainous roads of Mpumalan-
emotional case for itself with a comfort-
ga the strides this SS had taken over
able ride, entertaining handling and a
its predecessor were vast and the car
really nice exhaust note. And it definitely
absolutely commendable. But these
does have the biggest boot you’re ever
new expectations, and to a certain
going to see on any pseudo-sportscar.
degree the changing of our every day
As a focussed driver’s car, well, un-
driving situations as Jo’Burgers, actu-
less you absolutely had to ferry a quad,
ally made our reacquaintance a touch
some dirt bikes, or a few soon-to-be-
bitter-sweet. Oh, and then there’s the
vomiting-all-over cows fairly regularly,
ludicrous thirst.
you might consider saving a hundred grand or so and buying a GTI or WRX
And it just doesn’t deliver enough of
saloon instead - larger bank accounts
that pure thrill of performance driving
are likely to prefer the honed, polished
to live up to such an exalted position.
benchmark that is the M3, or a 335i or
As an icon of excess, just the type of
S4 for that matter.
vulgar over-muscled yet strangely underwhelming expression you expect of
And compared to a 911, any 911 even
the two countries it could call home, the
one from the mid-80s? I think you prob-
Lumina Ute SS actually goes way be-
ably already know the answer to that
yond what an impressive target would
one actually.
be, make no mistake. It’s very good at
Drive Vitals
Chevrolet Lumina SS Ute
Engine
6.0-litre petrol V8
Power
270kW@5700rpm
Torque
530 Nm@4400rpm
0-100km/h
Sub-6 seconds
Top speed
240 km/h
Price
R405 600
DR I VE M A G A Z IN E D E C E MB E R 2009
137
A
n interlude in the action. A brief pause for a comm’s catchup and some sleep in a busy two-day schedule. There was a lot to get through.
Tomorrow things will be getting serious. Rather than the same old comparisons, we’ve foregone the Porsches and Astons and GT-Rs for something, well, a bit different. And first thing tomorrow morning the R8 will square up against this protagonist at Kyalami, with racers at the helm of each, for some friendly lappery. The Audi might appear to have a mountain to climb, but at Drive ultimate track times are not exclusively the measure of a car.
D r ive Fe a t ure Particularly a car as downright delec-
take on the matter. And it has to start
table as this one. An R8. No not only
with clarity on our ultimate definition of
an R8 in fact – the Big Boy. The full-fat
the term.
unfiltered V10. Ingolstadt’s supercar, nothing less.
Very strangely for the Drive office,
But is it?
we’re actually all broadly agreed on the who
essential ingredients necessary for su-
question its status as a full-blooded
percardom. In no particular order they
supercar. Too useable day to day, too
distil down to these points;
There
are
plenty,
however,
clinical, too efficient, too sensible, too “mainstream” a badge. We’d like to
Earth-moving looks. Aesthetics which,
take this opportunity to give you our
in short, quicken your pulse even be-
140
DRIVE M AGAZINE DECEM BER 2009
D r i v e F ea tur e fore any of the mechanical experience
ably. The sort of thrust which just never
hits you. Which turn heads wherever
seems to run out of breath.
you go. Which you cannot help but look back at when you walk away. And most
Soul-nourishing noises. A soundtrack
importantly, which causes ripples like
nothing short of epic. An event just to hear scream by, and a constant reminder of the quantity of engine shoehorned into as compact and lightweight a platform as possible. Preferably spinning smoothly but with zero-inertia alacrity to unfeasible rev-limits. Today I’ve been blatting about Jo’Burg in this R8 V10 seeking the answers to the tricky question, “Is it a proper, redblooded supercar?” all over. Tomorrow after taking on the ‘Blade we’ll also be heading out to some favourite mountain roads to cement our thoughts, but for now it’s been all about asking as many people’s opinions as possible, giving joyrides to friends of Drive, and even a couple of enthusiastic members of JMPDs finest! In fact, perhaps that story is a good
the landing of little green men wherev-
place to start.
er it goes. Mind-scrambling performance. Power
So you have an R8 V10 for a couple
which just piles on speed relentlessly,
of days and are keen to do something
pinning you to your seat through the
interesting with it. Yet here you are,
first four gears, and then charging on to
stuck in a hot and sticky logjam waiting
three figures beginning with a 3, prefer-
for the police to steadily work their way
DR I VE M A G A Z IN E D E C E MB E R 2009
141
D r ive Fe a t ure through roadblocked cars up ahead.
because these are “mere” sportscars,
Of course, the R8 can’t avoid getting
and lack the gargantuan presence of
pulled.
this surprisingly compact little rocketship.
“What do you need officer, my license, car details...?” I begin.
It isn’t only police who are affected. Park the R8 up anyplace at all and the
“None of that really, but can you give
crowd quickly focusses. If you hap-
me a ride up to those robots and back
pen to be getting-in, the simple act of
in your car, flat-out?”
starting the engine is enough to please
“It’s seemingly gravitational force of attraction for everything around it has been supremely crafted.” “Errr, sure jump in,” is my response.
most of them, the V10 ripping into life
Then to his supervisor who has taken
with a little blip up to 2000rpm, sound-
the rapidly-vacated place at the driv-
ing every inch the supercar powerplant
er’s window. “You know, I’m going to be
supporting the outlandish looks.
touching 200 by the time I get to those lights. You’re not going to arrest me
It’s seemingly gravitational force of at-
then are you?”
traction for everything around it has been supremely crafted. Start with a
A hearty laugh reassures me. “No we
standard R8 V8, itself a stunning car
won’t don’t worry, go for it.”
but decidedly more girly, more TT, than this V10 version. The front gains huge
This is the power of a supercar at
air-inlets beneath each headlight clus-
work. I’ve been yanked in some seri-
ter complete with piano-black cross-
ous machines before, Aston V8 Van-
bars in front of menacing black meshed
tages, Beemer M6s, Porker Boxsters,
grille. The back end is made similarly
and each time been met with belliger-
more purposeful, piano-black slatting
ence and general aggression. That’s
dominating everything below the high-
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DRIVE M AGAZINE DECEM BER 2009
D r i v e F ea tur e
mounted LED taillights, and eventually
just about be enough to propel the R8
this area is truncated itself by a pro-
firmly into supercar territory.
nounced splitter sprouting from beneath the two, big-bore oval exhausts. The
We’ve got two days, well Monday morn-
ride is lower, the extended wheelarches
ing to Tuesday evening, to find out for
perfectly filled by the sticky 295/30/19
sure. In this time we’ll end up covering
wheels and tyres, and there’s a new lip
around 850kms, throwing everything
to the front splitter as well.
SA has at the car including Kyalami, Bushveld, inner-city and a huge degree
All suggest whole new levels of per-
of highway surfaces along the way. And
formance in all areas - aerodynamic,
we call this work. We know, you hate
accelerative, aesthetic, which ought to
us.
