Drive Magazine January 2010

Page 1


Drive Team Editor: Russell Bennett Deputy Editor: Steve Allison Editorial Contributors: Russell Bennett, Steve Allison, Kyle Stone, Bruce Bennett, Christo Valentyn, 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,

S

ometimes, strange things happen when you’re testing cars, especially out on the road. And I’m not just talking about mad drivers, construction trucks in the fast lane and the general chaos of destruction-riddled Jo’burg either. No, strange things with the cars themselves.

comment and instruction are the views of the authors and may contain inadvertent

This month, for instance, when we

errors, for which Drive apologises but takes

headed out to shoot our hot-hatch group

no responsibility for any actions of any

test, I was in a very rare moment actu-

person resulting from the use of information

ally at the muster-point in Petit early. I

contained herein.

parked-up the JCW, proudly on-display at the raised exit of the shabby local ga-

Any prospective contributor or correspondant submitting unsolicited material with a view to its publication automatically grant Drive license to publish such material in whole or in part in any

rage, and set about admiring its sheer cheekiness while dosing-up on some nicotine. After the hair-raising ride the Mini had just given me, I needed it.

edition of this magazine. Any material submitted is at the risk of the sender and

But this Mini, even though it is utterly

Drive cannot be held liable or accountable

loony, has so much character we practi-

for its loss or damage.

cally had a conversation without words. There was no doubting it, the little racer

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DRIVE M AGAZINE JANUARY 2010


E ds W el c o m e

knew what was approaching, and it was spoiling for the fight. That’s how the JCW is to be fair, always spoiling for something seemingly bigger or stronger to arrive, so it can knock it on its arse. When the very red Mazda and satanic-looking black GTI joined me, in convoy, and parked in perfect formation either side of the JCW, everything just fell into place. The sultry looks of the new MPS, and the lurking potential of 190 turbocharged kW, looked set to hog a lot of the limelight, although the JCW wasn’t going down without a fight. Although undeniably competent-looking from the outside, the GTI just about faded into oblivion in that instant as all three sat poised to get going. The tension in the air was palpable, the locals collective sucking-in of breath speaking volumes about what was about to take place. And yet that isn’t how it turned out, after driving them all back to back and side by side. All of our expectations were rocked by the result quite honestly. Read all the details in the group test to find out which hot hatch is king of SA roads as we move into 2010, but suffice to say for the moment that true quality always shines through. Either way, Petit became a big version of the OK Corral on this day. And all three cars strode valiantly forward, like living things, into a dusty-pathed sunset. Just breathtaking, in the end.

Russell DR I VE M A G A Z IN E JA N U A RY 2010

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6

News It may have been a quiet month, but there’s still plenty of enthusiast news about. Read all the latest here.

26 Drive Versus It’s a biggie. Golf VI GTI, Mazda 3 MPS, and Mini JCW square up for a ding-dong hot-hatch battle. With very interesting results.

46 Drive Feature Chasing sales - Our first unofficial dealer test.

56 Drive Feature Through the looking glass – Hotly anticipated for 2010

74 Drive Motorsport Feature V8 Superstars come to Kyalami

86 Drive columns

Russell gets all

esoteric about the artistry of supercar creation, and Steve calls for the authorities to standardise Bluetooth across the board.


92

Drive Tests Audi Q5 V6

102 Drive Tests Volvo S80 2.5T 110 Drive Tests Suzuki 650S Bandit 118 Drive Tests Renault Koleos 2.0 dCi Dynamic 126 Drive Tests Kia Cerato 1.6 134 Drive Tests

Audi S4 3.0T

144 Drive Tests

Triumph Street Triple


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W

hen Drive recently road tested the Alfa Romeo MiTo for the December issue it turned out to be an exceptionally good package overall. I personally however had two problems with the MiTo, that ostentatious front grill was a bit much, even for an Alfa and lastly the little 1.4l motor was good but as they say there is no replacement for displacement. As if by telepathy Alfa have simultaneously solved both those problems for me with their latest gem, the Giuletta.

said however that grill was one step too far, from every other angle however the MiTo was classic Alfa styling. Now as you can see the Giulietta has put the grill on a diet and is looking far more trim and attractive. Still on the looks the interior shots of the Giulietta look plush and very well equipped, it almost seems a shame that much of the alluring interior is destined to fall off. One can never however criticise an Alfa for bits falling off, Alfa is allowed to do that. To be completely honest though the MiTo actually displayed some very

I loved the sexy little MiTo, as I have 6

impressive build quality, but I’m still not DRIVE M AGAZINE JANUARY 2010


News

sure whether or not that is a good or

in Alfa’s exclusive Quadrifoglio Verde

bad thing.

configuration.

Now we can move onto my second

There will be four engine options be-

problem with the MiTo, or rather not a

low the 1750 TBi split evenly between

problem but a desire. Power, there are

petrol and diesel variants. The South

very few cars out there that us petrol-

African market as it stands at the mo-

heads don’t think need more. The MiTo

ment is likely to be receiving a 1.4TB

was no exception but the Giulietta has

petrol Multiair good for 126kW as well

already run off with my heart on the

as the 1750 TBi. The Giulietta will natu-

news that the range topping engine will

rally come equipped with the DNA sys-

be a 175kW/238hp petrol motor called

tem from the MiTo, allowing the driver

the 1750 TBi. Furthermore the 1750 TBi

to change the cars setup to suit road

will be a Multiair which improves low

conditions. Q3 2010 can’t come soon

end torque and the motor will be built

enough.

DR I VE M A G A Z IN E JA N U A RY 2010

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DRIVE M AGAZINE JANUARY 2010


News

W

e have sort of got used to motorcycle manufacturers overstating the power put out by their engines. Particularly when it comes to marketing superbikes because let’s face it, numbers sell. You may never use all of the horsepower but you don’t want to be sitting at a pub with your mate bending your ear claiming that his bike makes more power than yours. BMW on the other hand appear to have understated the power of the new S1000RR. The claimed power output at the crank is 193Hp (142kW) but the British magazine “Bike” ran a dyno test and recorded an output of 183Hp – at the rear wheel. That equates to a figure closer to 200Hp (147kW) at the crank. It seems that BMW was nervous of marketing a road bike that produces 200 ponies for fear of backlash from the do-gooders that complain bikes have too much power already. No one ever seems concerned about the power output of a car but for some reason bikes are always under the magnifying glass. So it looks like it may be true that the S1000RR is going to be the most powerful production bike in the world. And all of that power can be yours for a claimed R159 000. Power is one thing but we’ll need to see how it goes round corners and stops. Indications are good though, looking at the quality of components and Troy Corser’s results. And if you are one of the anti power do-gooders, leave us alone. We do know how to operate the throttle judiciously.

DR I VE M A G A Z IN E JA N U A RY 2010

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MW itself has taken its chunky new Z4 and added pretty much all the M you could need, but left off the badge. Instead the company is sticking to the ridiculous sDrive35i name, with the subtle addition of an s making all the difference. 10

This is a Z4 which seeks at last to definitively shrug off the hairdresser image. It’s a roadster easily in the league of a Boxster S surely, and a potent riposte to Audi’s lovely-looking TT RS. In short, it’s a Z4 turned right up past 11 and to 12. DRIVE M AGAZINE JANUARY 2010


News on this performance headroom. But the s takes it much further. Power is boosted by a comprehensive upgrade of breathing and engine management to a decidedly purposeful 250kW, while torque leaps to an eyewatering 450Nm! Oh yes, and there’s a full 500Nm available briefly thanks to an overboost function. Then they’ve added the 7-speed dual-clutch Sport Automatic gearbox, not it must be noted the M DCT version, trick adaptive M suspension and pitched a neatly selected package of aesthetic and interior tweaks at the outcome. It all adds up to some seriously desirable performance credentials. What do you think of 100km/h in 4.8 seconds? This car should be quick enough for anybody, and with BMWs continued focus on pure driver’s cars, bar the strange but understandable glitch with the new SUV Ms, ought to feel sensational when the red mist descends. We’ve already had a taste of what that 3.0-litre straight-six is really capable of

And the howl of the best straight-six

in a Power Pack equipped 135i we had

petrol engine in the game. So why no

in earlier in the month. BMW said at the

M, really?

time they launched it that this new motor with its two small turbos was capable of so much more, now they’re capitalising DR I VE M A G A Z IN E JA N U A RY 2010

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n all the hubbub of the last few months, the relatively understated tones of the Tokyo Show, after the frenetic rush of Frankfurt for instance, sort of slipped by a little. But this car, although the news is three months old now, we just had to mention again. It’s Toyotas concept FT-86. Yes, the letters may have changed, but the Hachi Roku may just be back. It’s an emotional moment, really, and must herald a return to some sort of glory for the brand. Perhaps it’s the recession, forcing large companies to revisit all possible lucrative markets rather than focus on just bland volume sales. If that’s the case, this is another very good thing to have come from the hard financial times! The idea has been floating around for a while now, since the MR-2 was stopped back in 2006, even if it had become a horrid emaciated version of its previous slashed ‘n turboed self. The Toyota-Subaru partnership it’s born out of come and gone. But this time it seems they might be for real.

a planned 2011 release. It’s compact, RWD, and powered by a nat-asp flat-

With the Lexus LF-A finally “out”, albeit attached to a raving lunatic for a price tag, this is what the sporty engineers at Toyota will be finishing up next for 12

four mounted low in that pointy nose. Toyota are saying that the current drift champions need to watch their backs, and with around 150kW in standard form DRIVE M AGAZINE JANUARY 2010


News

and the right setup they could be right.

need to regain some traction with en-

They certainly seem serious about it,

thusiast drivers. But they have to build

which is promising, whether this focus

it this time. And it has to be a proper,

makes production we’ll have to see.

next-gen 86. With relevant pricing. Then the champagne will spray from

Either way it’s exactly the product they DR I VE M A G A Z IN E JA N U A RY 2010

the heavens... 13


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t may not be our favourite supercar – in fact according to Mercedes themselves it’s a super sports coupe – but it was still one of those cars that enriched the variety of options in the stratospheric price category in its own little way. 14

This joint Mercedes-McLaren project has been in production for five years, during which time an impressive number have been built and sold. Over 2000 SLRs in various guises have rolled off the line, making it less of a limited-edition than customers who bought one DRIVE M AGAZINE JANUARY 2010


News of that nearly-500kW (478) supercharged 5.5-litre V8, this is the purest and most ludicrous of the breed at once. The hammering bent-8 makes one of the most savage noises imaginable, this car immerses the driver in this glorious cacophony as it rockets to 100 in 3.5 seconds. Surely a bit uncomfortable much beyond that point though, although it’s unlikely any of the 75 owners are really going to be racing Zondas in it. But it was a delightfully quirky, utterly mad product of a coming-together of two rather sensible motoring brands, and you had to love it for that. With Mercedes having turned to AMG for its new SLS due next year, and McLaren prepping to launch its own MP4-12C supercar in 2011 followed by more along these lines, the SLR will for all its faults be the only example of this curious combination of talents, might like, but still a pretty rare sight on

probably ever, outside of F1.

any roads. There’s definitely something special The last models have been the even

about that. That and the impressive

more exclusive, hardcore Stirling Moss

2000 cars driving about will certainly

editions. With no protection from the

live on into history.

elements and a hardline to the noise DR I VE M A G A Z IN E JA N U A RY 2010

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DRIVE M AGAZINE JANUARY 2010


News

F

rom the depths of SA’s talented aeronautical engineers comes the team behind the Millennium 7, a uniquely South African take on the extensivelycopied Lotus 7 design which has now endured for more than 5 decades!

dream are shifting to the low-volume version of mass production, even homologating cars for the Australian market as we speak! They will still provide you with a complete kit to build yourself if you prefer, for around R150 000. But there will also be “factory-built” examples of the Millennium 7, likely sporting base Ford Duratec motors mated to a Type 9 gearbox from the same company. Customers can specify their own states of tune, or different motors entirely. Existing cars primarily use Ford and Toyota

And it’s no locally

units for their affordable parts and easy

screwed-together

maintenance.

kit this either. The Millennium 7 has

Naturally, huge power isn’t a necessity

been

designed

when the car weighs a total of 700kg.

and built from raw

Yes the Millennium is a bit portlier

materials on local

than the regular Lotus 7-alike, but it

soil.

Suspension,

has been specifically designed for the,

control arm assem-

ahem, larger frame of the SA man ap-

blies, sub-frames,

parently. I can’t wait to test that theory

40kg of body it-

out, driving a 7 is one of those expe-

self, the steeply-

riences I thought might be denied me

raked carbon fibre

forever, perhaps this Millennium 7 will

windscreen

do the trick.

pil-

lars, all are locally produced. And now the company behind

this

little

DR I VE M A G A Z IN E JA N U A RY 2010

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ncredibly, just three months after Porsche’s four-door super-limo the Panamera went on sale, the manufacturing facility has pushed out the 10 000th example! Clearly, regardless of what you or I might personally think of the model, demand is incredibly strong. And why not? It’s priced right, has the performance, the comfort, and the famous badge as well as the engineering and quality expectations that go with it. 18

Like the Cayenne, which has also sold impressively despite the always-odd 911 on stilts appearance, the Panamera is clearly finding happy homes at an exceptional rate, recession or not. Panamera no. 10 000 is a Turbo model bound for a customer in Singapore, where it’s 500hp turbocharged V8 is sure to impress another happy punter with its relentless performance. Panamera 4S models are the strongest sellers DRIVE M AGAZINE JANUARY 2010


News

in the range, then the Turbo, and then

on the local market as well.

the regular S variant making up the remainder.

We just can’t wait for our drive in February to confirm if it retains the essential

Local Porker spotters will have already

Porsche ingredients. Just because so

seen a couple, and Porsche Centre has

many purchasers have already signed

a few on display at their new showroom

cheques for one doesn’t automatically

if you want to have a look yourself. We

make it the dynamic sensation it ought

must say, the price tag looks particularly

to be, although the number of sales

appealing considering the rich heritage

racked-up, for a car of this class, has

of the manufacturer, and we wouldn’t

to be some kind of record already.

be surprised if it moved like hotcakes DR I VE M A G A Z IN E JA N U A RY 2010

19



News

H

allelujah! Lotus has developed a concept engine called the Omnivore, which is not only a two stroke but according to Lotus will be more efficient the bigger it gets. So in the future we might just be able to return to the good old days, where a petrolhead could walk around extolling the virtues of big engines and sprouting statements such as “no replacement for displacement�, without having stupid ecomentalists whining the whole time. To be honest when the Lotus press release first came through with a headline rambling on about fuel economy and emissions I was initially disinterested, and whilst it is true that Lotus is along with

DR I VE M A G A Z IN E JA N U A RY 2010

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everyone else jumping on the fallacious

good old gasoline I might add, is that it

global warming bandwagon their take

uses homogenous charge compression

on the matter is far more entertaining.

ignition (HCCI). This means that the fuel air mixture doesn’t need a spark plug

The engine uses a technology called

to ignite, something diesels have been

flex-fuel direct injection which is in-

doing forever but still never mind them,

stalled on a variable compression ratio

they smell bad. Besides which we’re

two stroke engine. The engine whilst

called petrolheads not dieselheads.

still only in prototype form is displaying a 10% fuel consumption improvement

Manufacturers at the moment really

when compared to more mainstream

only produce four stroke engines, which

stratified direct injection engines.

is all well and good but four stroke motors have a problem. The problem is

One of the very interesting aspects of

that in real world conditions an engine

this new engine, an engine that runs on

will spend most of its time at part-load,

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News unless of course you are our editor,

more efficient engine.” All I read in that

then it’s flat out the entire time. Four

was upsizing, which is all that counts

stroke engines when under part-load

really.

suffer from throttling losses, an affliction which the beloved stroker does not

If you’re still not impressed, the Omni-

have the nuisance of dealing with, or at

vore is of monoblock construction which

least it’s not as bad as a four stroke.

means the block and cylinder head have been fused together. No cylinder

Lotus’ Powertrain Research Chief Engi-

head gasket means lower weight, which

neer Jamie Turner put it best when he

means better power to weight ratios,

said: “With the thermodynamic disad-

which has never been a bad thing.

vantages of throttling losses removed, the two-stroke engine is free to be sized

So the Omnivore certainly seems to

according to its improved part-load fuel

have the goods, I however am holding

consumption. Downsizing therefore isn’t

out for a Carnivore engine. The Car-

vital and, due to the improved light-load

nivore will presumably suck up small

efficiency and emissions performance

children for fuel via a gigantic turbo and

we see with Omnivore, this technology

thus dispense with the whole fuel econ-

approach and ‘upsizing’ could permit a

omy and emissions issue all together.