DR I VE M A G A Z IN E D E C E MB E R 2009
143
D r ive Fe a t ure
Conquering the road Driving an R8 V10 around Jo’Burg and
rpm in top. It’s just indomitable everywhere, mind-sharpening thrust just a flex of the ankle away.
surrounds even if just for a couple of days was a rare privilege which we worked to
I couldn’t quite understand the queasi-
its fullest. It is just addictive in every way.
ness in my gut all morning, worried I
Once you’ve gotten beyond the sculpt-
was coming down with something that
ed but intimidating look, bum firmly en-
was going to ruin my time with this
sconced in the
Com-
mand Seat, well there’s still a whole lot more to look
for-
ward
to,
the
tacho
redlined at
“Driving an R8 V10 around Jo’Burg and surrounds even if just for a couple of days was a rare privilege which we worked to its fullest.”
beauty. I did recognise the sensation at last though, as sheer nerves.
Butterflies,
as they say, at piloting a near 400k W mid-
a dizzying 8500 rpm and speedo run-
engined 300km/h plus
ning right round to 350km/h sombre re-
monster through the
minders of the utterly ballistic nature of
vagaries of Joeys traf-
the device.
fic. Yet it takes just 45 minutes in the R8 for
Reminders you really don’t need, as
that sensation to be
long as that engine is running. An
(largely) dispelled. The
absolute gem, it idles with a distinct
car shrinks around you,
bassiness, opens its throats into full
shrugging off the R2-m
song at 4000 – 5000rpm, and then just
pricetag and hardcore
goes berserk with a cultured shriek of
focussed dynamics to
frenzied acceleration. It wakes you up
allow you to start ex-
every time. And yet despite the crazy
ploring its limits quite
redline, it’s so civilised and flexible,
quickly.
pulling meaningfully even from 2000 144
DRIVE M AGAZINE DECEM BER 2009
D r i v e F ea tur e Not that there isn’t an edge, a sting just
And that R-Tronic ‘box, especially with
waiting to catch the unwary, in the dy-
Sport mode engaged, utterly brutal about
namics of this version, especially com-
shifting cogs flat chat. The way it slams
pared to the crazy agility of the original
second home has the ESP flickering as
V8. This is a far more serious proposi-
all four wheels try to spin up to release
tion after all, and while you could treat
the excess energy being poured into
the older car with absolute impunity
them. I’d spec a manual for sheer me-
this V10 demands a certain degree of
chanical sympathy though, the very stiff
respect. Perfect for a proper supercar,
structure bucks as if it’s being twisted as
really.
the new ratio is engaged, and you can sense the halfshafts wincing under the
The outright speed knocks your breath
strain. A human-controlled clutch pedal
clear out your lungs. It’s savagely fast.
would be more sympathetic, for sure.
DR I VE M A G A Z IN E D E C E MB E R 2009
145
D r ive Fe a t ure More than the rampant power though,
the only time the nose feels anything
what really pricks your mind into Whoa-
but laser-locked onto line.
what’s-going-on-here mode is the information. The R8 is, a bit unexpect-
More tellingly however, is that if you
edly, a vividly communicative thing.
climb on the power instead, the man-
The steering and seat of your pants
ic engine, and the additional weight of
are both alive with rich, detailed feed-
this midships-mounted V10, come into
back. So when you’re rushing through
evidence. This is that evil edge I talked
a fast sweeper at 200km/h, every dy-
about, the whole car suddenly starts
namic nuance is telegraphed directly
saying “Sure we can do this, just watch
into your brain. On a balanced throttle
yourself now” as the balance shifts into
the grip is immense, body-control im-
a natural degree of neutral oversteer.
peccable if briefly unsettled by bumps
A tank-slapper at this speed would not
due to the very stiff platform. Lift off,
be funny though, or affordable for that
and you instantly sense the need for a
matter, and it feels as though if you take
fraction more lock, as the front wheels
too many liberties the car will chew you
start to understeer just a touch thanks
up. Again, perfect for a proper super-
to the Quattro drivetrain. It is just about
car.
146
DRIVE M AGAZINE DECEM BER 2009
D r i v e F ea tur e
R8 Versus Blade Kyalami shootout
today, would be none other than a superbike. The screaming Honda Fireb-
Unfortunately by the time we have the
lade CB1000R to be precise. The age-
R8 V10, the mainstream print press has
old battle as well as an intriguing view
run every permutation of pretender-
into the outright performance of this
versus-established supercar premise.
monster all rolled into just short of two
And Porsche SA, having just seen HQ
adrenaline-filled hours free of traffic,
release a slurry of updates to just about
Metro Police, social acceptability, the
every 911 in the range but most par-
lot. Let’s go.
ticularly Turbo, wanted to send a newer model anyway for the best current rep-
Of course we aren’t leaving the perform-
resentation, but didn’t have any in the
ance from these super-fit machines in
country as yet just days after the inter-
our own meaty paws, no we’ve got pros
national unveiling.
in their fields doing the piloting for us. Thanks to the Audi Driving Experience,
So, with Kyalami booked for a morn-
4Rings Driving Academy for loaning us
ing session, we decide the best test for
their master instructor as well as resi-
this newcomer to the supercar ranks
dent 2-wheeled racer for this exercise.
DR I VE M A G A Z IN E D E C E MB E R 2009
147
Endless
thanks
Riaan
Neveling and Mark Allison (yes, like Drive’s own two-wheeled specialist).
These
guys
pound around Kyalami all day long and know the place intimately, and both are talented wheelmen which very few mere civilians or even brash motoring journos would have any chance of outrunning without using a pencil for the lap timing sheets rather than the more-permanent ink of a pen. It’s the bike up first. Naturally the rivalry has come up in the office already, for weeks now in fact ever since we first planned this outing. Steve reckons the bike even
on street rubber should be good for a minute 55. I’ve seen reports (in hindsight, ones written using the aforementioned lead-based recording method) suggesting the Audi would run a minute 57, 58. Close enough to be interesting at the very least, and despite the evidence my flag remains firmly behind four wheels at all times. The rains the night before give me even more hope. A damp track could see the R8 snatching victory from
the jaws of defeat, four-wheel-drive ver-
which is good since that was the whole
sus one. But the morning dawns bright
thinking behind this feature. He has at
and clear, and the track nicely dry and
least half a dozen sighting laps gradu-
grippy, although both drivers did find
ally building pace and tyre temperature
the slight sheen of residue from the
before unleashing three full flyers and
evening’s precipitation made things a
returning to the pits only when time
bit tricky.
constraints see us flagging him down. Then it’s the cars turn, and the pres-
The ‘Blade heads out first, and Riaan
sure is on. The Audi gets a warmup lap
is clearly having some fun with us,
and two full-on runs and that’s it.