DR I VE M A G A Z IN E JA N U A RY 2010

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T

he VW Group has announced plans to buy a 19.9% stake in Japanese automaker Suzuki Motor Corporation. This is hot on the heels of VW confirming their 49.9% purchase of Porsche and becoming the worlds largest car manufacturer this year so far. The writing seems to be on the wall, the VW Group is planning to take over the world. Although if someones got to do it I would rather VW did it as opposed to a boring Japanese company.

longterm strategic partnership” with Suzuki Motor Corporation, although one can only help but wonder how long it’ll be before a strategic partnership becomes an outright purchase. All you have to do after all is look at the vast VW Group portfolio to see that VW does enjoy owning other companies. In return for being bought Suzuki will apparently be using at least some the cash

VW stated that it had “reached a com-

to buy a smaller share of VW although at

mon understanding to establish a close

the time of writing the exact size of the

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DRIVE M AGAZINE JANUARY 2010


News

announced their plans for a similar deal share remains unconfirmed. And what

to the VW one but with Mitsubishi as op-

will VW be receiving for themselves be-

posed to Suzuki.

sides obviously a stake in Suzuki? Well for starters Suzuki is a relatively influ-

So it all sounds fairly standard practice

ential player in the fast emerging Indian

right? If however you look at it with a

market. Suzuki is also a force to reck-

slight slant, what we have is a bunch of

oned with in the motorcycle, marine and

Germans who clearly have world domi-

all-terrain vehicle (ATV) markets.

nation on their mind. After already snapping up a host of small Europeans, they

The trend of European car makers tar-

now have a “strategic partnership” with

geting the Japanese certainly seems to

some Japanese guys. Where have I

be a popular one at the moment. The

heard that before? The last time I heard

French over at Peugeot Citroen recently

that story it didn’t end well if I’m honest.

DR I VE M A G A Z IN E JA N U A RY 2010

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I

t’s tough being an icon. A class-leader. A world-champion. Yep, life at the pinnacle, of any endeavour, becomes a constant battle, as new pretenders seeking your closely-guarded crown arise from all corners to attempt to wrest the coveted silverware away. That’s what it must be like for VW and it’s icon, the Golf GTI. As the widelyrecognised hot-hatch benchmark (apart

from the overweight, underendowed Mark III and IV versions of course), life is a constant battle for this model. And here we are, putting it to the ultimate test once again. All that changes are the competitors. Oh, and the Golf itself of course. What we have here is the latest incarnation of the Icon, after all, the Mark VI. And it’s quite different from previous


models, in fact VW maintain that it’s the

tains the output for longer. And, appar-

sportiest GTI yet seen.

ently, it’s lighter on fuel too.

Under the hood it doesn’t appear to be

Nor in the bodywork, which although

such a leap forward. It’s the same 2.0-

admittedly quite different overall is

litre turbocharged TSI mill after all, now

still very understated. They haven’t

tweaked up a couple of kW for a round

even changed those Lambo-esque

total of 155, while torque remains iden-

telephone-dial wheels for instance,

tical at 280 Nm. The difference is in the

although we’re quite glad of that be-

detail though, not only does this motor

cause we think that especially with the

hit its peak sooner than before, it main-

“blades” in glossy black they look the


D r ive Te st absolute dog’s danglies. In fact, they’re

or stripes for it to look good. Just that

quite possibly the nicest aesthetic touch

signature red-framed grille, now much

here.

sleeker and narrower a la Scirocco, and pair of tailpipes, now pushed out

OK not true that, it’s just that the Golf

and separated by a neat rear splitter,

is a bit of a grower. It takes more than

differentiate it from its tamer stablem-

a quick thrash around the block to ap-

ates. And it works.

preciate it completely, it takes a couple of days to really start to gel with the

Our first contender used to be under-

car. And once you have, you realise

stated like this. In fact, when Mazda

it’s rather a handsome little hatchback

launched the first-gen 3 MPS, it was

this – no need for big skirts, wings,

brutally criticised for looking just like

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DRIVE M AGAZINE JANUARY 2010


Dr i v e T e s t a regular, humdrum Mazda 3 from the

tercooler unit, and therefore more pre-

outside. So this time around, they’ve

dictable power delivery characteristics.

made sure that it doesn’t. Yes the basic shape is still the same, but to that they

And to complete the test lineup, we’ve

now add a huge roof-mounted spoiler,

got a car which has never understood

deep and interestingly detailed front

understated. In any way. The “basic”

grille complete with bold MPS badging,

Mini Cooper S is already a bit of a

and some serious aprons along the

standout from the crowd, but to prop-

side. Oh, and a huge, Impreza-aping

erly compete in the hot-hatch segment

vent on the bonnet, which apparently

they’ve brought out this, the latest John

means there’s a more consistent flow

Cooper Works special here in Clubman

of cooling air over the top-mounted in-

guise, and it’s just barmy from every angle. Fabulously cute, but quite mad, it’s huge snarling grilles Hoovering-up the road in front with serious intent, another sizeable roof-mounted spoiler at the rear, and smattering of JCW badges identifying it to casual onlookers just straight away. These three stack up quite beautifully on paper. In fact, I think at this point some insight into the background workings of the Drive Magazine office might be in order. You see, after pre-judging each car based purely on paper, we’d all but written off the Golf as “good but too boring”, and pegged the JCW and MPS as firm favourites – the JCW majoring on delicacy and involvement, and the MPS on sheer grunt. By the end of the test though, two cars would have seriously surprised our testers...

DR I VE M A G A Z IN E JA N U A RY 2010

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D r ive Te st

Back to the specs though. The JCW ad-

That’s 190kW and a massive 380Nm

dons boost the little turbocharged 1600

thank you very much. And it’s only a bit

to a staggering peak output of 155kW,

heavier than the GTI, 1457 kg as op-

exactly matching the GTI VI’s new mill.

posed to 1393, although of course the

Torque is slightly down on the Veedub,

Mini is around 100kg lighter still, even

the smaller motor churning out 260 Nm

as a Clubman. Interestingly, Mazda

of twist as opposed to 280, although

don’t seem to make any 0-100km/h

it does feature an Overboost system

claims though we have seen interna-

which provides brief squirts of 280 as

tional magazines reference 6.2. So, on

well! VW claim 6.9 seconds for the Golf,

pure performance at least, that’s pretty

BMW 6.8 for the Mini, so they’re dead

much game over, medals to the Mazda,

even.

right? Not exactly.

Both are soundly outplayed by the

When it came time to figure the vehi-

2.3-litre DISI motor beneath the hood

cles, in typical Drive Magazine style

of our Japanese contender though.

(open road, finger-countdown, and drop

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DRIVE M AGAZINE JANUARY 2010


Dr i v e T e s t

simultaneous clutches…) we were ab-

springs to mind, the GTI behind, me

solutely shocked to find the MPS just

in the MPS. I floored the throttle from

could not live with either of our com-

the middle of first, and grabbed a few

petitors. The JCW and GTI were as

metres on the GTI as the slow-witted

closely-matched as the specs suggest,

DSG gearbox realised we weren’t on

the GTI just advantaged by the fact

an economy run and kicked down. By

that it had the wrong gearbox installed,

the time I had shifted into third, the GTI

and every time the JCW pilot went for

had not only closed the gap, but was

a shift, the DSG-cogged GTI grabbed a

obviously already backing-off to pre-

few yards lead, down purely to our in-

vent making a Golf-shaped impression

ability to match the speed of this new-

on the chunky rear bumper of the Maz-

age shift system. But otherwise the pair

da!

were head-to-head everywhere. “What?” we collectively exclaimed… But the MPS was simply nowhere to

“With 190kW on tap, this can’t be right!

be found. One particular rolling-start

Where’s all the power gone?”

DR I VE M A G A Z IN E JA N U A RY 2010

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D r ive Te st Now you can say what you like about

conditions. And the MPS was drilled.

test conditions being supoptimal, our

Later it’ll get outgunned by a naturally-

shifting skill being below par, or our

aspirated Civic Type R, and we’ll hear

overweight bodies bogging the beast

reports from people in the know of

down or whatever. Fact of the mat-

166kW Focus STs leaving it for dead.

ter is, all three cars were running side

It’s downright perturbing, really.

by side, same road, same time, same Until,

desperate

for some answers, we book the MPS in for a session on

Horsepower

Developments rolling

road

in

Edenvale. It isn’t the most sophisticated

dyno

in

the world, but it does the job well enough, and in the

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DRIVE M AGAZINE JANUARY 2010


Dr i v e T e s t

end attributes the Mazda with a peak

near the quoted spec, and the way the

output of just under 130kW, and that’s

engine rocked-and-rolled against it’s

with a very flattering “correction factor”

mountings when the rolling road start-

of 30%! Actual, recorded, at the wheel

ed resisting its thrust was genuinely

output was a mere 98kW. A 190kW car

alarming!

should make a good 150kW or so at the wheels. The MPS was nowhere

So it appears that we had a dud MPS. And yet, there were no warning lights letting us know something was amiss, and the jovial Mazda fleet manager confirmed that this very car had been checked out by the company already, after other magazines lodged similar findings. “All operating 100%” was the report, apparently, even though clearly it wasn’t! So with its power advantage decimated, let’s look at the other elements that make up a great hot hatch drive… Dynamics.

DR I VE M A G A Z IN E JA N U A RY 2010

33


D r ive Te st Let’s get started on the JCW this time.

when you aren’t!

Straight away, the firm suspension and almost precognitive steering response

And that fantastic exhaust note under-

suggest that BMW has once again not

lines the heart-on-its-sleeves charac-

only captured but in fact improved upon

teristics of the little JCW. Right across

the legendary nameplate. It genuinely

the rev-range, but particularly at exact-

does feel go-kart like in it’s eagerness

ly the 5000rpm mark, this little blown

to be chucked into corners, front tyres

1.6 blares loud and proud. The turbo

scrabbling manfully for grip, body roll

itself is almost impercepible as a result,

absolutely minimal. It does torque-steer

masked by the rich, impossibly deep

quite heavily, there are no clever diffs

and bassy roar being emitted by the

here to avoid this side-effect of 155kW

twin pipes at the rear. But it is simply

charging through the front wheels, but

beautiful, and hurls the JCW down the

this tendency just makes for an even

road very rapidly indeed!

more engaging nature when you’re in the mood to drive her hard. In fact, even

34

It feels like a car which wants to be

DRIVE M AGAZINE JANUARY 2010


Dr i v e T e s t thrashed, all the time, everywhere you

sweeper that I always test on. It’s taken

go. Even the fuel consumption barely

flat in the top of third, at round about

seems to register if you’re restraining

the 130km/h mark in most cars, and has

yourself, returning an impressive 10.2

some wicked bumps thrown-in to catch

l/100km regardless of throttle position

out chassis foibles. And that’s exactly

or the amount of fun being had. And

what occurs in the JCW, at this level of

there’s just a ton of nuggety, textural

commitment, with the bumps causing a

feedback coming through the thick-

weird fore-aft see-sawing affect on the

rimmed wheel and the seat of your

very stiff suspension and chassis com-

pants.

bo, the end result being scrappy understeer, a trait which just never comes up

But it is, unfortunately, flawed. And

in any other driving situation!

more unfortunately still, it’s just where you want it to really start to shine that

The MPS is exactly the opposite. Sure

the problems arise – at maximum at-

it has by far the best ride, and very little

tack. I have a favourite, long right-hand

torque-steer (but that’s largely because

DR I VE M A G A Z IN E JA N U A RY 2010

35


D r ive Te st it doesn’t actually have huge amounts

nor does it ever feel capable of keeping

of torque, and boasts electronics which

up with the other two cars through the

limit torque output in the first three

bends, even if it did have its full com-

gears by 30%), but even with a slippy-

plement of horses available. It would

diff attempting to better harness the

understeer into the pavement long be-

meagre power being fed through the

fore the others even started to feel at

front wheels it just never feels particu-

all fussed.

larly positive. But does the Mk 6 GTI have the chops The soft suspension setup sees the

to take the rorty, mildly manic, and utter-

MPS rolling alarmingly when you’re

ly focussed JCW on at it’s own game?

climbing all over that throttle. There’s

At first it feels not. At “normal” speeds

never a moment where, like in the Mini,

this car does a superb job of feeling,

it shows-up a specific dynamic flaw, but

well, absolutely normal – apart from a

36

DRIVE M AGAZINE JANUARY 2010


Dr i v e T e s t slightly jiggly ride over sharp corruga-

revving to the 7000rpm rev-limiter than

tions. It’ll return 8l/100km on a highway

anything here. Even more importantly,

cruise, has the space to pack-in the

the clever XDS electronic diff at the

family with luggage, and looks sporty

front end seems to make it impossible to

but not overtly aggressive.

wrong-foot this car. Even when you pile into a corner with what feels like way

Up the pace though and the car comes

to much speed, just steer to the apex

alive. More than that, it starts punching

and pick up the throttle and the front

well beyond its weight class. In short,

end finds grip which really shouldn’t be

driving this thing like you’re being

there, digs into the chosen line and cat-

chased by the mythical Four Horsemen

apults you through at a rate which even

is nothing short of scintillating. The 2.0-

the kart-like JCW can’t quite match.

litre motor starts to growl purposefully and seems to deliver more power when

DR I VE M A G A Z IN E JA N U A RY 2010

It’s nothing short of a revelation in these

37


D r ive Te st

conditions. It is a bit of a shame how

to bahnstorming brilliance is absolutely

you really have to have popped a cou-

infallible. And then, when you’ve dis-

ple of brave pills to access this excep-

patched of the pesky JCW driver, you

tional dynamic plateau, and yes, some

can settle back into a sedate cruise and

of our nuttier crew members (hands up

drive the GTI all day with no discomfort

Mr Allison) didn’t like having to go look

whatsoever. Is it enough, though?

for his adrenaline hit quite so hard. But the transformation from everyday hatch 38

There’s quite a lot still working against DRIVE M AGAZINE JANUARY 2010


Dr i v e T e s t the MPS. There’s not a lot in it though, and if you’re looking at a R300K car we doubt you’ll quibble over ten grand here or there. But for this money, you don’t get all that much, really. Strangely, although I’m sure that the GTI comes standard with the Adaptive Chassis in UK markets which goes some way towards justifying the price premium over the sultry Scirocco, here that’s on option. The XDS is standard, and Climatronic climate control (not fitted to our test example). And that is just about it! The JCW on the other hand is pretty fully-loaded. It’s standard price includes things like automatic lights and wipers, although these prove to be as insane as the rest of the car in rain-drenched traffic, regularly turning themselves off and then refusing to budge again until you cancel the “Auto” setting and reset it again. All you’re really missing in it, despite this virtuoso performance on our test route. It’s damned expensive, especially with the DSG – we still have to recommend sticking to a manual version. With the dual-clutcher though it’s more expensive than either of our contenders, but with the manual it all-

here is a satnav. There’s even a Sport button which unleashes the full glory of that noise while sharpening the throttle nicely. One thing to mention though, even though we had the Clubman version, this is not a family-friendly vehicle!

but matches the cheapest of our trio, DR I VE M A G A Z IN E JA N U A RY 2010

39


D r ive Te st And the MPS goes absolutely overboard

example would’ve fared better – we’re

with standard spec. Mazda has literally

happy to revisit the car if Mazda SA

chucked all the gizmos it can at the car

sends us an example complete with all

to justify a 3 crossing the R300K mark.

the runaway horses.

Automatic everything, brilliant Bose sound, even the luxury of keyless-go,

But on this day, on these roads, the GTI,

all are standard fit! Making it even more

somewhat depressingly, stands proud

of a crying shame that the full comple-

as the champion of the every day hot

ment of horses, it seems, isn’t.

hatchback genre. It’s almost sickening how good it is, and as alluded to in the

The 3 is the clear winner in looks too.

beginning of this test was quite an un-

The ladies of the Drive office, and the

expected turn of events – we’d all been

general public at large, simply adored

arguing over the power of the MPS ver-

the shapely, purposeful new face, while

sus the involvement of the JCW as the

almost completley overlooking the staid

winners before the cars had been de-

GTI and loony JCW.

livered!

But in the end the versatility of the GTI,

The GTIs charms are absolute how-

backed up by supreme dynamics when

ever, and comprehensive across the

the right foot gets the urge to weld it-

board. Get a manual, and you’ll have

self to the chassis beneath, give it the

the best hot hatch on the market, at

win over the JCW, which is relegated

a very competitive price point. Admit-

to second with much grumbling from

tedly the rich, fun character of the JCW

Steve. Just like on the road, the 3 MPS

comes very close to toppling the icon,

comes huffing and puffing along as the

but is just short of the mark when you’re

rear guard, unable to compete in this

absolutely flat out.

instance. Perhaps a fully fit, 190kW

Russell

Drive Vitals

Mazda 3 MPS

Engine

Four-cylinder petrol turbo

Capacity (cc)

2261

Power (kW)

190@5500rpm

40

DRIVE M AGAZINE JANUARY 2010


Dr i v e T e s t Torque (Nm)

380@3000rpm

Kerb weight (kg)

1457

Driven wheels

Front

0-100km/h

6.1 (Claimed)

Price

R316 400 (basic)

Drive Vitals

Mini JCW Clubman

Engine

Four-cylinder petrol turbo

Capacity (cc)

1597

Power (kW)

155@6000rpm

Torque (Nm)

260@1850-5600rpm (280@ 1900 on Overboost)

Kerb weight (kg)

1280

Driven wheels

Front

0-100km/h

6.8

Price

R339 350 (basic)

Drive Vitals

Golf VI GTI DSG

Engine

Four-cylinder petrol turbo

Capacity (cc)

1984

Power (kW)

155@5100rpm

Torque (Nm)

280@1800rpm

Kerb weight (kg)

1393

Driven wheels

Front

0-100km/h

6.9

Price

R331 800 (basic)

DR I VE M A G A Z IN E JA N U A RY 2010

41


D r ive Te st

I

n a sudden reversal of fortune the Mazda goes from being the strongest link in the last group test to being the weakest link in this one. Disappointing particularly since it was me that wanted the MPS to be part of this test. On paper it looked like it was going to walk away with the prize. I mean, here we have a hot hatch with 190 KW of power and that’s as much as an Audi S3 and 100 grand cheaper. On top of that the 3 in our last test was such a great car. Take a great car and add huge amounts of power and you have to have a winner – don’t you?

lem with the MPS is that despite all that power it just doesn’t feel very fast and against the others, it was having trouble keeping up. The car feels heavy, much heavier than its little brother. All of the controls are heavy, the clutch in particular obviously uprated to handle all of that perceived power. After driving the MPS for a day you just feel tired and you haven’t really had that much fun. It is a looker though. Wherever we parked, women walking past commented on how much they liked the car. So as a babe magnet it is

So what went wrong? Well the first prob42

a better choice than the others. DRIVE M AGAZINE JANUARY 2010


Dr i v e T e s t

T

he Mini if it were human would be one that people drifted towards at a party. The loud, brash and mischievous individual that is always full of fun, without being able to put on any airs and graces. If it went to a high society function, it would order a Castle draught, stand in the corner, tell inappropriate jokes at the top of it’s voice and probably fart. Whilst being thrown out it would say, “Why, what have I done?”

sharp precise steering and a brilliant gearbox, this is a real drivers car. Turn in and the little Mini goes exactly where you point it, go for the next cog and the gear change is quick with a short throw of the perfectly placed lever. All the time listening to the wonderful exhaust note and you start to experience what fast driving is all about. The interior has a low rent plasticky feel

I think this is a good thing, you know

to it although build quality is good. None

what you are getting, fun and thrills all

of this matters when you’re driving hard

the time and I love it. The exhaust note

until you remember what you paid for

is always audible and always pleasant.

the car. I don’t care that it doesn’t have

The ride is firm but not crashy. The per-

a sedate side, for me this is the car of

formance is breathtaking coupled with

the group.

DR I VE M A G A Z IN E JA N U A RY 2010

43


D r ive Te st

T

he Golf is without doubt the best all rounder and the best choice for the family man that hasn’t given up on life. It is more practical than the Mini, not only can you load children with ease you can take some luggage or shopping as well. The Golf is fast, surprisingly so, and it puts a smile on your face every time you drive away. It goes without saying that build quality is exactly what you would expect from the Wolfsburg manufacturer.

lems. Firstly the GTi has gone up in price over R60 000 since the introduction of the series V model. Not only that VW has cut back the spec in a bid to disguise just how much more you are now paying. There is a certain level of equipment that one expects when you buy a luxury hot hatch. But the biggest problem for me is that the Golf just does everything too well.

So with all of this performance, quality

Somehow the excitement of this iconic

and practicality you will be wondering

hot hatch has been lost. The Mini is just

why I have dropped the GTi down to

so much more involving and as a result

second place. Well, there are two prob-

a lot more fun to drive.

Steve 44

DRIVE M AGAZINE JANUARY 2010


Dr i v e T e s t

T

he winner of any hot hatch group test shootout needs to fulfill a set of very specific criteria. You see a hot hatch is not just a sports car but the petrolheads sports car that also needs to be an everyday family car. So just being fast may make a good sports car but it isn’t enough for a hot hatch. A hot hatch must thus be able to take you to work sitting comfortably in traffic with the kids in the back and a chest of drawers in the boot. Then when the road opens up and the kids are safely at school said petrolhead can blast off at a billion miles an hour. This is why the Golf GTI has always been the benchmark in this segment, it can do all that simultaneously. The pretenders to VW’s throne can beat the GTI in one or two areas but to do that they must sacrifice something, the VW doesn’t sacrifice anything and is thus my clear winner on test. The JCW had a great sound and was a genuine drivers car, possibly even the best pure drivers car on test, but couldn’t do the comfort and practicality as well as the GTI. The GTI was also marginDR I VE M A G A Z IN E JA N U A RY 2010

ally quicker thanks to its excellent DSG box and that impressive XDS electronic limited-slip diff despite identical power outputs of 155kW. The MPS was by far and away the most horrid car on test, sure it had a whole host of comfort features on offer at a very reasonable price, far better than the GTI in fact. What the MPS sacrificed however to beat the benchmark was all forms of performance and driving pleasure, no power, heavy clutch and even heavier steering. It did look quite good and aggressive though. This is all you need to know, the GTI was the fastest, has all the doors you’ll ever need, the boot is huge and if your passengers have legs there’s even some rear legroom thrown in for good measure. The GTI is the best hot hatch in South Africa ( sadly no Focus RS for us), the JCW may be a better drivers car but that alone is not enough for a hot hatch.

Kyle 45


B

efore we get into the nitty gritty details of our brief investigation into local dealerships, let’s start with some context. The global economy with South Africa’s being no different is bleeding everywhere. The motoring industry has been particularly hit because, in the main people don’t buy a car because they need a car, they buy because they fancy a change. Motorists that already have a car that works can wait another year when money is tight. They will as long as possible continue to buy food


and the like, although I really can’t understand how that is a more prudent purchase than that sexy Scirocco you’ve had your eye on. So whilst basic goods sellers are struggling luxury items are feeling the pinch more, and let’s be honest cars are luxury items. Dealerships actually need to persuade potential buyers to part with their cash when times are hard. They cannot rely on a stream of buyers clambering across their desks in a bid to acquire the latest metal.


D r ive Fe a t ure One would then presume that if car manufacturers

and

the

various links in the production and distribution chain are hurting so much they would be falling over themselves at the merest sniff of a sale. We have heard no shortage of complaints from the industry at large about how cash

strapped

they

are, and if selling cars is their most prominent source of said cash simple logic will tell you that you need to sell more cars. So based on this premise we have canvassed several

dealerships

spanning most manufacturers to see how keen they are on selling cars. In short most dealerships

couldn’t

care less about selling cars, sometimes they won’t even take the time to talk to you, the potential customer mill48

DRIVE M AGAZINE JANUARY 2010


D r i v e F ea tur e ing around their dealership floor climbing

visited, the rather sad fact is that we were

in and out of their cars.

both exceedingly disappointed in their sales performance for the most part.

Our approach to this investigation was simply to go in acting as potential buyers,

From our Kempton Park offices we went

Steve and I would go into dealerships in-

to dealerships in the surrounding area

dividually as if we didn’t know each other

representing manufacturers across the

to gauge the different reactions. You see

board. Let’s start with my trip to the deal-

I am a young male and as such suffer

ership of the current largest car maker in

from the stereotype that I can’t in fact af-

the world-VW. I decided to focus on the

ford a new car, which is an understand-

Golf 1.4 TSI and spent a ridiculous 10

able stereotype to be fair, because I can’t

minutes walking round the car, peering

afford a new car. A dealership however

through the windows and examining the

should at least take the time to find out if

brochure with great interest, all in an at-

the preconception is indeed correct be-

tempt to attract the attention of a sales-

cause somewhere out there is a young

person. Despite even making eye contact

male that can afford a new car, and be-

with more than one representative no one

ing completely ignored on the dealership

walked over to me to ask if I needed help.

“Our approach to this investigation was simply to go in acting as potential buyers,...” floor will not encourage him to buy from

Finally after said ten minutes a salesman

that dealership. On the other hand Steve

walked past me and offered a more com-

fits the stereotype of a perceived wealth-

prehensive brochure and his card, that’s

ier individual and as such should have at

it. No matter what questions I asked about

least gotten more interest from the sales-

the car he basically just referred me to

people.

the brochure and walked away.

Whilst this was more or less true in that

So with a rather confused feeling of fail-

Steve was able to illicit marginally higher

ure I strolled across the street to Nissan.

interest from the various dealerships we

This time however Steve and I decided

DR I VE M A G A Z IN E JA N U A RY 20 10

49


D r ive Fe a t ure to enter the dealership together to see if

and ignores us. In our entire time in the

this would help compared to my alarm-

Nissan dealership not one employee so

ingly unsuccessful VW venture. So re-

much as said one word to us, and these

member now that this is two men of em-

are people presumably working at least

ployable age walking into a dealership

partly on commission!

during a recession, a time when sales are critical. We do the usual trick; pick a

On to Ford/Mazda then, we were get-

car and walk around it, try and open the

ting nowhere in Nissan. Once again we

doors which we discovered were locked,

decided on the individual route, and by

and look around for a brochure. A sales-

this stage I walked in thinking it was go-

woman walks away from her desk, looks

ing to be a quick and unproductive visit.

at us crawling over a Nissan Qashqai

What happened next however was that

and then does something mind boggling.

both Steve and I received excellent serv-

She turns around, walks back to her desk

ice, salespeople immediately jumped for

50

DRIVE M AGAZINE JANUARY 2010


D r i v e F ea tur e us as we went anywhere near a car and

able while we were there.

proceeded to tell us every little detail. Discounts were offered, coffee made and

Unfortunately that’s apparently where

“A saleswoman walks away from her desk, looks at us crawling over a Nissan Qashqai and then does something mind boggling.” information imparted, exactly what is sup-

the good service stops for dealerships,

posed to happen at a dealership. Helpful

at least in the Kempton area. The exam-

and informative, that’s all we’re asking

ples of lethargic salespeople is genuinely

for. Unfortunately having left our details,

too long to list in detail but here are a se-

no follow up call was received but hey,

lect few more. Renault was very helpful,

they were very helpful and knowledge-

even calling us back, twice. The problem

DR I VE M A G A Z IN E JA N U A RY 20 10

51


D r ive Fe a t ure

with Renault was that they knew nothing

So in an entire day of dealership hopping

about their cars, seriously not one ques-

a very worrying trend became evident,

tion asked was answered satisfactorily.

bar a few notable exceptions the serv-

Volvo were even worse, the receptionist

ice level of dealerships is nothing short

was very good by immediately calling a

of shocking. Sure guys like Renault were

salesman the instant we stepped in. From

very helpful but they knew nothing about

“Helpful and informative, that’s all we’re asking for.” there however it was downhill all the way,

their products. In fact in our experience

the salesman was exceedingly disinter-

the only dealership that ticked both nec-

ested in doing his job but worse than that

essary boxes, namely helpful and knowl-

was also uninformed. He needed to go

edgeable was Ford/Mazda. Now we are

and check a price list when asked how

not criticising individual manufacturers

much an S80 would set us back, that

here but rather the attitude in general of

sort of thing needs to be known off hand

dealerships, so just because the Nissan

surely? I mean, it’s just the flagship of his

we visited was atrocious doesn’t mean

range, even if we were enquiring about

the one near you is the same. That be-

the entry-level version.

ing said since we did this little investiga-

52

DRIVE M AGAZINE JANUARY 2010


D r i v e F ea tur e tion the issue popped up in conversation

If we are being really critical, we could

with a Porsche owner we know, and not

suggest that manufacturers take more

“just” a Boxster so he’s got cash to burn.

interest in the dealerships that represent

He went into a BMW dealership to get a

their brand. We also found that some

car for his son and was more or less ig-

dealerships have good salespeople and

nored, so whilst we obviously canvassed

bad. It’s just the luck of the draw which

a miniscule percent off all dealerships the

member of staff is available on the day.

problem appears to be rather well spread.

But all those incidents of sales staff star-

And we have heard several similar stories

ing straight through us as if we were the

from disgruntled potential buyers. Going

glass frontage on their dealerships, well

back to the BMW story, our friend, quite

that’s just inexcusable. What If you went

aghast, went straight to another dealer-

into your nearest supermarket and upon

ship in the vicinity, was helped, and ended

reaching the till are presented with a huge

up making a purchase. For cash money,

queue because there’s one sales clerk

on the spot. So it is clear that the problem

actually ringing the items up? I’m pretty

is no reflection on a particular manufac-

sure you’d do exactly as we would, drop

turer but specific to the individual dealer-

your basket and walk out. And those are

ships themselves.

essentials!

DR I VE M A G A Z IN E JA N U A RY 20 10

53


D r ive Fe a t ure

If you think the problem is specific to new

able to view. On more than one occasion

cars you’d be wrong. Steve went out on

the salesperson wasn’t even aware of

another trip to random used car dealer-

cars that they were advertising in the lo-

ships – there’s a healthy selection just

cal newspaper.

towards the East Rand from us. Very lit-

“The salesman had seen me park up and was already standing at the door to welcome me to his showroom.” tle difference in the level of service was

So as we were busy with the story, hav-

experienced and there were some addi-

ing tried a good selection of dealerships,

tional problems. For example after hav-

Russell suggested that the manufacturer

ing to effectively drag a salesman from

that enjoys the reputation of having the

his desk, he was informed that a custom-

best customer satisfaction in the world -

er was using the car he was looking for.