From the side of the track, the V10 is
the screaming V8 version. The addition
clearly moving and the driver fully com-
of just two cylinders and an extra litre in
mitted, although both our pros have
capacity making all the difference be-
been informed they aren’t in fact qualify-
tween zinging, high-revs V8 and yowl-
ing for F1 championship points, a veiled
ing, high-tech supercar motor.
plea which racers just cannot seem to remember when the smooth tarmac is
Now you want to know the lap don’t
flowing beneath their wheels. So, OK,
you? Car, or bike?
he’s probably about 8/10ths committed in fact. But the V10 sounds intoxicat-
The slower time, a 2:01.6, was post-
ing, if that little bit more relaxed than
ed by the ‘Blade. The R8 a mere 0.4
s quicker at 2:01.2. As soon as Riaan
It’s an astonishing result. It’s an as-
gets this news sitting on the pit wall, he
tonishing car too. That bike is properly
hops off with the look of a man who’s
quick, nothing but a true red-blooded
just getting started on his face. “I’m off
supercar can hope to match its pace.
to set that bike up properly,” he mutters
But the R8 V10 is an absolute weapon,
back to my querying glance. Unfortu-
shattering the V8 cars reputation for be-
nately, the challenge was specifically
ing merely quick rather than positively
for a single-lap, sudden-death type re-
scintillating in one fell swoop.
sult, everything totally stock, one hottest lap the decider. And therefore, decided it has been!
D r ive Fe a t ure
On the Run
it’s stop, the Audi’s throttle is already
These two speed machines stay to-
nailed and the shove is immense, the
gether the whole day and it isn’t long
response positively tigerish.
before I get a vivid example of just how the car was able to beat its lap time.
In a sprint from a decent cornering lick
You imagine that the R8 would corner
of 60 km/h to beyond 200km/h sees
faster and brake harder, and the su-
the ‘Blade put about a car length, at
perbike then have it’s way again on the
the most, on the demented V10. Yes,
straights. The thing is, it definitely does
it is that fast. And the lumps and dips
turn with a substantial amount more
of a regular South African road actually
speed, and brake so beautifully and,
give it an advantage, where the bike
again surprisingly, with fulsome feel
is having to tap off just a fraction now
coming back through the middle pedal,
and again as the weight unloads off the
but then when the road opens up and
rear-wheel, the AWD Audi can stay to-
the Blade in front is twisted round to
tally focussed.
152
DRIVE M AGAZINE DECEM BER 2009
D r i v e F ea tur e And so completely does it engage emo-
specialist. It’s pliant enough to be used
tionally, that even when a superbike
on the vast majority of our road surfac-
isn’t filling your screen you’re tempted
es without going home with a broken
to unleash the glory that resides just over your left shoulder at every opportu-
nity. You somehow feel that other roadusers have clocked the supercar shape and are expecting the entire show, and the R8 gives them what they’re looking for as the electronics blip the seemingly zero-inertia engine for the downshift, and that scintillating bellow erupts from the pair of large oblong tailpipes!
front lip (we did scrape it once, on a particularly nasty speedbump) or fir-
ing you off into the Bushveld due to the extreme stiffness of the thing. Yet the control is absolute, provided you bear the weight of the V10 and the extreme speeds you’ll be travelling at in mind, the AWD traction practically unshakeable and ultimately tuned for safe understeer in the worst of situations. Not that it can’t be provoked into gratuitous
It’s multi-dimensional satisfaction as
controllable slides using the full fury of
well, the Audi is no one-trick drag-strip DR I VE M A G A Z IN E D E C E MB E R 2009
153
D r ive Fe a t ure the Lamborghini-related motor.
We can see some of the points those that dismiss it from the supercar ranks have made. The interior is, in fact, decidedly familiar to other Audi drivers, perhaps not matching the exotic nature of the metalwork for sheer flair, but that also means it’s beautifullybuilt and everything is perfectly placed! It’s even easy to see out of, and you aren’t left blind while reversing.
From the outside, we can see how the original V8 was considered slightly too dainty for entry into the hardcore supercar club as well. But the changes made to the V10 highlight this by transforming the car into the complete opposite without completely changing the gorgeous, flowing shape.
Yes, for a supercar, the R8 is almost sensible. Even in this more pumped-up guise, you could con154
DRIVE M AGAZINE DECEM BER 2009
D r i v e F ea tur e sider using it daily, the tractable motor
Audi after all, and therefore inherently
is never anything less than completely
well-built and reliable, and yet it runs
on top of proceedings, and although it
with the most hugely expensive exotica
draws gazes like flypaper it isn’t com-
on emotional terms, every single day if
promised at low-speeds or too fazed
you really want it to. You’ll never tire of
by bumpy tar. It even has a fair-sized
it, never feel short-changed regardless
“boot” in the nose, and is very comfort-
of what pulls up beside you at the lights,
able for hours on end inside.
and never once think of it as anything less than a supercar to its wailing V10
But the V10 introduces the precisely
heart.
right kind of madness to the mix. Mad speed, mad power, mad cornering abil-
It is quite simply sensational, and a
ities. And a noise so beautiful and pure,
huge step on from the V8 particularly
yet so utterly savage that it is the epit-
from an emotional point of view. And,
ome of unfiltered madness.
with absolute conviction, a genuine supercar.
In fact, it very nearly makes the pricetag of just on R2-m, without options,
Russell
seem like rather good value. It is an
Drive Vitals
Audi R8 V10 R-Tronic
Engine
5.2-litre petrol V10
Power
386kW@8000rpm
Torque
530 Nm@6500rpm
0-100km/h
3.9 seconds
Top speed
316 km/h
Price
R1 950 000
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155
Dr i v e T e s t
M
iddleweight naked bikes are gaining in popularity at a surprising rate. Nakeds appeal to people that find the riding position of a dedicated sports bike too extreme. People that aren’t ready to don a high vis vest and go touring. People that still want to have fun and yet maintain an element of practicality. Nevertheless some find the litre class naked offerings a bit too hard-core. It’s no surprise that the Z750 is the best selling Motorcycle in France given their ridiculous 100 horse power limit for bikes. There is no question that the styling department at Kawasaki has created a real looker. The metallic green of our test example really enhances the lines, distinctly Kawasaki and yet much more attractive than the flat lime green. Jump on the bike for the first time and ride away and you could be forgiven for thinking you were on an electric bike. The fuelling in common with so many Kawasaki’s is simply as good as it gets. The bike responds instantly and accurately to every movement of your wrist. Then there is the noise - or should I say the lack of it. I know the do-gooder green people put pressure on manufacturers but this bike takes it to the extreme. It’s so quiet that when you stop at a set of lights you have to look at the rev counter to see that the engine is still running. The exhaust pipe is big enough to hold a dance in. Still, it will probably end up on a shelf at the back of the garage as owners look to the aftermarket to unleash some ponies and decibels, saving weight in the process. Now you might be thinking that buying a 750 you would 157
D r ive Te st
have a power advantage over those that
you the impression that you’re about to
went for a 600 naked but you’d be wrong.
be left on the road on your arse. If any-
What you do get is more torque, which
thing, the Z feels a bit weak at first, sure
is spread evenly across the rev range.
it’s as quick as any 600 naked but it’s
Unlike Kawasaki sports bikes, the Z750
a 750 so you sort of expect a bit more.
delivers power cleanly right from the
Apparently this is deliberate to cater for
bottom of the rev range to the red line.
the buyer that doesn’t want the edgi-
Cranking open the throttle doesn’t give
ness of the Z1000.