Lexus should also get a whirl. I arrived

No offer to phone when the car was back

at the dealership, parked and walked to-

and no indication when it might be avail-

wards the door. The salesman had seen

54

DRIVE M AGAZINE JANUARY 2010


D r i v e F ea tur e desk back. So what can we actually conclude from all this? The answer is quite simply that dealerships have become for the most part, well downright lazy during the good times when motorists were snapping up vehicles with reckless abandon, and now that the market has changed they haven’t adapted and still expect cars to sell themselves. The notable exceptions are of course the bargain-driving and helpful Ford/Mazda team we ran into. And then Lexus, who exceeded even our expectations offering service that outshines the me park up and was already standing at the door to welcome me to his showroom. He was friendly, helpful and very professional. He insisted that I take a test drive and because the demo vehicle wasn’t top of the range he sat me in the range-topper on the floor and went through literally every feature. No question was unanswered and he was able to give me all of the information without having to refer to the spec sheet or yelling across the floor to colleagues. The ambience and professionalism was more akin to a Rolls Royce dealership than a volume manufacturer to be honest. All shining, modern newness, soothing music wafting gently out the showroom stereo, and a very efficient

competition by a long way. We must also say that our little knock about was prompted by a bunch of readers and general contact with the people of Jo’Burg, with many of these reporting similar levels of overall dissatisfaction. I mean we must know a tiny microcosum of the population of this area, and if you multiply the percentage of sales soured by a poor initial reception well it would be a good few thousand extra vehicles over the past 12 months. That, surely, even (in fact, especially), in times when sales are weak, should be worth addressing.

Kyle Stone & Steve Allison

and well-trained team from the reception DR I VE M A G A Z IN E JA N U A RY 20 10

55



O

ur 2010 top motoring picks for SA enthusiasts

Well here we are... how quickly did this all happen? It is 2010 ladies and gentlemen, the year of the African World Cup. The year of global economic stabilisation too, with any luck. Unfortunately though, judging from Barack “The Prez” Obama’s Nobel Peace prize acceptance speech, not the year of ending at least that one senseless war. Well, suppose you can’t win ‘em all. In our world though, where petrol and oil run like milk and honey, there is no doubt it’s going to be another interesting one. We thought we’d kick the year off with our quick highlights package, so here are the cars we’re itching to get hold of this year, and you probably should be too. Let’s get right into it...


D r ive Fe a t ure

Alfa Romeo Giulietta

way no bad thing, the Brera is a near-

It’s at the top of the list not only because

timeless beauty, the MiTo a great inter-

it’s alphabetically correct, but also be-

pretation of modern chic. We just hope

cause this is going to be huge. With the

it follows the newer model in dynamic

MiTo seemingly propping up this leg-

ability, the Brera has always been best

endary marque quite nicely for the mo-

enjoyed from the outside!

ment, the new Giulietta is going to be another crucial model for the company.

Fortunately the fabulous-sounding new

And from early glimpses, it’s going to

1.8-litre MultiAir turbo engine, suppos-

be a good try at the very least.

edly developing 175kW at that, leans towards the newer approach, and we can

Although the office has likened it to a

be pretty sure that the adaptive DNA

bigger, meaner MiTo, my wife (and I

system will show up again. Whatever

tend to agree with her on this) sees a

the final spec, we are already howling

lot of that gorgeous Brera in its design.

inside our heads to get our hands on

Just chunkier, with four doors, and more

one, which has to be a good sign. Pref-

Golf, Focus, or Megane-shaped. Either

erably a GTA, even.

58

DRIVE M AGAZINE JANUARY 2010


D r i v e F ea tur e

Audi TT RS

going to be one hell of a ride!

The return of the five-cylinder Audi

Last year the TT S was one of our fa-

Quattro has already happened over-

vourite tests, and the value of that car

seas, and this baby ought to hit here

still blows us away. If they can price this

fairly early next year. Two-and-a-half

RS right as well, it’s going to be without

turbocharged litres making a whopping

any competition. It should be M3-eating

450Nm and, by all reports, videos, and

pace for just a little bit less money, but

road tests, the ideal noise while hurling

let’s see.

this raciest ever TT from 0 to 100km/h in just 4.6 seconds! It’s got the pretty

Either way, they should be snapped off

short wheelbase of the s, low and lithe

showroom floors by our power-crazed

centre of gravity, Quattro and gobs of

new-car enthusiasts in SA. Hopefully

warbly torque. Even if it does turn out

Audi will be able to spare one to get

to be Audi-numb in the steering, it’s still

out to the local press.

DR I VE M A G A Z IN E JA N U A RY 20 10

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D r ive Fe a t ure

R8 V10 Spyder How much can we actually say? It has

BMW M3 GTS

a Lamborghini Gallardo engine, and

With X5 and X6 M just starting to tempt

basic platform if we’re honest, but it’s

local buyers, we’ll be surprised if we

German. And in this application that

see this one till at least the end of the

magical motor will simply engulf your

year – German deliveries will appar-

every sense – even as a coupe it domi-

ently start in May. Don’t be fooled by

nates every second with this car. This is

the change in letters, this is basically a

a work of art, pure and simple, but not

CSL, maybe the name change hints at

one which needs be packed away and

a fully-fledged GTR race version com-

unsheathed only on clear sunny occa-

peting in global events as well?

sions either. It is, sublime. This one will also be dangerously pornographic. 60

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D r i v e F ea tur e

weight stripped to the tune of almost

Chevrolet Corvette

200kg! So it’s going to be awesome.

Come On Chevy, surely this is THE

I wouldn’t expect GT3 RS drivers will

YEAR to build this baby in RHD???

have too much to worry about really,

Please? The world could become your

but maybe “ordinary” GT3s will... and

oyster if you do, surely that looks good

that’ll be impressive enough.

on the long road to recovery?

litres and almost 350kW this time, and

DR I VE M A G A Z IN E JA N U A RY 20 10

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D r ive Fe a t ure

Ferrari

spinning right round to 9000rpm! Sadly

Yes, naturally, the 458 Italia. We might

there’s only a dual-clutch paddle-shift

not get to drive one, but we will still be

box, but at least the company stopped

able to enjoy its flowing shape – al-

short of incorporating the KERS stuff

ready dubbed by many one of the pret-

quite yet despite several rumours that

tiest Ferrari road cars in years.

they would.

It’s also apparently one of the green-

One-hundred in 3.4, top speed around

est, but no need to get all upset now.

320km/h, the Italia will run with GTRs,

It retains the performance the Ferrari

911 Turbos, Gallardos, and likely beat

badge stands for, in fact looks set to

them all to the post. It isn’t going to

be the quickest of its kind, ever. The

have it all its own way for long though,

4.5-litre V8 manages to churn out great

the amazing McLaren MP4-12C will be

torque even at modest revs despite also

hot on its heels.

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D r i v e F ea tur e

Ford Focus RS

for a FWD car, yet that ingenious RevoKnuckle setup at the front appar-

There is at least one in the country, has

ently harnesses it all very effectively!

been for a few months now. Not a pri-

And you just know it’ll do that Fast Ford

vate owner, but Ford SA themselves

raspiness.

have been running it around. Which must bode well for imminent local intro-

There are a lot of Ford fans in the coun-

duction, surely?

try – many of them own STs. I think, even at a price point which might seem

The Focus RS is a return to the heyday

a little high, the showrooms will have

of Fast Fords, it would seem. The tur-

no issues at all getting these to move.

bomotor puts out far too much power

Go ahead and see.

DR I VE M A G A Z IN E JA N U A RY 20 10

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D r ive Fe a t ure

Hyundai Genesis Coupe It’s no wonder the major players are

erless, while the 2.7 V6 was gutless and an understeering mess. FWD plus front-mounted V6 do not add up.

watching Hyundai closely, it’s one of only two manufacturers to continue to

So now they’ve made this, to replace

thrive over the last two years, and with

the Tib. Called the Genesis, it packs a

products like the Genesis, as well as

far beefier 3.8-litre V6, a Brembo brak-

it’s healthy range of more humdrum se-

ing package, sporty suspension and

dans, hatches, even SUVs, that’s easy

chassis, and best of all, is driven from

to see why. They’ve listened to the mar-

the rear! And, it’s going to offer all of

ket, and responded appropriately and

this, at Hyundai prices! Having never

quickly.

even driven one, this is going to be a strong contender for our 2010 Car of

Take the old Tiburon for instance. Such

the Year. The sooner it lands, the bet-

a looker, but... Although the 2.0-litre

ter. And Bravo Hyundai!

was promisingly pointy, it was pow64

DRIVE M AGAZINE JANUARY 2010


D r i v e F ea tur e

Jaguar XJ

sure, but there are many that might not, and even I have to admit to being scep-

I have to admit to being a touch biased

tical about some of the angles. The old

on this one, after all my wife still drives

XJ is beautiful no matter which way you

around daily in a late-80s XJ6, and it’s

come at it.

one of those cars I still adore despite killer fuel consumption and a saggy

It’s a big one though, for the compa-

roof lining. Will the new XJ be able to

ny. This is the mainstay of the Jaguar

match the class, comfort, and cruisin’

range, the lynchpin that ties it all to-

ability of the old stager?

gether, and the one most extravagantly steeped in memories of gentler times.

Well, we’re pretty sure that technically

The company is, therefore, going to put

it’ll be as far ahead as the two decades

the absolute best it has into this vehi-

separating them would suggest. But

cle. Whether that’s enough or not, we’ll

what about the more emotional meas-

find out during the year ahead!

ures? I quite like the look of it to be DR I VE M A G A Z IN E JA N U A RY 20 10

65


D r ive Fe a t ure

Lexus

to us that the F would be on local show-

The new Lexus is250 C is already in

room floors by now. It didn’t happen.

SA, but the company is only adding

Well if it still doesn’t make it in 2010,

press cars to the fleet in January, so

it’ll be too late, and will launch here al-

we’ve got our names on the list. It might

ready feeling a generation behind its

not be a truly thrilling drive, but I have

current competitors.

to say that chopping the roof off the already pretty shape has already created

And finally, the near-mythical LF-A su-

something genuinely gorgeous in my

percar. This, we’re assured, will be the

eyes. Add the build quality, luxurious

year this gorgeous shape complete with

spec and high resale values associated

its free-revving V10 will actually move

with the Lexus brands, and you have to

from perennial show-car into produc-

be on a winning wicket considering one

tion. Can a company most famous for

as our incredible South African summer

building magic-carpet limousines and

draws gently to its glorious close.

hybrids really make the leap to fullblown supercardom? This is where we

But the F. Ah the F. They’d suggested 66

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D r i v e F ea tur e

Mercedes SLS

SLS, it’s been said, does everything the SLR didn’t. As in, it drives rather

An unashamed tribute to one of the most

well actually, everything on it should

legendary cars of all time, but brought

work flawlessly, and it isn’t priced de-

bang up to date by those wizards at the

liberately so that only the stupidly well-

AMG division, the SLS is the Gullwing

heeled would be able to discover all the

reborn, in 2010.

foibles, we really hope the SLS lives up to the promise! A car that looks this

Gorgeous, sensuous, and with a rum-

good, should also go that good. It just

ble to rival Mt Vesuvius going ape, the

should.

DR I VE M A G A Z IN E JA N U A RY 20 10

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D r ive Fe a t ure

Mitsubishi

ASAP. Nissan is flooding the market

Again, this is more a plea than a predic-

with GTRs, the new WRX saloon owns

tion. Mitsubishi said the Evo X would

the people’s champion arena, time to

come to SA shortly after the hatchback

put up or shut up.

STI hit our shores. Then the whole idea sort of just evaporated. It really will

Noble M600

help your image among enthusiasts,

Sure it ain’t going to challenge the Co-

like a whole lot, so please get on this.

rolla for overall market share, but hope-

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D r i v e F ea tur e fully some of our performance-mad moneyed crowd already have an order

also being prepared...

ing propelled by a twin-turbo 4.4-litre

Porsche Panamera

V8 makes for a 3-second dead dash to

We’ve already got all our flight confir-

100km/h, and apparently despite this

mations for the local introduction of this

being the first Noble built since founder

Porsche limo in February, and await

Lee Noble left the company, it drives

the date with trepidation. Can the com-

like these quasi-racers should as well.

pany really have built a car which stays

Which is to say, just incredibly.

true to its roots, beneath this question-

or two in for this one. Just 1250kg be-

able four-door hatchback shape? The It may be hellish expensive, by far the

figures look promising, the range-top-

most expensive car made by this low-

per mating a beefy twin-turbocharged

volume firm, but we’re sure it’ll be worth

V8 with AWD and a host of far more

its weighty price tag in raw adrenaline.

advanced technical wizardry, but will it

Although it is said that somewhere, un-

still feel like a Porsche? We’ll find out

derground, possibly on local shores,

for ourselves soon enough, and let you

a Noble by design but not by name is

know the moment we do.

DR I VE M A G A Z IN E JA N U A RY 20 10

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D r ive Fe a t ure

911s

250 examples, so good luck trying to

Yes, they refreshed basically the entire

get hold of one!

upper-end of the 911 range at Frankbies soon. There’s a new Turbo, new

Renault Megane RS

GT3-RS, new GT3 Cup racer, and the

The lovely new Renault Megane (Oh

gorgeous limited-edition Sport Classic.

thank goodness a Renault hatch with

Styled to recall fond memories of the

a rear suitable for human consump-

legendary 2.7 RS, the Sport Classic

tion again) has already received lots

is sort of a fully tricked-out Carrera 4

of praise from the “men on the street”

S, except with RWD only. And a signa-

we like chatting to, but the model we’re

ture duck-tail rear wing. The company

waiting for is only due sometime during

itself maintain that this vehicle is some

the course of this year. Of course, we

of their best work, so it has got to be

want the new RS, which already has a

something absolutely exceptional. It is

host of rumours surrounding it.

furt this year, and we’ll have these ba-

stratospherically priced however, and the production run was limited to only 70

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D r i v e F ea tur e

turbomotor tuned-up to compete in a

tinctly French RS magic ought to make

hot-hatchback market which includes

for something genuinely scintillating to

monsters like S3s, 3 MPSs, and Focus

drive. And look at. While completing the

RSs. Harnessing this will once again

exceptionally broad RS family lineup to

be the incredible front slippy-diff found

boot, once again.

on the old Megane F1 Team models, portedly similar to Ford’s RevoKnuckle.

VW Golf R

Which mixed-in with enough of that dis-

At last, VW is reinventing the R brand

as well as a front hub arrangement re-

DR I VE M A G A Z IN E JA N U A RY 20 10

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D r ive Fe a t ure

and, cleverly, is using the perfect exist-

but then that’s what the shapely Sci-

ing engine to do it with – the 190 kW

rocco look has come to epitomise. Be-

2.0-litre turbo currently found under the

sides, if they gave this the same AWD

hood of the S3! Also matched to AWD

system the Golf R is getting, well who

and now, a DSG gearbox, it’ll appar-

on Earth would buy the Golf version?

ently mean a 5.5-sec dash to 100km/h, making this one properly rapid machine.

The aggressive body mods make the

Let’s just hope they don’t price it right

sexy Scirocco curves absolutely ir-

out the market.

resistible, and the genuine sportscar

Scirocco R

pace ought to make this an absolute firecracker if they really can harness it

Perhaps even more exciting however,

all through the front end. If they include

is this Scirocco R. It’s the exact same

the XDS diff found on the VI GTI, this

engine, once again, but this time all

could still turn out to be the pick of the

that twist goes through only the front

litter.

wheels! It’ll be a bit of a handful then, 72

DRIVE M AGAZINE JANUARY 2010



D r ive Fe a t ure

Superstars Series regulations brief:

T

he Superstars Series only uses modified production cars. The cars used must have engines with cubic capacities between 3001 and 7000cc’s, the motors must also be V8’s, no doubt because they sound the best. Four doors is a requirement along with a ‘Mono-Kit’. The Mono-Kit is a package applied to all cars which includes a set of series sponsor Pirelli tyres. The

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D r i v e F ea tur e

rest of the kit is made up of standard brakes and rear wings. In order to make the racing as close as possible there are several measures which have been implemented in the regulations, most of them to do with weight. Basically how it works is the better a drivers performance in the first race the more ballast will be added for the second race to that car, the tail enders will DR I VE M A G A Z IN E JA N U A RY 20 10

75


D r ive Fe a t ure

even have weight removed from their

very low down the field. This resulted

cars. There is also a weight calculation

in a lavish display of frantic overtaking

with your position in the championship

which the spectators would have been

taken into account, making it difficult

robbed of had he started out front, just

for one driver to dominate every race.

think how entertaining F1 would have

The administrators can go even further

been during the Schumacher era had

still if performance is uneven with the

he been forced to start mid-field every

option to impose an Air Restrictor for a

race instead of just disappearing into

teams motor.

the horizon.

Race 1 report:

The first race was won oddly enough

The first race was a highly entertaining

by Fabrizio Armetta racing in the Mo-

affair, and the primary reasons for this

torzone Race Car, his power being pro-

were twofold. Firstly on the track was a

vided by the Chevrolet Lumina CR8. I

bunch of mad Italians in powerful and

say oddly because the field was dom-

noisy V8’s, which is quite simply a reci-

inated by German cars, in fact out of

pe for success. The second reason was

a field of 17 cars there were only four

that the class of the field, Luca Rango-

non-German

ni of the Audi Sport Italia team, started

very well and easily pulled out a com-

76

cars.

Armetta

started

DRIVE M AGAZINE JANUARY 2010


D r i v e F ea tur e

fortable gap on the the field within the

with entering virtually every corner with

first couple of laps. The only glitch for

some impressive angles, often taking

Armetta came on lap 9 when the safety

copious amounts of curb on the exit,

car was deployed following Francessco

and if I’m honest quite a lot of grass as

Dracone’s Jaguar XF SV8 of the Fer-

well on numerous occasions.

lito Motors team going on an off-road mission which put him out of the race.

Race 2 report:

When the safety car went into the pits

Race 2 was a bit of a farce, being

Armetta failed to show his earlier form

called off prematurely after a few drops

and was seemingly unable to pull away

of rain. This despite being declared a

from Christian Montanari in second

wet race well before the cars had even

place but still held out for the win.

left the pits for the start. Lucan Rangoni started from second in this race and

The afore mentioned Luca Rangoni

immediately took to the front and pro-

was driving or rather sliding an Audi

ceeded to storm ahead. Before the race

RS4 in what was his first appearance

was called off and Rangoni declared

in the Superstars Series, this after fin-

the victor there was also some brief

ishing second in the Porsche Cup Ita-

excitement on the start finish straight.

lia. A true mad man he had no problem

Rangoni’s teammate, Ermanno Di-

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D r ive Fe a t ure

onisio, who’s RS4 had been sounding

in front of him through the first two cor-

even louder than usual fell apart. Well

ners despite his exhaust pipe following

not exactly, his exhaust pipe fell off and

him!

trailed his car from roughly the start line all the way into turn 1. What’s more

The side(ways) view

Dionisio still put the moves on a BMW

From our photographic station at Turn

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DRIVE M AGAZINE JANUARY 2010


D r i v e F ea tur e All right, Turn 1 into 2 was always going to be a tricky drift. Requiring huge power as it’s a fast left-right combination. But with a measured approach, initiating from much lower speed than it’s possible to enter turn 1 with just before the apex and then transitioning into a higher gear for the long left which is turn 2, it ought to be possible. But in the end, only a couple of brave souls try it. A black RX-7 has a valiant go and almost ends up in the outside wall. After that he’s content to just drive this section of the track and reserve his sideways antics for some of the tighter stuff around the back. Then along comes crowd-pleasing Otto in his big Mustang... he’s going to go for it. And almost exactly imitates the RX-7. Fortunately, again, it’s a near miss. But this drifter isn’t one to take a beating and just lay down and curl up. He’s experimenting every lap, and gets it right once during Saturday’s practice 2, the Speed and Sound Drift Demo is a

sessions. It’s huge. Spectacular. The

bit of a disappointment. I adore drifting,

small crowd on the grandstand leaps

and am stoked to see some sideways

to its feet in roaring appreciation as he

action on the menu for the weekend, so

slews right, then left into a massively

when it turns into a bit of a procession

sideways, unbelievably long, controlled

I’m sorely disappointed.

drift through 2. He’s not going to be tak-

DR I VE M A G A Z IN E JA N U A RY 20 10

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D r ive Fe a t ure ing points for apexes or anything, but he’s got the flow now. Sadly it’s the end of their allotted time for the day. These shenanigans prove two things to the drift enthusiast. One, drifting is really best confined to a particularly technical piece of a track like Kyalami, rather than the whole length of the lap, or even a dedicated drift venue. The twisting, convoluted snake of tarmac

Second, is the painful motorsport les-

currently being built around the side of

son that a combination of big money,

The Rock Raceway on the East Rand

and sizeable cajones, is never going to

is going to be perfect, and could well

hurt. Otto has both in spades, it seems.

provide SA drifting with the kickstart it

The other contenders aren’t too keen

desperately needs.

on having to pay out to straighten their

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DRIVE M AGAZINE JANUARY 2010


D r i v e F ea tur e he’s getting it right by now and putting on one hell of a solo show, exactly what spectators of the sport will pay to come see more of! Sadly, drifters always look at their aesthetic ultimate with another drifter tucked up close, equally sideways, and the Kyalami crowd doesn’t get a glimpse of that action. It’s all very well to talk the talk, but the bent imports, should a meeting with a

time has now come in the evolution of

wall actually occur.

the sport to put it all in. To get big crowds, big venues, and big support, the scene

On Race Sunday it’s even worse. No

needs to pick up its game some and

one but the blue and white Mustang

get some serious competitions organ-

even attempts the drift, even though

ised. With well-designed tracks which

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D r ive Fe a t ure provide the perfect platform for brilliant car control to shine through and wow the spectators. And it needs more players with Otto’s skill, sizeable resources, and commitment to being superb.

The V8s and Vinyls weekend – a synopsis The main attraction at the recent V8s and Vinyls race meeting at Kyalami, the International Superstars, should have been an event on the calendar already being marked up for next year again. But it didn’t quite turn out that way, and we can only hope SA made enough of an impression on the Italian-dominated teams that did make the trip that they come back again. This headliner racing was great to witness. Restricted by just one class denomination, V8 saloon cars, you get an awesome cross-section of cars on track. From high-revving RS4s and E90 M3s to thundering Maseratis and screaming, supercharged Jaguars, the cars on track make utterly unique and deeply intoxicating noises, threatening to sink the famous racetrack into a long-forgotten mineshaft with the sheer bass emanating from seventeen exhaust systems.

82

The lone Maserati is by far the most vocal, although the intriguing shriek of the Jaguar is suitably exotic to be instantly recognisable. A widebody Mercedes C63 AMG competes with the bellowing 300C SRT8s for sheer, classic V8 volume, while last-generation V8-powered M5s are unusual yet right at home on a race track.

DRIVE M AGAZINE JANUARY 2010


D r i v e F ea tur e

In the second practices on Saturday it

In between there’s a minute, spread-

looks as though the leading M3 is go-

out field of bikes racing some minor se-

ing to be a strong contender, followed

ries, a round of the Goldwagen series,

closely by a Chevrolet Lumina CR8 and

and a sizeable field of Ferrari F360

the remainder of the pack. The pair of

and 430s quite effectively promote

Audi RS4s, complete with trick AWD,

www.forzaracing.co.za. It’s R50K for a

are way down the field, which we lat-

weekend’s racing in one of these, and

er discover are due to problems in the

there’s a customer in the pack today,

cars. It’s the Audis that will dominate

although these guys aren’t usually very

raceday tomorrow.

keen on contact anyway it’s even more

DR I VE M A G A Z IN E JA N U A RY 20 10

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D r ive Fe a t ure pronounced today.

that into context, one bike “racer” posts a 2:22 at one point... but she’s right,

There’s also a series of the 250 Su-

the karts are just incredibly rapid.

perkart championship grabbing time on the track today, as well as a Speed and

Still, more popular local racing may have

Sound drift demo which sees several

drawn stronger crowds for the event,

of Gauteng’s top drifters out for some

cheaper ticket prices even would have

sideways fun. The karts, all bearing On

done the same. Surely, when you’re

The Track magazine logos, are pretty

hosting an international event for the

sensational. One of the marshals shar-

first time you consider this and pull out

ing turn 2 with us comments; “They’re

the best you have, so they’ll be back

faster than the bloody bikes”. To put

next time for more. Much more could

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D r i v e F ea tur e

have been done is all – it was a fun day

We just hope these spectacular cars

out at the track which more spectators

come back again soon for us to enjoy.

should have been keen and able to en-

They’re one hell of a display of noise,

joy.

performance, and sheer car control on the part of the drivers, and would al-

We know times are tough but a little

ways be welcome back to do more of

bit of advertising wouldn’t have gone

the same by SA motorsport enthusi-

amiss either. Some punters even re-

asts. Hopefully, next time round, with a

ported being denied tickets for Sunday

bit more enthusiasm thrown in to boot.

by Computicket the week before, the booking agency insisted that the racing

Russell & Kyle

ended on Saturday instead! DR I VE M A G A Z IN E JA N U A RY 20 10

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D r ive Column

W

e expect we’ll take some flak for our rigid application of the supercar moniker last month. Who are we, after all, to proclaim what makes a trueblue supercar? We aren’t sheikhs or hiphop artists and so we aren’t the ones actually buying the things, and nor are we race car drivers with private tracks to play on every day.

quickly, at some past glories. Porsche’s original 993-generation GT2 – the Widowmaker as it’s affectionately known, is one thing and only one thing. With its naked-riveted comic-book arch extensions and chuffy turbo motor, it has been built to clean up on the track. But Porsche had to homologate it of course, so they pasted some road-car paint on it and added road rubber and

But what we do know, is heart and soul.

perhaps even dialled the suspension a

And it’s these which truly characterise

notch back, and put it on sale. The re-

the breed of car we love to see.

sult, is something utterly glorious with a strong and unforgettable presence all

You see, you get cars which are crafted

of its own and even some distinctly hu-

with love and affection, and cars which

man characteristics.

are crafted with purpose. One need not preclude the other, but only one of

Now the latest, 997-generation GT2...

these, on its own, is the way in which a

well it’s been built with a significantly

supercar is born. Let’s take a look, very

colder purpose. To capitalise on the

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D r i v e C ol um n

legend of the GT2 moniker and make

Gallardo Balboni mixes a long and

the business some money. It’s certainly

evocative heritage with packaging and

faster than the early-90s car, but can-

looks redolent of the faint whiff of lu-

not ever be as emotionally powerful

dicrousy that has always characterised

or outright characterful. They’ve even

the Raging Bull brand and bellows its

gone and fitted sacrilege like electronic

heart out wherever it goes. And Ferra-

traction control and ABS circuitry for

ris, well, they almost can’t help but be

Pete’s sake! Sure it’s supercar status is

special and full of life – the Prancing

already firmly established by the name

Horse badge alone ensures it.

and badge combination, but the 997 will never, ever be as cool, as feared,

Humbler, more mass-produced cars

or as instantly recognisable.

can also embody driving passion, a quick look through BMWs history of

Which isn’t to say only older cars still

M3s (bar the latest V8 one) proves that

had the souls of their makers somehow

point perfectly. Renault’s RS lineup,

energised within their frames. Each and

which has just been awarded Top Gear

every Pagani Zonda and Koenigsegg

Magazine’s “manufacturer of the year”

that rolls off the line is a little part of the

accolade, is another bastion of afford-

small team, from the company head

able driving joy. Even VW manage to

down to the general workshop dogs-

take the staid, plain-Jane Golf and cre-

body, that makes them. Lamborghini’s

ate the wondrous GTI from this base.

DR I VE M A G A Z IN E JA N U A RY 2010

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D r ive Column Or at least they have done so in three

The R8 V10 might be somewhat cold

of their six generations, including the

and austere compared to the brash-

current one (Mk 1 and Mk 2 being the

ness, the boldness of the Italian es-

other two).

tablishment, but one short drive in it is enough to know that it has that. That

All of these cars are built, not just to

it lives and breathes, with a heart and

make money, in fact many of them don’t

soul all its own.

make all that much profit being the highest-priced, smallest-volume mod-

After all, the basic underpinnings are

els in the range, but to impress peo-

pretty much Gallardo, which may be

ple. Specifically, to impress people who

Lambo’s version of mass-production

adore driving, who live for the feeling of

but still drips that essential passion.

controlling something right on the lim-

And in the end, that has to count for

its of reason, and crave speed, tactil-

something.

ity and enjoyment from every moment

No matter who you are or what you’ve

they spend on the road. People, basi-

driven before, you’d appreciate that,

cally, just like us. And despite what the

whether from the driver’s seat or just

stereotype says about all men loving

watching it glide on by. That, is a prop-

cars, to tell you the truth, there aren’t

er supercar. An enormous heart which

really that many of us left.

it wears on its sleeve, and a little mobile slice of raw, energised passion with

But a supercar has to go beyond such

which it uplifts the souls of all whose

noble ideals. A supercar has to take

lives it touches, however briefly.

those steps that a conventional car, even if it’s a big-engined one with an

It’s a car which still gives us hope that

M badge on the boot, isn’t able to take.

deep in the most clinical development

It has to live on the edge of humanity

backrooms of manufacturers, are peo-

and machinery, a raging beast of metal

ple still ruled by their guts and their

and composites which talks, breathes,

loins, rather than their calculators and

and engenders real, heartfelt feelings

market projections.

in those who love such things. And to do that.... well, it has to live.

88

Russell

DRIVE M AGAZINE JANUARY 2010


D r i v e C ol um n

C

ell phones have been around in the country for just over ten years and yet we have been persuaded, by marketing hype that we “have to have one”. Of course the easiest way to persuade the public that an item is essential is to scare them and in crime ridden South Africa that’s not too difficult. So given that we all live in fear we all, well most of us anyway, carry a cell phone and on very rare occasions, it is used in an emergency. In the main DR I VE M A G A Z IN E JA N U A RY 2010

though, the cell phone is used for business and casual chat. Using a cell phone while driving is distracting to say the least. The most common reason for me to take avoiding action when I’m on a bike is to avoid someone talking on the phone. I don’t know what it is but people talking on their phones tend to lose all awareness of what’s going on around them, as they get totally absorbed in the conversa89


D r ive Column tion. Often even hooting at them has no

earpiece. A good idea in theory but it’s

effect whatsoever. And of course most

quite uncomfortable to have in your ear

drivers, a lot of them already lacking

the whole trip so you need to scrabble

skill, are unable to control the vehicle

for it when the phone rings and it will be

with a telephone clamped to their ear.

tangled up. In the end you unplug it and pick the phone up with your hand.