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DRIVE M AGAZINE DECEM BER 2009
Dr i v e T e s t The Z750 is nev-
holds its line and doesn’t do anything to
ertheless an en-
scare you but it does feel a bit wallowy
joyable bike to
particularly with my weight on board.
ride and if stunt-
Unlike some of its competitors though,
ing is your thing it
it does have fully adjustable suspension
is an ideal wheel-
so you can dial in some stiffer settings.
“The softer suspension compromises handling through high-speed corners.”
Out
on
the back road the little Kawasaki
ie machine. The
managed to run up to just short of 240
excellent fuelling
km/h and remained completely stable –
makes it so easy
with the wind behind it anyway. Turn-
to control on one
ing onto the next section of road with a
wheel. In the real
cross wind the bike started to get a little
world out on the
bit unsettled at around 190km/h High
breakfast run I
speed corners with a cross wind set off
had no problem
a bit of head shake, nothing too seri-
keeping up with
ous but an inexperienced rider might
the rest of the
have needed a change of underpants.
group on more
A steering damper would certainly cure
powerful
bikes.
the problem and not only are they rea-
On a particularly
sonably inexpensive, they look cool as
bumpy road I ac-
well.
tually ran away from the others with my softer suspension soaking up imperfec-
One area where the Z750 is found want-
tions with ease. I arrived feeling relaxed
ing is braking. The brakes will stop you
and all of my fillings remained in place.
but the low budget callipers lack initial bite and feel. You do find yourself pull-
The softer suspension compromises
ing hard on the lever when trying to
handling through high-speed corners. It
shed speed.
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D r ive Te st
160
DRIVE M AGAZINE DECEM BER 2009
Dr i v e T e s t
Inexperienced riders and born again
though and the lack of a wind deflecting
bikers want a bike that’s easy to man-
fairing will take its toll. I managed just
age and yet looks cool as well. Fear
180 km on 13 litres of burning dust.
not, from that point of view the Z750 is high on the desirabilty stakes. It’s a
I had a lot of fun on the Z750 and as
bike that you can ride to work and back
an all rounder it works well. Given the
on and then go out on a breakfast run
extra torque from the 750 engine and
on the weekend. It will even handle the
the adjustable suspension it is just a
occsional track day.
cut above the competition. The asking price makes it look like a real bargain.
A full tank of fuel will keep you going for about 240 km when you are riding
Steve
at sensible speeds. Start pushing hard
Drive Vitals
Kawasaki Z750
Engine
in-line 4 cylinder
Capacity
750cc
Power
77.7 KW (105HP)
Torque
78 Nm
Dry Weight
203 kg
Price
R79 995
DR I VE M A G A Z IN E D E C E MB E R 2009
161
T
he new Chevy comes to blows with an updated Mazda 3 and Honda Civic hatches.
Chevrolet’s new Cruze, the company itself insists, competes most directly with models like Toyota’s Corolla sedan, and VWs Jetta series. But there is another
alternative for the same sort of money, especially if we’re talking the 1.8-litre fully-loaded automatic version. That’s the world of the premium hatch. Also range-toppers, our selection adds just R20K or so to the price of the Cruze but ought to be richly configured as a result.
Besides the Corolla is such an easy tar-
pact 5-door bodies to lure buyers into
get to take pots at. Overpriced, termi-
their embrace. Perfect to really test the
nally austere, and surprisingly basic, it’s
breadth of effort behind the Cruze, in
one of those vehicles which sells so well
other words.
purely on the strength of its brand, not on the product itself. This Civic 1.8 LXi
Exterior
and Mazda 3 2.0-litre Individual have
Both hatchbacks are definitely sport-
to try a whole lot harder, and therefore
ier, but there’s something about the
pack a whole lot more into their com-
Cruze which is intrinsically appealing.
D r ive Te st
Something in the bluff prow and pinched
to like the Cruze straight away.
waist which just suggest that Chevrolet’s international design team has
It makes the space-age lines of the Civ-
done a better job of capturing the spirit
ic look overcontrived straight away. The
of a Chevy at last in this compact pack-
Honda is still an attractive, and decided-
age, rather than just sticking the bowtie
ly different option, but it’s looks haven’t
badge to any old obscure Eastern de-
aged too gracefully and the Civic range
velopment. It’s a look which really had
could do with a heavy-handed make-
us hoping that the Cruze would do the
over at this point in its life cycle. The
business in this shootout. You just have
triangular tailpipes still look interesting
164
DRIVE M AGAZINE DECEM BER 2009
Dr i v e T e s t ful engine of our trio doesn’t hurt, but nor do those attractive, twirling alloys and purposeful facial treatment. Having recently been facelifted it matches the Cruze for freshness step by step. And rides on really nice 17” rims. Yet the Chevy still takes this portion of the test. It’s mature without being utterly bland, sensible without being all sensibility. It just looks like the car you want it to be, a mid-sized Chev saloon which is modern, well put together, and priced to sell. The new Mazda 3 certainly runs it close though, slanted more towards sportiness than maturity, and highlights the need for a Civic refresh soon.
Interior Swing open the door to the Chevy, and you’re in for a big surprise. A pleasant one. Once you’ve settled behind the wheel, you’ll be looking at a dashboard which largely mirrors the exterior – stylof course, and the clear plastic “grille”
ish, very modern, and with just acres of
section joining the headlight clusters is
space in every direction. But especially
absolutely unique and eye-catching.
for front-seat passengers – it’s been a
But it pales beside the new Mazda 3.
looooong time since, after going through
In this Individual guise (the only way to
my usual ritual of seat all the way back,
get a 2.0-litre 3 these days, the saloons
all the way down, and wheel as far up
having moved up to a 2.5), this hatch
and close to my chest as is possible,
delivers a strong sense of sportiness
I’ve actually had to rethink and ratchet
from the moment you clap eyes on it.
the seat forward a notch or two! The
Sure having the biggest, most power-
NBA’s biggest stars would fit comfort-
DR I VE M A G A Z IN E D E C E MB E R 2009
165
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166
DRIVE M AGAZINE DECEM BER 2009
Dr i v e T e s t ably into one of the Cruze’s front pews.
among the first to get really creative
The materials are of a high quality as
with dashboard layout and design in a
well, particularly the leather on the
mainstream product, but it didn’t work
seats which feels genuinely plush. The
that well. It compromises legroom, is a
controls and fascia plastics are a bit
mess of reflections in sunny conditions
nasty but they don’t detract too much
(like, every day, here), and like those
either. And it’s nicely architected, lots
trick digital Corvette dashes of old, is
“There’s nice leather interior...” of flowing lines forming a space which
looking quite seriously dated now.