For some reason the cell phone has the most commanding influence. People

The answer is a system that is integrat-

seem unable to ignore a ringing phone,

ed into the vehicle and most cars offer

even for a few minutes until it’s safe to

a Bluetooth interface but it’s an option

stop. No, as the phone rings it has to

and costs money. Not only that if you

be answered even if that means driving

buy a used car it almost certainly won’t

all over the road while trying to dig the

have been fitted. But what I can’t un-

handset out of a pocket. And then once

derstand is why it is an option and not a

answered it seems almost impossible

standard fit on all cars. I mean, it’s like

to say, “I’m driving, I’ll call you back.”

saying that the wearing of seatbelts is compulsory but they are a R6000 op-

What is worse is the attitude of the driv-

tional extra!

ers who are, being South African, all the most important person in the world

As I said, using a hand held phone in

and it’s their God given right to use the

the car is illegal in virtually every coun-

phone regardless of how much it incon-

try and yet nearly everybody uses a

veniences other road users. Try and

mobile phone. Surely lawmakers in the

indicate your disapproval to a phone-

civilised world should make Bluetooth

using driver that has forced you to take

a requirement in every new car?

evasive action and see the abuse that gets hurled at you. Because holding a cell phone to your ear while driving is dangerous, it has been illegal in most countries for several years. There are several hands free options available like a walk and talk 90

Steve



D r ive Te st

W

hen Audi first announced it’s “baby” SUV, the Q5, there was a lot of speculation that it might be taking on the territory just recently occupied by its VAG family member the Tiguan, just with the typically upmarket Audi ambience and build solidity. Turned out that wasn’t quite the target however, the Audi product aimed squarely instead at BMWs X3 rather than head downmarket. So we can see the obvious differences, now. The VeeDub lineup is centred around that 1.4-litre twincharged engine, the beefiest engine option available the 2.0 TSI from the Mk 5 GTI. In the Audi that same basic motor is just the starting point, here in fact in Golf 6 configuration for a full 155kW punch. There’s also a pair of torquey oil-burners, of 2.0- and 3.0-litres in capacity - both widely respected engines. And this one, the 3.2 quattro S-tronic. Audi’s 3.2-litre V6 has been kept very modern throughout its evolution with regular, high-tech updates, and today produces a pretty healthy 199kW, along with 330Nm of torque. Less than turbo engines admittedly, but nat-asp sixes prefer singing, soaring power to low-end grunt and it’s an addictive taste. 92

DRIVE M AGAZINE JANUARY 2010


Dr i v e T e s t

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D r ive Te st

Unfortunately you don’t exactly get

problem, and you’ll only ever notice it

treated to that six symphony in this ap-

when you’re really listening hard, but

plication. The engine is really impres-

it’s there.

sively muted. With your window down and using walls as soundboards, ac-

Despite not being very vocal though

celerating through first into second will

the V6 pulls cleanly right through its rev

likely have you thinking you’ve broken

range, the weight of the tall Q5 body

something, so distinctly odd is the brief

never really overcoming it and the full

cacophany of the S-Tronic gearbox

complement of power clearly present

swapping the cogs for you. It isn’t a

and accounted for as you close in on

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DRIVE M AGAZINE JANUARY 2010


Dr i v e T e s t the 6800rpm redline. No character, no, but definitely strong power. But that S-Tronic gearbox is just, well, a bit moronic a lot of the time. It’s a double-clutch arrangement but seems to have the software of an older generation of shifters. With the Audi Drive Select in its default position, it’s far too quick to shift up and then takes too long to reverse that and get back down again, frustrating for instance when executing a safe, measured overpass. Yes you can take control of the box direcly via wheel-mounted paddles, but it just isn’t the sort of transmission, particularly lacking in any meaningful contribution from the engine bay, to sink your teeth into. It is better in Dynamic mode as well, holding downshifts longer even when

DR I VE M A G A Z IN E JA N U A RY 2010

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D r ive Te st

you’re not flat on the gas, but very nearly

clicked back over to the Dynamic set-

ruins the experience of what is actually

ting especially.

a superb car. It handles just impeccably, and while the ride is a bit harsh (es-

Amazingly, despite those huge wheels

pecially for off-road work) even in Com-

(19”, 20s are also available!), the Q5

fort mode, but on road it provides the

even adds a rich level of feedback

precise, controlled balance you need

through the steering and chassis as

for confident driving with Drive Select

well, clearly telegraphing what’s hap-

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DRIVE M AGAZINE JANUARY 2010


Dr i v e T e s t is playing ball). It’s a car which weighs over 1700kgs and has a centre of gravity higher than normal, but it never really feels it. In truth this big Audi’s composure is nothing less than astonishing. The huge grip, the alacrity with which it changes tack, the detailed two-way communication at work. It shouldn’t flow this well, or corner this hard and fast, but it does. Seemingly with ease. In Dynamic mode the wheel carries detailed information to your fingertips although it’s actually “digitised” and not entirely organic feedback you’d never notice it, the weighting just right for letting you know you’re trying a bit without ever becoming cumbersome. You even start to warm to the very natural swell of V6 power as the revs climb, despite the noise still sounding rather far off. The nose will break away into understeer when pushed pretty severely, but pening and is about to happen at all four wheels, which for the main part remain resolutely faithful to the chosen line with the aid of the famous quattro drivetrain. It is an excellent steer in fact, the body remaining flat and unruffled over fast roads, motor always ready with a rich swell of grunt (provided the ‘box DR I VE M A G A Z IN E JA N U A RY 2010

it’s actually quite willing to entertain exploiting the quattro system, and a big lift of the throttle takes weight off the rears and to the fronts immediately changing the grip parameters and causing the tail to start gracefully, slowly, and controllably arcing wide. No you can’t hold smoky powerslides through hairpins, 97


D r ive Te st there’s just too much grip versus grunt for that, but you are engaged when you want to be. But the S-tronic is still pretty appaling even in these unexpected moment of heightened excitement and dynamic exuberance. With the throttle flat, it bangs unncessarily brutally and jerkily up through the first three gears, regardless of which software map you’re using. And it isn’t very quick to come to the party on pull off either, making the car feel much slower than it’s claimed 6.9-sec 0-100km/h sprint capabilities suggest. Conversely the interior is typically brilliant, perhaps more so in the Q5 even. Our test car came practically fully-loaded. SatNav, huge panoramic sunroof, electric front seats, enhanced B&O sound system, those chunky 19” rims, PDC, rear parking camera, Drive Select... A long and frightening list when you look at the options pricelist. From a base price of R519 780 for this model, add all of this kit and you’ll quickly be approaching R650K. It all makes for a great driving experience however. The B&O audio is superb. Crisp, powerful, easily rendering 98

DRIVE M AGAZINE JANUARY 2010


Dr i v e T e s t the outside world irrelevant in terms of audio at least when you’re trickling through gridlock. The GPS is an example of why integrated systems are so much more expensive than aftermarket units - all right perhaps it doesn’t quite explain the vast value chasm but it does go some way towards justifying it. Everything, your entertainment, SatNav, Bluetooth phone integration, is controlled via one MMI controller and displayed both in the large centre screen and (important info at least) on the digital displays in the dash, so it’s all just effortless to use. I do like some exposure to the elements now and then as well, and the gigantic panoramic sunroof is a pleasure to have. But at R16K, I’m not sure it’s an option I’d tick if I was paying. Perhaps I’m just a cheapskate though. The Q5 is also, to my eye at least, the leading player in the segment in terms of looks. In fact, not just my eye, as a visit to a major Japanese manufacturer’s HQ (which does make directlycompeting products) in the Q5 saw me emerge from my meeting to several younger technicians poring over every inch of the Audi. One even said it himself as I walked up; “This is much better DR I VE M A G A Z IN E JA N U A RY 2010

99


D r ive Te st

than ours isn’t it?”

entry-level V6 model at that.

It’s impossibly low and sleek for a mid-

Those big rims fill the arches convinc-

level SUV, while the pleasing integration

ingly and the Q5 has a very purposeful

of the distinctive, gaping Audi “mouth”

stance, nicely accentuated by flowing

into the elevated proportions of the Q5

character lines along the flank and the

is a design secret they really should

downward-curving glass roof. The rear

share with Porsche. Speaking of this

features an interesting LED taillight ar-

“other” German marque, the last time

rangement and the two pipes exiting

I drove a vehicle which married SUV

from each side of the high rump.

charms with such tactility and driver involvement was a Cayenne in fact, the 100

But having said all this, it is a helluva DRIVE M AGAZINE JANUARY 2010


Dr i v e T e s t lot of money to spend, especially with

few days with us.

the list of options we got and which we’re sure enhanced our enjoyment of

If you want the most gorgeous medium-

the car quite a bit, such as the Drive

sized SUV on the market, or the most

Select system which can only be fitted

dynamically poised for that matter, and

to a car with the MagneticRide adap-

you’ve got deep pockets for speccing

tive dampers as well as Servotronic

that perfect example, the Q5 is exactly

dynamic steering options, and already

what you need, provided you remem-

the upgrades are starting to add up.

ber to keep the gearbox out of the default setting.

On top of which, the Q5 3.2 drinks ULP like a ‘varsity student “sips” beer. In

There are however SUVs which ride

huge, voluminous gulps. Audi’s stats

more serenely, even with smaller price-

claim a combined average in the re-

tags attached, and if you hate exces-

gion of 9 - 10 l/100km - we never saw it

sive fuel consumption perhaps look into

go below 12.8 as an average. Usually

one of the diesel models, which further

it was higher, and it drank through its

hammer your wallet for the range-top-

72-litre tank in under 500kms in its first

ping 3.0-litre especially.

Drive Vitals

Audi Q5 3.2 V6

Engine

V6, petrol

Capacity (cc)

3197

Power (kW)

199@6500rpm

Torque (Nm)

330@3000-5000rpm

Kerb weight (kg)

1795

Driven wheels

Quattro

Wheel/tyre dimensions

235/60 R18 (standard)

0-100km/h

6.9

Price

R519 780 (basic)

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Dr i v e T e s t

V

olvo seem to have a problem with resale value in this country and I’ve never really been sure why. In Europe the Swedish limousines are considered to be right up there with German premium brands. Volvos are also built like the proverbial brick outhouse and are as reliable as the day is long. Perhaps it’s because South Africans have such loyalty to the Germans that there is an image problem being seen in anything else. Perhaps they are not as well equipped as their rivals. We got hold of an S80 to find out what’s what.

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D r ive Te st

Our test car was a white 2.5l base

an automatic gearbox that Volvo refers

model, which puts out an impressive

to as a Geartronic.

170kW and 340Nm of Torque. The fivecylinder turbo mill takes the S80 from

The moment you slide behind the wheel

a standstill to 100Km/h in just 7.1 sec-

you immediately feel that you are in an

onds if we are to believe the brochure

exceptionally well-built luxury car. The

or 7.5 seconds according to the Volvo

layout is stylish in a sort of understated

Web site. The car is only available with

way. Sure there are less buttons and

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DRIVE M AGAZINE JANUARY 2010


Dr i v e T e s t On first impressions the level of equipment is very good for a base model. You get electric seats with 3-position memory. You get a rather attractive centre console with controls for your cell phone. There is an auto-dimming mirror and automatic windscreen wipers. Digging deeper though you find there are some surprising omissions. You don’t get automatic headlights even though the handbook clearly states that you do. Slide your MP3 filled CD into the front-loading CD player and

“The moment you slide behind the wheel you immediately feel that you are in an exceptionally well-built luxury car.” screens than some of it’s rivals but it

it is immediately ejected with the sys-

has a very clean unconfusing layout.

tem telling you that it’s unreadable. Al-

The whole look and feel of the inte-

though all the buttons are there for an

rior just oozes quality. It may not ap-

integrated phone system, pushing one

peal to the Playstation generation but

of the buttons presents a message say-

more traditional Volvo buyers will be

ing that Bluetooth is not actually fitted.

impressed.

Whilst most manufacturers charge extra for Bluetooth a CD player that plays

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D r ive Te st MP3s is pretty much standard on even low end cars. Most of the problems are solved when you choose the R12000 Excel package. That gives you Bluetooth, Xenon lights, which you still have to switch on yourself, and a USB interface to connect your iPod. You still only get a single disc CD player though. The Elite package adds R30 grand to the base price and for that you get a high end sound system with a 6 disc CD player, keyless drive and headlights that shine around corners. Out on the road the S80 doesn’t disappoint. It is very pleasant to drive and the performance from the two and a half litre engine is impressive. We didn’t get the spec sheet until after the car had been returned so we didn’t test the acceleration claims but it feels sprightly and never leaves you feeling that you need more power. It is one of the most comfortable cars I have driven and the cockpit ambience is particularly satisfying. The suspension is soft making it comfortable on bumpy roads but less capable in high-speed corners. That’s what a luxury limousine is all about though; it’s 106

DRIVE M AGAZINE JANUARY 2010


Dr i v e T e s t not designed to be a sports car. Driving back from Hartebeespoort on the notorious R511 my front seat passenger wasn’t disturbed from her slumber. The car is quiet without a hint of road or wind noise. So quiet in fact that you can hold a conversation with your back seat passengers without raising your voice, and that’s with the radio on. There is a wonderful panoramic view through the large windscreen. Our test car was fitted with air-conditioned seats, which are a real bonus when driving around in the summer heat. Geartronic leads you to believe that the gearbox is a high tech unit similar in operation to some of the sequential double clutch offerings but you’d be wrong. It is just an automatic gearbox with manual override and you don’t even get flappy paddles. Best to leave it in full auto mode which is exactly what you want when you’re wafting along in a limo. The gearbox is quite smooth under normal conditions but it does lag a bit when booting the pedal to the floor for overtaking, before being pinned back in your seat. I really enjoyed driving the big Volvo and were I in the market, the S80 would certainly be on my short list but it’s not DR I VE M A G A Z IN E JA N U A RY 2010

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D r ive Te st

without problems. The most annoying

Other than that, the electric hand brake

was the fact that with climate control

is awkwardly positioned on the dash ob-

set to auto the fan stayed on it’s maxi-

scured from view by the steering wheel.

mum setting half an hour into the jour-

The park distance control turned the

ney. The fan is so noisy that it made

radio volume down to minimum to en-

conversation difficult and required an

sure that it’s message was heard and

increase of radio volume. Surely in a

understood. Now that is a good thing

car of this level they should have found

but it is just too sensitive so for exam-

a silent fan?

ple sitting at a set of lights with other

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DRIVE M AGAZINE JANUARY 2010


Dr i v e T e s t vehicles in close proximity you can’t

remaining range but very little else.

listen to the wireless. There is a button to switch it off but you just know that

Overall the Volvo is a very good luxury

you’re going to forget to switch it back

cruiser. It’s wonderful to drive and as

on and reverse into a pole when you

we all know, one of the safest places

“...“Volvo. For life” is an accurate statement.” get to work.

to be. Yes it has some minor niggles but the overriding impression and the

Our test car averaged 11l/100 while

thing that makes you feel special is the

we had it on a mix of town driving and

spectacular build quality. The R421000

longer runs. Not too bad for a car of it’s

price tag is inline with its competitors

size and weight. And with a 70-litre tank

but given the resale value the slogan

you can go a reasonable distance be-

“Volvo. For life” is an accurate state-

tween fill-ups. The on board computer

ment.

does display fuel consumption figures, both instantaneous and average, and

Drive Vitals

Volvo

Engine

Five-cylinder petrol

Induction

Turbo

Capacity

2521

Power

170 kW

Torque

340 Nm

Kerb weight

2160 kg

Driven wheels

Front

0-100km/h

7.1 Seconds

Price

R421 000

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D r ive Te st

S

uperbikes are very capable fast road and track machines designed for the speed junkie but not everyone wants to ride three times faster than the speed limit. Not everyone wants to spend their weekends pushing for a better lap time on a race track. No. there are several bikers out there that want to ride to work and back during the week and take the girl-

112

friend for a ride on Sunday. For some the pleasure of motorcycling is riding leisurely through the countryside enjoying the scenery. If you are one of those people, the 650 Bandit could be just the bike for you. If you are new to biking or a “born again biker”, you’ll find the Bandit pleasantly easy to ride. The name Bandit may seem like a misnomer – “An outlaw belonging to a gang”. Chances are that most Bandit riders are going

DRIVE M AGAZINE JANUARY 2010


Dr i v e T e s t to operate very much within the law but look further into the dictionary definition and you’ll find “A person notably proficient at something.” Much more apt. The Bandit is certainly not going to win any beuty contests, that’s not to say that it’s unatractive, just that it doesn’t stand out from the crowd. Our test bike in red certainly looked a lot better than the bland silver or black option. Even so, park it at a bikers hang out and your girlfriend is more likely to atract attention than your bike.

the ground. Despite its 213 Kg weight, the bike feels light and easy to man-

“If you are new to biking or a “born again biker”, you’ll find the Bandit pleasantly easy to ride.” The bike feels roomy once you have swung a leg over to the point that vertically challenged riders may even find it too big. Having said that, the seat is perfectly positioned so that taller riders don’t sit with their knees around their helmet and shorter riders can reach DR I VE M A G A Z IN E JA N U A RY 2010

age. The only time you really notice the weight is when pushing it uphill into the garage. The riding position is fairly upright and is extremly comfortable with a wide soft seat that doesn’t tire even after several hours on the bike. Rearward visibility is catered for with fair113


D r ive Te st

ing mounted mirors which at first seem

ly commute. Lob a topbox on the back

a long way forward but offer an excel-

and you have a very viable alternative

lent view of the road behind rather than

to sitting for hours in traffic jams in a

looking at your wrists. The half fairing

car. Chuck the topbox in the garage

again is mounted well forward of the

at the weekend while you ride around

rider providing effective wind protec-

enjoying the open road. Should you

tion without hampering visibility.

feel more adventurous, you could quite easily use the Bandit for a trip to some

The Bandit is narrow for a 4 cylinder

far off holiday spot. Should you want to

and that’s always a good thing particu-

take a passenger and the kitchen sink

larly scything through traffic on the dai-

though, you may be better off opting for

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DRIVE M AGAZINE JANUARY 2010


Dr i v e T e s t the 1250 engine.

wrong. The performance is remarkable with sprightly acceleration and a

The engine is the real surprise of the

top speed of 230 Km/h even at altitude

package. A 650 every day roadbike

in Gauteng. I’m not sugesting that you

you would expect to be somewhat

should get involved in drag races with

lacking in performance but you’d be

litre class sports bikes but the Bandit

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D r ive Te st

does particularly well for a bike in its

have no problem bringing the Bandit to

class. And, I might add it outperformes

a stop from speed. They also have rea-

some middleweight street fighters. Fel-

sonable initial bite which gives confi-

low tester Bruce commented that he

dence in traffic but not so powerful that

thought it was the 1250 when he first

they overwhelm the rider.

rode it. The brakes whilst not the latest radial calipers, work very well and 116

There really is not much to amuse the DRIVE M AGAZINE JANUARY 2010


Dr i v e T e s t gadget freak on the Bandit but then

turers have been affected by the weak

the type of rider that will buy one prob-

Rand to some degree. Being a Suzu-

ably won’t want to fiddle with suspen-

ki though you can be sure that it will

sion settings. A bike that will be used

run forever and cost next to nothing to

for commuting and touring would cer-

maintain.

tainly benefit from a fuel computer but sadly Suzuki disagree. All you get is a

As an all round every day bike for those

fuel guage, a trip meter, a clock and an

that choose not to rip up the tarmac,

odometer. The tachometer is analogue

the Bandit is definitely worth consider-

with a digital speedometer which is be-

ing. It may not have other bikers drool-

coming the standard on modern bikes.

ing over it at a breakfast run stop but it is competent, comfortable and easy

The Bandit is not the most economical

to ride. And at the end of the ride when

bike in it’s class which is suprising for

your superbike friends stagger away

a Suzuki. I guess it would be too much

from their steeds with sore backsides

to ask for outstanding performance as

and cramps in the legs, you will walk

well as a frugal thirst. With the unfa-

away feeling fresh as a daisy.

vourable exchange rate the 650S at R71 000 is no longer the bargain that

Steve

it used to be but nevertheless couldn’t be classed as overpriced. All manufac-

Drive Vitals

Suzuki Bandt

Engine

Inline 4 cylinder

Capacity

656 cc

Power

not stated

Torque

not stated

Kerb weight

213 kg

Price

R71 000

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R

enault’s Koleos SUV is one of those vehicles that’s fairly easy to overlook. In fact, when it arrived we’d not only completely forgotten about the booking, we nearly didn’t recognise what it actually was! And yet, it’s actually quite the handsome machine. We had figured it, considering

120

the extent of the Nissan-Renault alliance at this point, for a somewhat more grownup, quirky Qashqai to be honest, but in fact it’s a very different machine. And in short, well, Renault would do well to realign the Koleos with the Qashqai objectives. As it is, the company maintains that this is its first ever SUV com-

DRIVE M AGAZINE JANUARY 2010


Dr i v e T e s t plete with off-road credentials, and has

However, this makes for a car which

included features like Hill Descent Con-

is uncertain of its own character. The

trol and a very healthy ground clearance

stylish looks and comfortable interior

to underline this fact. The AWD trans-

suggest a luxurious small SUV, but the

mission is switchable, so if you’re on-

heavyweight gearbox and trucklike clat-

road you can enjoy lighter fuel consump-

ter of the 2.0-litre turbodiesel immedi-

tion by driving just the front wheels, and

ately wreck this ambience.

then switch back to AWD only when you need the traction.

Again, the Nissan 2.0-litre turbodiesel is playing a whole other ball game. It’s quiet, smooth, refined, and free-revving. The Renault mill is easily the more powerful yes, boasting 360Nm of twist and a healthy 127kW, the former developed at just 2000rpm. This makes the dCi model the most potent in the range, which is primarily built around a 2.5-litre petrol unit. But the petrols are still quicker on the road. Steve was quite happy with his time in the Koleos, but then when he’s not ripping around on fast bikes he still yearns for his days as a lorry-driver and therefore, by his own admission, immediately felt right at home in the noisy Renault. “Oh, it’s definitely a truck,” he explains before I’ve even had a go behind the wheel. “And I like it all the same!” Kyle, who’s more accustomed to your everyday road cars, was less complimentary after his evening in the Re-

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D r ive Te st nault. “That noise is unbearable, and it shakes the whole structure about all the time that it’s running. It also does odd things with its steering, the variable-rate changing suddenly when you least expect it to, seemingly not in the least connected with the speed you’re doing. If I wanted to drive a truck, I’d have my truck license. It’s pretty dismal as an SUV.” I must say, they’re really both right. There’s huge body roll through the corners, and while there’s enough torque for fairly vigorous progress there’s no enjoyment to be had. It’s also fairly heavy on juice for what it is, even after discovering the switch to FWD we were still getting 10.8l/100km as our average. It’s also a particularly smelly diesel. Spend too long at a set of lights with your window open and the overpowering chlorine-like stench invades the cabin aggressively. Even at idle it’s a noisy thing with significant vibration, and shifts every few seconds to a faster, louder idle back to the already quite-intrusive “normal” level for some reason. And yet inside it’s all leather and style and luxury. Very strange. It does make a little more sense if you take it for some light off-road work. The soft suspension soaks up bumps well, 122

DRIVE M AGAZINE JANUARY 2010


Dr i v e T e s t and the rounded lower edge of the nose allows superb angles of approach. Thankfully the Hill Start Assist works, as electronic hand brakes and smooth off-road hill starts don’t go well together. Look, yes, it’s no Landie, but it’ll certainly take more in its stride than the Qashqai, which Nissan itself admits is more of an on-road stability-biased AWD system than for bundu-bashing. What I also like about the Koleos are all the quirky bits, things you really do expect from a French manufacturer. The stalks and switches are poorly labelled and seemingly arranged in a haphazard fashion all over the dash and facia. They’re all made of relatively cheap plastics as well, although not jarringly so. But, although we try not to focus on this matter too excessively, the Koleos is priced to sit in showrooms like puppies in a pet store, literally begging to be bought. Particularly this diesel model, which comes in without options at a hefty R385 000! Yes, there’s a lot of convenience features thrown in for the money. There’s a full complement of airbags as well as ABS and ESP (strangely not fitted to lowDR I VE M A G A Z IN E JA N U A RY 2010

123


D r ive Te st er-end models). There are rain-sensing

without following the norm for the breed.

wipers, dual-zone climate control with

Again, typically Renault, and you have

individual venting for rear passengers,

to appreciate a company so committed

ignition based on the Renault Card sys-

to doing things differently.

tem and a start/stop button, electric windows with one-touch operation for the

But overall it’s hardly a winner, and if

driver, even Bose sound if you’re will-

you don’t need the 4X4 capabilities we’d

ing to dig deeper still into your pockets.

have to recommend a Qashqai, that

There’s an on-board computer as well

2.0-litre diesel is streets ahead of this

as cruise control, although weirdly you

one. If you do like the occasional bush

can’t actually activate the cruise control

jaunt, a high-end doublecab might not

and still have access to the information

have the image of an SUV but are for

the computer will provide.

the most part as comfortable and more capable. And for the true clout of SUV

The one thing we did all rather enjoy,

ownership, well, get yourself a proper

are the looks. It isn’t spectacular or truly

SUV – a similarly-powered Q5 is just on

stunning but manages to say small SUV

R25 000 more...

Russell

Drive Vitals

Renault Koleos 2.0dCi 4X4 Dynamic

Engine

(Four-cylinder turbodiesel)

Capacity (cc)

1995

Power (kW)

127@3750rpm

Torque (Nm)

360@2000rpm

Kerb weight (kg)

1655

Driven wheels

AWD

Wheel/tyre dimensions

225/60 R 17

0-100km/h

9.9s

Price

R386 000

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Dr i v e T e s t

Renault Koleos Second Opinion

I

am not a fan of the Koleos. The reason is quite elementary really, I don’t like trucks. And unfortunately the Koleos is a truck in my mind, a good truck but a truck nonetheless. What’s more is that in classic French fashion there are several quirks in the car that are possible to find endearing but I found annoying. So an onboard computer that point blank refuses to stay on the information I want, namely fuel economy, some will dismiss easily with : “It’s French” but for me it is just silly.

The Koleos has a rather worrying tendency to randomly alter the steering feel too. The dynamic steering seems to change its mind seemingly at random hopping from heavy to light steering without any relation to speed, which is how dynamic steering is supposed to work. The manual gearbox whilst performing its function well enough took a little getting used to. The slots were too close together you see, so if for example from second gear you made a fairly standard up, across and up motion for third gear there was a good chance

Yes the diesel is quite a torque machine

you’d end up in fifth. The torque heavy

but I want to know about that torque by

diesel dealt with that well but still, not

impressive performance only, not via

ideal. Of course that problem is easily

the clutch pedal as well. So whilst the

solved by merely learning the ‘box so

rough motor does twist very effective-

to speak.

ly the relentless shaking of the clutch pedal had me climbing up the wall.

The Koleos isn’t a bad vehicle in fact it’s got many good points, it has a good

The seats were very uncomfortable,

engine, plenty of space and is relatively

the ride was good but the seats ruined

well equipped. Driving it however just

the overall comfort level. I found my-

isn’t an experience packed with joy and

self sitting at an angle just to avoid the

that’s what kills the whole experience

alarmingly stiff double seams running

for me.

parallel down the seat for instance.

DR I VE M A G A Z IN E JA N U A RY 2010

Kyle

125



T

he C-segment: home of the Family Sedan and one of the most lucrative, most coveted segments due to its uncanny ability to Move Volumes. It’s a place where maximum functionality has priority over form; a space in the motoring landscape characterised by dreary lines aimed at capturing the widest possible appeal. It’s also the segment of the market most likely to leave me cold.


D r ive Te st

Yet every time a new model is released,

I might need one of these cars to trans-

my eternally optimistic spirit clings to

fer the lot, but perhaps it’s because I

the sliver of hope that – maybe – this

firmly believe that there’s a marriage

time the developers would’ve allowed

made in heaven and just waiting to

an inkling of creativity, a dash of in-

happen between individuality and func-

dividuality, to sneak into the process.

tionality.

Perhaps it’s because one day soon, once I’ve acquired my own little family, 128

Enter Kia’s latest Cerato, a car with a DRIVE M AGAZINE JANUARY 2010


Dr i v e T e s t predecessor

so

dynamism that several of its competi-

utterly unimagina-

tors simply do not have. It looks posi-

tive that I threw up

tively striking compared to a Corolla’s

in my mouth a lit-

bland,

tle bit every time

or even the old-man’s-Jetta that is the

I saw one. Rec-

current Polo Classic.

I’m-not-quite-a-Lexus

design

reated from the ground up to take

No, the Cerato undoubtedly ups the

to task the seg-

stakes, and in my opinion even more so

ment

than the Chevy Cruze. Up front there’s

Kia

favourites, focused

on

Kia’s new bottle-opener grille, or the

several key areas

‘Schreyer Line’ as Kia prefers calling it,

to make it stand

referring to Peter Schreyer, Kia’s new

out from the flock:

head of design. Mated to slick-looking

dynamic

styling,

black bezel headlamps that remind of

increased fuel ef-

the Honda Civic hatch and a sportily

ficiency, competi-

short front overhang, the Cerato catch-

tive performance,

es attention, even in entry-level 1.6-li-

improved ride and

tre guise.

handling balance and greater cabin

The side view is dominated by a sweep-

comfort, to name

ing upper belt line and some concave

but a few.

lower character lines that add reinforcement to the sleek wedge of its pro-

Kia certainly got

file and completes the overall dynamic

the dynamic styl-

appearance. The taillights remind of

ing down with the

Chevy’s new Cruze in a way, but are

new Cerato, giving it crisp, functional

much better executed in my opinion.

lines free of any extraneous features

Neat 16-inch alloy wheels complete

that are so often allowed because it’s

the picture. What is however clear as

purportedly a “design feature”. It cer-

daylight is that Peter Schreyer looked

tainly notches up the visual standards

very closely at the Cerato’s competi-

in the C-segment and exudes stylish

tors when sculpting it.

DR I VE M A G A Z IN E JA N U A RY 2010

129


D r ive Te st Inside the new Cerato trumps its predecessor in size: front legroom is increased by 13 mm, shoulder room is enhanced by 15 mm at the front and 20 mm at the rear, and the side sill height is lowered by 14 mm giving easier access to the interior. Seating is comfortable and on par with most of its competitors, with the general interior design being much more pleasant than expected (read: less generic Korean). The ‘three cylinder’ instrument cluster is beautiful in its simplicity and has remarkable clarity, although the fuel gauge could have been slightly smaller – thankfully the needle doesn’t go down noticeably as the equally large rev counter goes up! The centre stack is designed to appear to ‘float’ above the dashboard and presents heating, ventilation, audio and auxiliary controls in superbly logical horizontal bands. My ergonomics lecturer would’ve been proud! Cerato is equipped with a six-speaker audio system, linked to the MP3 Radio/CD player with AUX/USB and i-Pod connectivity as standard. Remote controls for the audio system are mounted on the steering wheel.

Kia’s R&D team concentrated on maximising the vehicle’s refinement and minimising noise, vibration and harshness, a process which began with the exterior (i.e. the smooth shapes, lack of unnecessary detailing and tight panel gaps) to generate minimum wind noise. The car also has a stiffer body shell with 63% high-tensile strength steel used, all-new noise lowering ma-

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Dr i v e T e s t

terials for the engine bay bulkhead and

manual transmission with surprising-

the rear parcel shelf, sound-dampen-

ly precise, secure changes. Reverse

ing foam in the hollow sections of the

gear has also been moved left and for-

bodyshell and the fitting of improved

wards of first gear for easier selection.

door and window seals.

Acceleration to 100km/h takes 10.3 seconds; top speed is 190 km/h. Kia

Our test model came with Kia’s 1.6-li-

claims an average fuel consumption of

tre Gamma engine that produces max-

6.6-litres/ 100km.

imum power of 91kW and 157Nm of torque. This is mated to a five-speed DR I VE M A G A Z IN E JA N U A RY 2010

Kia boasts that their chassis engi131


D r ive Te st

neers were determined to give the

light that it’s annoying. In city driv-

Cerato “a sophisticated ride/handling

ing, when you’re not moving that fast

balance that ensures a smooth ride,

in the first place, it’s beautiful. Even

and fun-to-drive characteristics, with

parking and other maneuvers is a

precise and rewarding responses to

breeze. But once you hit the open

driver inputs”. Surprisingly enough,

road, and especially the twisty bits,

they did just that: the Cerato’s ride

it’s quite simply too vague and of-

and handling almost blew me away

ten leads to oversteer. This leads to

with its rewarding balance.

some serious questions.