is modern, roomy, and bright. It’s really trying, and that’s nice. And it’s got all
There’s nice leather interior, and it’s
the gadgets this Cruze.
clearly a well-built car. But there’s nothing particularly extraordinary in it. In
The Mazda counters with pure funki-
fact, it rather reminds me of another
ness, backed-up by brilliant standard
Japanese volume spinner, which GM
specs. Apart from the gears, which
are specifically aiming the Cruze at in
are slick and light with a nice, effort-
fact, which we didn’t include in the end
less clutch action, just about everything
for fear of coming down with a serious
else is already automatic. Lights, wip-
case of the Blahs. It’s just effective, does
ers, mirrors etc. And although not quite
what it should well enough, and also
as sculpted in line it’s nicely mood-lit at
richly specced. In fact in addition to the
night, decidedly younger and brasher in
convenience features on the Mazda for
design, and at least as well-built. Leath-
instance, the Honda adds cruise con-
er clasps the seats tightly, there’s a pre-
trol, automatic aircon, and even rear
mium Bose system already installed,
PDC! The seats are even heated! Not
even Keyless Go all standard. It’s ex-
bad, but still strangely unsatisfying.
ceptional for a R260-grand car. It’s just missing climate control, still featuring
Performance
only manual aircon.
As for how our 1.8-litre auto-boxed Cruze performed, sadly here the car is
And it shows up the Honda. Both of
quite badly lacking. Lacking decent urge
them actually do. Now the Civic was
up here, for starters, which in turn high-
DR I VE M A G A Z IN E D E C E MB E R 2009
167
D r ive Te st
lights the lack of an adequate auto ‘box.
spec, climate control, auto wipers and
Yet despite being so limp, it certainly en-
lights being the major ones.
joys its fuel, averaging 11l/100km with us. With heavy use of the right foot, in
The i-VTEC engine of the same capacity
search of some meaningful forward mo-
in the Honda is definitely a bit keener-
tion (and finding little)!
revving. Still hardly a firecracker though, but where it really shines is its econo-
It does ride beautifully, like a car from
my! Even working it hard we couldn’t
the R300 – R350K bracket would. Han-
get it to average as high as 8l/100km!
dling is safe rather than sparkling but
And it develops 103kW so getting past
without major flaws, really. It’s not ex-
200km/h is on the cards. Although the
actly an involving drive given these de-
claimed stats put this car more than a
tails but it is certainly comfy. Perhaps
second in front of the larger-engined
the much cheaper manual gearbox
Mazda, it doesn’t feel accurate, the two
might help with some driving entertain-
cars feel very similar in performance,
ment, the workload also doesn’t entire-
while the Cruze in this guise definitely
ly suit the sheer serenity of the Cruze
lags behind them both.
at, well, a cruise. And that model does lose out on some of the more high-tech 168
The Civics dynamics are a bit odd. PerDRIVE M AGAZINE DECEM BER 2009
Dr i v e T e s t
haps it’s just that my most lasting im-
commendable, and when you’re driving
pressions of a Civic are from the wheel
a favourite section of road the 3 feels
of a Type R, but there seems to be sur-
willing to run at the edge for a bit at
prisingly little front-end grip on this one.
least.
It turns-in well enough, but if you get too aggressive on entry it just starts to un-
As for consumption, it looked a little
dersteer without even seeming to really
heavy compared to the thrifty Civic, but
try and dig for anything more. Still, tidy
came in well below the Chevy averaging
overall, although unsettled at the rear
10.2l/100km. That’s the price you pay
under braking from speed.
for reengineering and redeploying oldtech engines, as GM has done in the
Not surprisingly, the 2.0-litre Individual
Cruze, none of the newer fuel-efficient
3 is by far the most exciting of the trio to
tech is in there.
drive. The 110kW engine isn’t remotely rampant but is nice and muscular with
The lineup
a pleasant four-cylinder raspiness from
There always has to be a last place in
the exhaust. The gearbox isn’t quite as
this kind of thing, and this time it be-
excellent as the shifter in the Honda,
longs to the Civic 1.8 VXi. And it isn’t
and of course lacks a cog, but it’s also
even that it does anything particularly
DR I VE M A G A Z IN E D E C E MB E R 2009
169
D r ive Te st bad, like the Cruze did in the perform-
R210K budget though, or if you’re able
ance part of the test, it just never really
to wait, there will be a 2.0-litre turbodie-
works. Never excites, never connects.
sel next year thumping out 300Nm!
And yet, if fuel economy is critical to you, there’s no doubt, this is the one
Which leaves the Mazda 3 2.0-litre In-
you’ll like most. It just isn’t that crucial
dividual as the winner in this one. It’s
to us.
the best-rounded car for the money. We might prefer the look of the Cruze, and
Then the one which all won us over un-
the Civic may technically boast the bet-
expectedly, has sadly had to be knocked
ter spec (but present it so boringly), but
back to second. The very pleasant
the Mazda can even be fun, and isn’t far
Cruze, always a bit out of its depth in
off on the first two factors either. What’s
this test, has done well to make it into
more, if you must have a boot, the 2.0-
this position, and impressed all of us
litre Individual is only available as a se-
with its ride, looks, and generous cabin.
dan now, the hatchback version having
But the engine and gearbox combo kill it.
moved up to a 2.5-litre motor since we
I’d unreservedly recommend a 1.8-litre
had our press demonstrator.
manual version to anyone with a “mere”
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DRIVE M AGAZINE DECEM BER 2009
Dr i v e T e s t
Drive Vitals
Chevrolet Cruze 1.8 LT A/T
Engine
1.8-litre Ecotec petrol
Power
104kW@6200rpm
Torque
176 Nm@3800rpm
0-100km/h
11.5 seconds
Top speed
190 km/h
Price
R244 440
Drive Vitals
Mazda 3 2.0 Individual
Engine
2.0-litre petrol
Power
110kW@6500rpm
Torque
187 Nm@4000rpm
0-100km/h
10.9 seconds
Top speed
209 km/h
Price
R265 300
Drive Vitals
Honda Civic 1.8 Vxi
Engine
1.8-litre i-VTEC petrol
Power
103kW@6300rpm
Torque
174 Nm@4300rpm
0-100km/h
8.9 seconds
Top speed
205 km/h
Price
R267 900
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171
D r ive Te st
T
he Cruze is an attractive looking car with a well laid out interior. The interior ambience is very American but quite pleasant and it does come well equipped. The Automatic gear lever is the size of a walking stick and the trim is a bit plasticky but that’s fine in this price bracket and adds to the American car feel. The seats are covered in quality leather and are comfortable to sit in. The Cruze rides like a much more expensive car and although the plastics are cheap, the build quality is right up there with the best.
problems, particularly at altitude. Per-
The Cruze is a car I so much wanted
Steve
to love but it does have a couple of 172
formance - the engine is underpowered and that leads to the automatic gearbox hunting for the right gear. That is bad enough in itself but the gearbox is not up to the standard of modern automatics with slow and lumpy changes and harsh kickdown. Our test vehicle consumed a staggering 11 litres every 100km, which needs to be taken into the equation when buying a car in the value arena. It is a shame, but for the poor performance, this car would be a clear winner.