But oh my, there does seem to be

Firstly, could this car’s only flaw be

a flaw. The steering feedback is so

its lifeless steering? And secondly, if

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DRIVE M AGAZINE JANUARY 2010


Dr i v e T e s t I were to find myself forced to own a

No thanks, I can live with vague

car with indubitable functionality and

steering, and, despite this, still tip

mass market appeal as its main rea-

my hat to Kia for getting so remark-

sons for existence, why would I not

ably close to marrying functionality

want it wrapped in sheet metal as

with individuality. They’ve unques-

striking as the Cerato’s, especially

tionably raised the bar in the C-seg-

at R179 995? Since the C-segment

ment and simultaneously proved that

is all about Volume Sales and Big

mass market appeal can be found in

Profits, let’s first look at some other

something inimitable.

options. Good looks, good dynamics, great Chevy’s Cruze has less power and will

engine, great price – what more can

cost you R7 000 more or R5 000 less

one possibly want in a Family Se-

depending on whether you choose

dan? For me, the C in the C-segment

L or LS specification. Volkswagen’s

now belongs to the Cerato.

Polo Classic 1.6 Trendline will also cost you much less, but then it also

Christo

has less power than the Cruze (77kW vs. 83kW in the Cruze). Meanwhile, Toyota’s Corolla 1.6 – with the same power output as the Cerato – will cost you R20 000 more…

Drive Vitals

Kia Cerato 1.6 EX

Engine

1.6-litre petrol

Power

91kW@6300rpm

Torque

156 Nm@4200rpm

0-100km/h

10.3 seconds

Top speed

190 km/h

Price

R179 995

DR I VE M A G A Z IN E JA N U A RY 2010

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T

here are lots of different types of muscle. There’s raw, rippling sinew, bulging, bursting tissue and even pulsating, pulverising pectorals. And then you get proper muscle. Proper muscle, the kind shady debt collectors will set on your ass, the kind Ving Raimes famously refers to as “Getting Medievil”. The kind that sits quietly in the corner of a bar until trouble starts and then quickly, almost effortlessly, merely resolves the issue.


D r ive Te st This kind of muscle doesn’t particularly need to ripple, bulge, or pulsate. It just is, undeniably, and is often utilised with breathless efficiency by its proprietors. Understated, overdressed, and unintimidating. That’s the scariest kind. Audi’s new S4 has this sort of muscle. It can leave the posturing and high-rev histrionics to the RS version of the current A4 which will hopefully be revealed soon, and simply be what it was built to be. And that’s a fast, comfortable German saloon, packing all the power you could need but without being terribly blatant about it. All right so this S4 is no shrinking violet either. New LED taillight clusters define the otherwise quite indistinct shape of the boot area better, and are purposefully underlined by the slightly out-ofcharacter quad exhausts. The whole

not too brash, just so that its purpose is clear.

car sits 20mm lower riding on sportier suspension, still with Audi Drive Select inside to adjust the setup on the fly, and

Now the old car had most of these gofaster bits too, but was a bit of a let-

“For this latest-generation of S4 though, Audi has turned to forced induction.” features a much sharper front end with a distinct lip hugging the road. Again,

down, particularly here at the Reef. The 4.2-litre V8 was well-mannered, smooth and nicely burbly all over, but

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Dr i v e T e s t

it never felt all that eager to rev, and

toring manufacturers think people are

therefore the last-generation S4 never

going to carry on falling for this line?

felt as quick as it ought to have been.

Anyway, it is a much smaller capacity

In fact, the same motor in the S5 feels

engine, an all-aluminium 3.0-litre direct-

distinctly lazy. There just wasn’t much

injection V6 to be precise, but in this

special about the power, and turbo-

case with a significant addition nestled

charged hatchbacks could run with it

between the banks of the V – an Eaton

quite comfortably.

TVS Roots-type supercharger. Blowing at just over 11 psi, the ‘charged engine

For this latest-generation of S4 though,

is good for 245kW – less than the 4.2

Audi has turned to forced induction.

V8 managed, but also delivers an im-

Supposedly for the good of the environ-

pressive 440Nm right from 2900rpm

ment, of course. Just how long do mo-

which of course the naturally-aspirated

DR I VE M A G A Z IN E JA N U A RY 2010

137


D r ive Te st vehicle couldn’t match. The figures really don’t tell half the story though. I’ve driven two other supercharged cars fairly recently, the Golf 1.4 TSI which is actually Twincharged, and Merc’s lovely little SLK 200 Kompressor. I remember both impressing me, but the way in which the S4 thumps out its torque seemingly from idle completely shocks me anyway! It immediately feels substantially faster than the old car – the huge shove first bouncing your head off the headrest at full-bore in first, then pinning it there for the full breadth of the rev-range in second, third, and even into fourth. It feels savage, and just as responsive as the

Audi, a little more feral than that. And

best, high-tech nat-asp motors bear-

despite the Eaton blower being an all-

ing M and RS badges. There’s very lit-

new design supposedly meant to re-

tle swell of torque, it’s all there straight

duce associated NVH, it’s a lot rougher-

away just about and is then simply

edged too. Not in the noise department

maintained in an entirely linear manner

no, but definitely in the vibration and

all the way to 7000 rpm. More than im-

harshness being generated from inside

pressive, this is, in a word, enthralling.

the engine bay. You can barely hear

In spite of the excessive tailpipes sug-

the characteristic supercharger whine

gesting otherwise, it’s almost eerily re-

in fact.

fined inside the cabin, particularly with the windows up. Power them down-

In fact, while we are being critical, that

wards and there’s a distinct V6 snarl,

haymaker delivery of the bombastic mo-

not silky smooth like we’ve come to ex-

tor isn’t ideally suited to sporty cruising.

pect from modern V6s especially from

At least, not in those moments when

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Dr i v e T e s t sporty cruising meets Jo’Burg traffic. It’s really very, very thirsty this car, for starters. In stop-start traffic situations, we average 17.7l/100km! I really doubt the V8 would have used that much more. And more importantly, when you floor the throttle from tickover, while rolling, the immediate and breath-squeezing thrust is always a bit of a shock, especially with the Drive Select in Dynamic mode. Comfort softens this response nicely, but is then too sedate when the traffic does clear and you want to feed that supercharger more of our dense African air. But it is quick. The 100km/h dash apparently takes just 5.1 seconds in this

DR I VE M A G A Z IN E JA N U A RY 2010

139


D r ive Te st Quattro-equipped,

6-speed

manual

fact with the optional Sport Differential

4-door. And unlike its predecessor, it

as fitted to our test car, the S4 is the

literally feels this quick.

easiest Audi yet to power-oversteer. The immediate slug of torque when

So is it typically nose-heavy and bland

you open up that throttle also helps in

to drive around quickly? Does this dy-

sideways endeavours, although the S4

namic Audi curse continue to plague its

doesn’t particularly like to be slid around

latest models, especially the sporty S-

especially on road tar. There’s so much

line?

grip that she recovers snatchily, with a great wrench on the steering wheel

In short, no. And yes. It isn’t dominated

which your forearm muscles need to be

by front-end push when you’re attacking

tensed and ready for to avoid spearing

the limits, despite the AWD platform, in

off into the farside bushes.

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Dr i v e T e s t Still, it isn’t meant to be a hooligan car

it sounds, were it not for the overlight,

this, and driven more respectfully it does

numb steering of the thing. Turning

combine a frightfully capable chassis

the wheels is a finger-twirling affair at

with delay-free steering and a pliable

parking speeds and never weights-up

on-the-limit attitude. You enter the cor-

properly as you rapidly pile on veloc-

ner slightly too fast on a steady throt-

ity, and the accuracy with which you can guide it along is more down to the actual precision and excellence of the chassis/drivetrain combo than the skill of the driver in converting information from the road into responses. There isn’t any to speak of. Although the cabin is predominantly typically Germanic, the S4 does sport a particularly strange driving position which doesn’t help. The pedals,

tle, the rear end fidgets just enough to tighten your line through the apex, and then it’s hard on the power for another road-munching burst of seemingly endless grunt. It would be even more satisfying than DR I VE M A G A Z IN E JA N U A RY 2010

141


D r ive Te st

for some reason, are heavily offset to

finement of a luxury sedan but with an

the right – the clutch is actually to the

uncomfortable driving position and the

right of the center point of the steer-

tactility of something very, very inert.

ing wheel. The quirky sitting style this

Oh yes, and the thirst of a very, very

forces you to adopt seriously hampers

thirsty fish!

the long-distance comfort of this vehicle, as after an hour or so your hips and

We have to say, the old 4.2 V8 version

lower back cry out for some straight-up

was probably slightly better – the motor

relief.

may have been lazy but at least it was silken smooth and added a welcome

It’s a bit of a confused car then, the

frisson of character to the car with its

new S4. There’s the power and poise

off-beat V8 warble. This new version is

of a sportscar, the understated looks of

a bit too sanitised, a bit too every day,

an exec-spec saloon, the insulated re-

despite the generous gobs of torque

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DRIVE M AGAZINE JANUARY 2010


Dr i v e T e s t ready to explode the package forward

(only with the windows down) makes

at the merest hint of some throttle, and

you want to love it even more. But the

ultimately doesn’t satisfy the hardcore

general aloofness in every other com-

driver quite so completely as cars like

ponent creates a package which isn’t

the 335i, let alone the venerable M3. It’s

really a driver’s dream come true in

one-dimensional, a chassis which pre-

reality. And nor is it quite smooth and

tends to be entertaining and there is an

cosseting enough for a range-topping

interesting, dragsterish supercharged

German sporty saloon. It hasn’t even

motor up front which is fun for a few

particularly helped the consumption in

days but can lose its shine if you’re

fact!

looking for something a bit more complete. And it drains the wallet alarming-

Still, an RS version of the current A4

ly, considering this is supposed to be

platform will hopefully make its appear-

an all-new eco-friendlier sports saloon.

ance fairly soon. And until it’s revealed

The 3.0T S4, as it’s badged, was a car

the S4 certainly draws admiring looks

I had high hopes for, and the immedi-

from fellow road-users, before very ef-

ate impression of that torquey blown

fectively leaving them in its dust the in-

V6 along with its guttural high-end howl

stant the opportunity presents itself.

Drive Vitals

Audi S4

Engine

Supercharged V6, petrol

Capacity (cc)

2995

Power (kW)

245 @ 5500 – 7000rpm

Torque (Nm)

440 @ 2900 – 5300rpm

Kerb weight (kg)

1650

Driven wheels

Quattro

Wheel/tyre dimensions

245/40 R18

0-100km/h

5.1s

Price

R580 500

DR I VE M A G A Z IN E JA N U A RY 2010

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T

he Triumph Speed Triple is a street fighter without compromise. It’s fast and agile. It rewards competent riders but doesn’t suffer fools gladly. And that’s a good thing, exactly what a street fighter should be. And it’s not just my opinion, the buying public seem to agree. Truimph has sold them by the bucket load and it’s been a major contributer to the success story of the company.


D r ive Te st

The styling is certainly unique and it di-

taking the engine from a 955 to a 1050.

vides opinions. Onlookers either love

Our test bike is the second generation

it or hate it, there doesn’t seem to be

of the 1050, which looks exactly like the

any middle ground. The bike does look

older model and really only careful ex-

very British with its chrome headlights

amination will reveal the differences.

and that’s excatly what attracts buyer. Why would you buy a British bike if it

One of the most common complaints

looked Japenese? Triumph has man-

relating to the earlier model was the

aged to keep the Speed Triple looking

way that the brakes faded particular-

fairly similar since its introduction in the

ly when stringing together a series of

mid 90s. The so called “Bug Eye” twin

high-speed corners. The problem was

headlights with retro feel chrome sur-

actually rectified but you know the old

rounds and the single sided swing arm

saying, “give a dog a bad name” so the

have remained throughout the life of

criticism has been addressed by fitting

bike. The most significant change was

Brembo callipers. Other than that there

of course adding nearly 100cc in 2005

are some minor styling changes.

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Dr i v e T e s t Our test bike

and they sound fantastic, although not

was

too loud.

painted

matte

black

which

of

Modern bikes seem to be getting small-

all

er all the time even though people in

the rage these

general are getting bigger. Riders that

days. I am so

are used to being squeezed onto an ori-

old though that

ental machine will aprreciate the roomi-

matte black re-

ness of the Triumph. Tall and wide rid-

minds me of

ers, of which I am one, sit in comfort and

bikes

painted

yet the bike still feels agile on the road.

by hand in a

A pleasant change from either having

shed

your knees around your ears or riding a

course

not

is

so

I’m

really

a

bike that feels like a river barge.

fan. The bike was fitted with

The Speed Triple is exactly what a na-

a stylish pair of

ked bike should be, a real street fighter.

Arrow slip-ons,

It has real power offering an exciting

DR I VE M A G A Z IN E JA N U A RY 2010

147


D r ive Te st

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Dr i v e T e s t ride. Too many modern nakeds have been softened to the extent that they are boring. Not so with the Triumph. Its sporting intentions are clear when you look at the upside down forks, radial brakes and Magura handlebar. What you don’t get is braided brake hoses that are often a feature on more sports orientated Triumphs. That said, the Brembo stoppers do an excellent job and offer good feel. On a high speed run at Gauteng altitude the Speed topped out at 237 km/h when it hit the rev limiter - in 5th gear. Changing up to top saw the speed drop off to 230 so the gearing is fairly long and that’s not a bad thing. This is not the sort of bike that will be used flat out much of the time. The longer gearing offers a more relaxed ride particularly when cruising the open road. And the big triple 1050 motor has so much torque that it can pull the longer gear with ease. Surprisingly at max chat windblast was not really an issue, it certainly never leaves you feeling like you are clinging on for dear life. The bike feels stable on the road and isn’t easily affected by cross winds. Even when riding the bike as if you were on fire, there is always the confidence that the Brebo’s will scrub off ecxess speed DR I VE M A G A Z IN E JA N U A RY 2010

149


D r ive Te st at the slightest tug on the brake lever.

if that’s not enough, the suspension is

Show it some corners and the bike will

fully adjustable.

show you that in the twisties is where it

“Commuting is a real pleasure.” really feels at home. Obviously the fact

Commuting is a real pleasure. In com-

that Triumph have fitted good quality

mon with most of the Triumph range,

suspension components is a factor but

the three cylinder mill is one of the ea-

the chasis is a real gem. If anything the

sist engines to use. It has torque right

front end feels a little bit light. It doesn’t

from the bottom of the rev range up to

compromise the excellent cornering

the top. The motor revs freely and there

ability, just the feel. Moving your body

always seems to be power on tap. The

further forward solves the problem and

riding position is upright enough to see

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Dr i v e T e s t a long way ahead and the wide bars

tic, the fuel warning light is decideldly

make the bike agile enough to go for

pessemistic. It lights up after using 13

smaller gaps.

of the availble 18 litres. Still, it gives you a resonable margin and it’s better

Triumph has done a brilliant job of es-

than some bikes I have ridden that run

tablishing the brand and has developed

out 10 k’s after the light come on.

a loyal following. Triumph riders tend to be a passionate bunch and are not

Nakeds are the best choice for some-

easily swayed towards other manufac-

one that wants a do it all bike. They

turers. So if a Triumph rider wants a big

work well on the track, the daily co-

power street fighter, chances are it will

mute, the breakfast run and even as

be the Street triple. That said, it is at-

a long distance tourer. The problem is

ractive and distinclty different from the

that some are too much of a compro-

competition. It is a bike that by itself

mise and are a bit limp wristed. Not so

has attracted several buyers into the

with the Street Triple. It’s fast fun and

Triumph fold.

a bit of a wild child. And yet when you want to ride to work it’s well behaved

Not the most fuel efficient model in the

and easy to ride. The problem is that

range, the Street Triple managed to

it’s so much fun that even on the way

consume a little bit more than 8 litres

to the shops you won’t want to keep the

per 100Km when pushed hard, although

front wheel on the ground.

the optimistic fuel computer sugested 6. While the computer may be optimis-

Steve

Drive Vitals

Triumph Speed Triple

Engine

Inline 3 Cylinder

Capacity

1050 cc

Power

96 kW (128 Bhp)

Torque

103 Nm

Weight

217 kg (wet)

Price

R113 500

DR I VE M A G A Z IN E JA N U A RY 2010

151


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