DRIVE M AGAZINE DECEM BER 2009
Dr i v e T e s t
T
he Honda Civic was a development of a concept that was designed to look like a Spaceship. They have hit the nail on the head from that point of view with its triangular tailpipes and space age door handles. The theme continues sitting in the drivers seat and at night the dash looks spectacular. The Civic performs well and is not a bad car to drive. So why you might be asking is it at the bottom of the group?
mechanical issues. The Honda may not be any less exciting to drive than the Mazda but the “3” is loaded with equipment and feels like an expensive car. The Honda is light on equipment and although well put together has a low rent ambience. That wouldn’t be a problem if you were saving cash but you aren’t, it’s the same price as the Mazda. Where the Civic does shine is in the economy stakes and that has to
The answer to that question is that it
be considered. The cost of running a ve-
does everything competently and noth-
hicle can easily outweigh the purchase
ing spectacularly. It will get you from A
price over a long period of time, and the
to B with the minimum of fuss and being
Civic barely ever delves into its gas tank
a Honda, probably for years without any
to get you around it seems.
DR I VE M A G A Z IN E D E C E MB E R 2009
173
D r ive Te st
T
he Mazda 3 is without doubt the clear winner in this test. Yes it is a lot more expensive than the Cruze but it’s worth the extra money for the engine, which is coupled with one of the most pleasant gearboxes in the business. If Automatic is your preference though, you’ll have to look elsewhere. The interior ambience is one of comfort and quality. The Mazda in common with the Cruze includes pretty much every gadget you could wish for without having to dig deep in your pocket with the options list in your hand.
turers. The power whilst not particularly outstanding is always available and never leaves you feeling that you need more. The build quality is excellent although the appointments are distinctly Japanese, not that that is a bad thing. There is simply no comparison between the Mazda and the Honda. Both are mid sized Japanese hatchbacks and cost about the same. The Mazda is simply loaded with equipment and drives like a luxury car. The Honda is light on equipment and drives like a medium sized hatchback. There really is no justifica-
The Mazda is a pleasant car to drive and the ride really feels like a serious
tion for buying a Civic unless it’s space age styling appeals to you.
rival to the high-end German manufac174
DRIVE M AGAZINE DECEM BER 2009
D r ive Re view
Forza Motorsport 3
Microsoft into sending us a copy. Which
Developer: Turn 10
they eventually did. Quite fortuitously,
Publisher: Microsoft Games Studios
I’d also just won myself a shiny new
Price: R699
Xbox 360 Elite, at last replacing the dodgy, limited-capacity Arcade version
W
e love good racing games here at Drive. Why just a month ago we gushed over the latest in the Need for Speed franchise, Shift, although we did note that the only challenge to this EA titles racing genre dominance, would be Forza Motorsport 3.
I’ve been using up until now. A very good thing, as FM 3 has 1.9GB of extra data which has to be installed to a HDD, so I’d have been missing out on a lot! Not with the Elite though, all extra content installed and there’s still 103 GB on the HDD! Score. A little history – FM 2 was actually the
So we begged, pleaded, and cajolled 176
game I bought my Xbox for, like Gran DRIVE M AGAZINE DECEM BER 2009
Dr i v e R ev i e w
Turismo and Tekken were the only two
like 500+ expected for the latest eager-
titles I ever really played on my old
ly-awaited PS3 installment. No, it was
PS2. I’m a PC gamer after all. But FM
a little technical nugget called Refresh.
2 was different. The developers, Turn
Most console games refresh 30 times a
10, nailed the racing genre on the head
second, and that’s because the human
with that title. The recipe isn’t all that
eye doesn’t really perceive many more
complicated but few actually get it quite
than 25 fps (the refresh rate of PAL vid-
this spot on.
eo), so having the actual game engine refresh more often than that seemed a
The things that made this title so far
little pointless.
ahead of its competition wasn’t the visuals – the graphics were good but there
But not in a simulator. In fact, the more
were others out there that were better,
times you can get a simulator engine to
even at the time. Or the list of cars –
calculate the effects of your inputs, the
GT owns that space with something
more realistic it will feel. After all, driv-
DR I VE M A G A Z IN E D E C E MB E R 2009
177
D r ive Re view
ing a real car is a real-time experience,
the most accurately modelled driving
and every nanosecond there are small
simulation engines ever released.
reactions in the suspension to the forces acting on the car as a whole, lateral
It even actually lacked a little in terms
and longitudinal Gs, cracks in the sur-
of graphical quality, the tracks in par-
face of the tarmac, all have an effect on
ticular looking rather bland and flat,
the chassis and outright balance of a
although the car models themselves
car and have a resultant counter-effect.
were superb. And that was the reason
FM 2 refreshed at 60 Hz, or 60 times
it never actually became a mainstream
per second, and the result was one of
title, and was quietly ushered off to
178
DRIVE M AGAZINE DECEM BER 2009
Dr i v e R ev i e w es like the railing on a mountain road not perfectly following the curve of the tarmac itself, sometimes spearing unexpectedly into the width of the road, and obviously bumpy and scarred by years of preventing unfortunate vehicles whose drivers have lost control from sailing over the edge to certain doom. So exceptional is the level of road and roadside detail, that you can actually get lost just admiring the scenery on the more, well, scenic tracks. And the actual car models themselves are superbly detailed too, even when it’s been a rough race and there’s been some contact in the field. GT may have a larger overall selection, but the Turn 10 chaps know their cars and have made great choices on what to include. And not just in terms of the latest hypercars, which includes the the small niche of hardcore race-sim
likes of the Lamborghini Reventon and
addicts, while more arcadey-oriented
Bugatti Veyron, but a delightful number
but graphically spectacular titles like
of real old-school classics. What’s
Project Gotham Racing took the main
more, some of the more “mundane” of
stage.
these babies are as cheap as chips – a pristine Golf GTi Rabbit for 5000 Cred-
FM 3 looks right away like it’s sole pur-
its, for instance, or the original E30 M3
pose is to address this criticism. It is
for a mere 15 grand. Ferrari 250 GTO?
gorgeous. The tracks are rich in realis-
That’ll be 20-million thank you!
tic, finely-textured detail. Small touchDR I VE M A G A Z IN E D E C E MB E R 2009
179
D r ive Re view Anyway, pick your weapon and get out
last lap and, no problem, just reverse
on the track, and the racing will enthral
time a little bit and give it another shot.
you. All right, the load times are insane,
I think this has more to do with sav-
even compared to the already-lethar-
ing the Xboxes optical drive than really
gic Shift. It takes all of four minutes
making it much easier for the driver,
just to load up some of the more de-
eliminating endless race-reloads. It can
tailed tracks! Once they are in memory
be annoying though, as the “Press but-
though, the experience is intoxicating.
ton to rewind Race” reminder pops up
Each AI driver has individual character-
at the bottom of the screen, momentar-
istics for instance and will remain true
ily breaking your concentration, for the
to them throughout the race. Things like
most minor of infractions. As the bril-
“Will make a mistake under sustained
liant Robert Duvall says to a rattled Tom
pressure”. Get to know these and you
Cruise’s character in Days of Thunder;
can use them to your advantage, all of
“He didn’t bump you, he didn’t knock
which just further draws you in to en-
you, he didn’t hit you... he rubbed you.
joying the experience.
And rubbing, son, is racing!” Wish I could get that through to the overen-
The developers have also included an
thusiastic FM 3 reminder system which
interesting little “cheat” in the Rewind
interrupts your mental flow for the mer-
mode. Make a race-costing error on the
est brush of metal on metal.
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DRIVE M AGAZINE DECEM BER 2009
Dr i v e R ev i e w And, even on a regular Xbox wireless
the next dream car you spotted in the
controller, which incidentally is just
digital dealerships, just to feel how it
made for racing titles with its analogue
goes and reacts at maximum attack.
trigger buttons ideal for metering out
Anything poor about it. Yes, in fact. The
engine or braking power once you’ve
soundtrack. It’s rubbish. Luckily you
attuned your index fingers, the feel of
can turn it off. We really recommend
FM 3 is pretty much unmatched. GT 5
you do so. In every other way however it’s the game for hardcore petrolheads this Christmas season. If you have an Xbox there’s absolutely no point in delaying. Order it now. If you don’t, well if you’re as much of a petrolhead as me, go and buy one, and preferably one with some sort of HDD so you can have the additional content installed. I know it’s a lot of money. Trust us, even if all you ever play on it is Forza 3, it’s worth the outlay. Forget waiting for GranTurismo,
doesn’t deliver this much driving de-
if it’s the same as it is in Prologue it’s
tail, nor does Shift. Hit an unexpected
not even close. Nor is Shift.
compression when you’re fully-committed mid-corner and the stiffer cars will
Now excuse me while I go and pay my
jump off line and require fidgety correc-
daily tribute to the Turn 10 developers,
tion to keep on the track. Cross too far
and for Microsoft Game Studios for
over the rumble strips onto grass and
recognising the briliance of these guys
the slippery stuff seems to want to suck
and publishing this Xbox-exclusive se-
you into the wall.
ries. They are the emperors of digital motoring enthusiasm, period.
This makes driving each individual car a unique experience, and you become
Russell
absolutely absorbed in racing to attain DR I VE M A G A Z IN E D E C E MB E R 2009
181
D r ive Tu nes
RHYTHMS DEL MUNDO CLASSICS VARIOUS ARTISTS Marketed and distributed by Universal Music SA
Rhythms Del Mundo Classics is the
of everyday worries. It’s happy and up-
second non-profit collaborative al-
lifting, often giving an entirely new feel
bum fusing an all-star cast of Cuban
to the songs – perfect for those trips
musicians (Buena Vista Social Club)
where you’re going nowhere slowly.
with some of today’s biggest artists to transform some of our favourite songs
BEST SONGS: Under Pressure feat.
into something rare and timeless, all
Keane; Because the Night feat. KT
to raise funds and create awareness
Tunstall; Beat It feat. Fall Out Boy;
around the human role in climate
Runaway feat. The Zutons.
change. Cuban beats and melodies
GET IT IF YOU LIKE: Flawless musi-
weave through the familiar chords and
cianship and inspired arrangements
vocals, transporting you to a place free
THE CIRCLE BON JOVI Marketed and distributed by Universal Music SA
Eleven studio albums released, 120
concerts performed in 50 countries for
million albums sold worldwide, 2600
34 million fans. This is the rock leg-
182
DRIVE M AGAZINE DECEM BER 2009
D r i v e T une s
ends known as Bon Jovi. While their
memorable melodies, solid riffs and a
latest album, The Circle, has nothing
good balance between fast-paces and
even closely resembling anthems like
balladry.
Bad Medicine and Living On A Prayer, it remains a welcome addition to the
BEST SONGS: We Weren’t Born To
catalogue. It’s more mature, more
Follow, Superman Tonight, Fast Cars,
grown-up but the elements that made
GET IT IF YOU LIKE: Rock that won’t
Bon Jovi the icons they are remain:
blow the speakers
THE PURSUIT JAMIE CULLUM Marketed and distributed by Universal Music SA
Jamie Cullum returns with another
classics from the likes of Cole Por-
collection of irresistibly jazzy pop
ter and even Rihanna. It’s undoubt-
tunes that will have you smiling in
edly his most experimental album to
next to no time. See, Jamie Cullum
date, and thankfully the results are
is a jazz-rooted pianist with a huge
favourable. It’s ambitious and shows
love of pop, in effect bringing the
a great disregard for playing things
sensibilities of both genres to his
safe.
music, vocal slides and crisp piano fills included. The Pursuit is all over
BEST
the place in terms of style, sound
Wheels, Mixtape
and subject matter, mixing main-
GET IT IF YOU LIKE: The funkier
ly original compositions with a few
side of jazz
DR I VE M A G A Z IN E D E C E MB E R 2009
SONGS:
I’m All
Over
It,
183
D r ive Tu nes
UP TO NOW SNOW PATROL Marketed and distributed by Universal Music SA
Up To Now is essentially a selection of
liant songs (definitely more emotive
assorted classics, a smidgeon of new
than Leona Lewis’s version). Up To
tracks and a couple of live performanc-
Now is the band’s own way of stopping
es by Northern-Ireland’s Snow Patrol,
to reflect on their success and leaves
a band that’s amazingly been around
you safe in the knowledge that there’s
for fifteen years but only hit the big time
more to come.
when Chasing Cars ended up in Grey’s Anatomy. Perhaps that’s why their mu-
BEST SONGS: Chasing Cars, Crack
sic still sounds so fresh: they’ve got a
The Shutters, You’re All I Have, Choc-
vast, unheard back catalogue! Chas-
olate, Run
ing Cars remains a highlight, as does
GET IT IF YOU LIKE: Authentic Irish
Crack The Shutters, their most recent
rock
hit. Run remains one of their most bril-
MI PLAN NELLY FURTADO Marketed and distributed by Universal Music SA
Portuguese-Canadian superstar Nelly
album – her first full-length Spanish
Furtado returns with her fourth studio
album, Mi Plan. After the unbelievable
184
DRIVE M AGAZINE DECEM BER 2009
D r i v e T une s success she achieved with Timbal-
some big-shot American singer trying
and on 2006’s Loose, Mi Plan signals
to secure a piece of the Spanish mar-
a slight change in direction. The first
ket. The up-beat tracks have several
single, Manos al Aire, became Nelly’s
similarities to her most recent English
first solo number 1 on the Billboard Hot
work, while there’s a beautiful vulner-
Latin Tracks chart and made her the
ability to the ballads.
first North-American artist to achieve a numer 1 with an original Spanish
BEST SONGS: Manos al Aire, Mas,
song on the chart. It could be her Por-
Suficiente Tiempo, Silencio with Josh
tuguese heritage, but what stands out
Groban, Feliz Cumpleanos
most on the album is the authenticity
GET IT IF YOU LIKE: Sexy, sultry sen-
of the songs – it doesn’t sound like
ioritas
Christo Valentyn A member of the Southern African Freelancers’ Association A member of the South African Guild of Motoring Journalists
DR I VE M A G A Z IN E D E C E MB E R 2009
185
D r ive Column
T The
he Oxford English Dictionary defines speed as:
ic death, because the speed of the air
Rate of progress or motion
rupture the lungs. Or some such non-
or Change of distance with
sense. Of course, most early cars were
time
open tops and had very little in the way
Wikipedia
entering the nostrils and mouth would
of windscreens. Free
Internet
encyclopaedia defines speed as:
Some representative speeds, just to
… the rate of motion, or equivalently
give you an idea of the differentials
the rate of change of distance.
between rates experienced in various types of endeavour…
Speed is a scalar quantity with dimensions length/time... Speed is measured
•
in the same physical units of measure-
Speed of a common snail = 0.004 km/h.
ment as velocity, but does not contain
•
A brisk walk = 6 km/h.
the element of direction that velocity
•
Olympic sprinters (average
has.
speed over 100 metres) = 36 km/h.
When the motor car was making its
•
debut at the turn of the last century, it was believed by at least some notable
autoroute = 130 km/h. •
scientists of the era that travelling at 50 km/h would lead to death. A horrif186
Speed limit on a French Taipei 101 observatory elevator = 60.6 km/h
•
Cruising speed of many jet DRIVE M AGAZINE DECEM BER 2009
D r i v e C ol um n
•
•
airliners = 950 km/h (Mach 0.82)
sense? Perhaps ignoramus is a better
Speed of sound (in dry air at sea
term than moron. For it is clear that the
level pressure and 20°C) =
worthies of yesteryear formed their be-
1235 km/ (Mach 1 by definition).
liefs of bursting lungs with little empiri-
Official flight airspeed record
cal data at their disposal.
= 3,530 km/h. •
Space shuttle on re-entry =
It is clear that most perceptions of the
28,000 km/h (landing speed
causes of accidents are based on emo-
about 350 km/h). •
Average orbital speed of
tions
rather t h a n
planet Earth = 107 218 km/h. Analysing these figures you might be forgiven for thinking that the moron who coined the phrase ‘Speed Kills’ was oversimplifying things a bit. I would love to meet the git who came up with that one. But if he was a moron, what must be the IQ levels of those in authority who subscribed to the nonDR I VE M A G A Z IN E D E C E MB E R 2009
187
D r ive Column knowledge. Hence the reason that au-
they have ever stopped (sic) to think it
thorities are quick to use fatuous slo-
through. If a road accident is defined
gans which they know will play on the
as a vehicle colliding with another ob-
emotions of the uninformed majority. Of
ject (be it pedestrian, car or bridge sup-
course many of those have themselves
port), this presupposes that at least one
formed their opinions based on similar
of the objects was moving immediately
precepts and not a little ignorance.
prior to the collision. Given that speed is a rate of progress or motion, speed
Another form of the speed myth is perpetrated by the traffic authorities (par-
must be a factor in all road accidents. After all, if none of the vehicles were moving, there could be no collision.
ticuSo let’s delve a little more into what speeds we earthlings are subjected
to.
If you look at the examples above,
you
will see that we all, along with our habilarly t
h
tat, hurtle around e
the
J M P D , EMPD
sun
at
over
107 000 km/h. If our atand
KZN Provincial Traf-
mosphere didn’t travel with us, that would certainly ruffle your
fic bullyboys). They state, when sum-
hair and might be in danger of burst-
marizing their statistics, that the ma-
ing your lungs. We, of course don’t feel
jority of accidents are speed related.
it because the atmosphere does trav-
Now there’s a thing. I don’t suppose
el with us. The earth also spins on its
188
DRIVE M AGAZINE DECEM BER 2009
D r i v e C ol um n axis to give us interesting variations of
And here we are getting to the crux of
darkness and light. At the equator the
the issue. Dennis Jackson pointed out
peripheral speed of the earth’s rota-
the other day (he probably points this
tion is about 1060 km/h. Of course at
out quite often) that if you walk into a
the poles it is… well, it isn’t really very
glass door it can be quite painful. So,
much at all.
are we to restrict the speed of pedestrians? No of course not. We say to them,
Take the rather commonplace activ-
look where you are going, you silly bug-
ity of air travel between major cities.
ger.
Again, in the examples above you will see that the average jet airliner travels
Speed kills? No of course it doesn’t.
at about 1000 km/h. Now, no one on
Inappropriate speed leading to sudden
board is at all perturbed by this. How-
deceleration kills. Not quite. More like
ever, at the sharp end, where the pilots
the sudden deceleration resulting from
sit, there would be great consternation
inappropriate speed can kill. Decelera-
if the speed were to fall below a certain
tion. That occurs to vehicles when the
figure. A stall occurs at a speed when
brakes are applied. Now what are we
the airflow over the wings
is
insuffi-
cient to develop the lift needed to support the aircraft. Should that happen, disaster could be imminent. The best case scenario is; coffee cups, meal trays and
looking
people all congregating on the ceiling
Braking
for a few moments. The speed at which
means keeping an appropriate distance
they got there is irrelevant. It is the de-
from other objects, whether they are
celeration experienced when arriving
moving or not. This allows you to bring
on the deck that is the uncomfortable
your vehicle to rest, with comfortable
bit.
deceleration, prior to reaching another
at? distances.
That
object. That means looking ahead, not DR I VE M A G A Z IN E D E C E MB E R 2009
189
D r ive Column at the damned speedo.
Four US states abolished their upper speed limits in favour of a law requiring
But how far is appropriate? Well, a mod-
vehicles to drive at speeds appropriate
ern car with good brakes should stop in
to the conditions. In all but one case the
about 25m from 50 km/h. At 110 km/h
road death toll reduced. The fourth did
this has increased to almost 100m —
not show an increase in road deaths.
4 times the distance. The rough equa-
These states unfortunately had to re-
tion is; if you double your speed you
introduce speed limits or lose Federal
quadruple the stopping distance. So it
highway grants. Guess what? Their
is not just how fast but also how far. We
death tolls began to rise again.
need to say to drivers, ‘Look where you are going, you silly bugger and stay far
Bob
enough away from hard objects.’
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DRIVE M AGAZINE DECEM BER 2009