King Rex is back!
Issue 1
August ‘09
Relaunch Issue! And a whole lot more too! All free! BMW releases hottest Z4 ever!
Alfa’s new ridiculously sexy MiTo
Scintillating S
Contents 6. News. This month’s most interesting...
14. News feature. Sheridan takes on WSBK 24. Feature Drive. BMW Z4 34. Feature Drive. Alfa MiTo
44. Feature Drive. Kia Soul 50. Feature Drive. Subaru Impreza WRX saloon
Test Drives 58. Land Rover Disco 3 V8 HSE 70. Audi TTS 84. Triumph Speedmaster 90. Cadillac CTS 96. Honda CB1000R 102. Renault Twingo 2 Drive Magazine
110. Shootout: Lexus GS300 vs Lexus GS450h
3 Drive Magazine August 2009
Drive Column
Lovin’ the Drive... The World is going crazy. There’s no denying that at this point. And it’s being led there by its purse strings too. But one of the side-effects of the syndrome really worries us. It’s a subject Steve and I have discussed over and over of late. It’s the suppression of passion, in all things. Sure marketers, spinners, hypesters peddle passion on every street corner like a gaggle of Jo’Burg hawkers, but at the same time it’s ruthlessly targeted and systematically eradicated by the powers that be. You’re not allowed to have too much of it, it gets in the way of work, and makes people think differently to others, which despite having the most prescribed freedoms we’ve ever had, is not the kind of freedom we’re allowed. We’re free to squeeze ourselves into the same little pigeonhole everyone else is squeezing themselves into. That’s about as far as it goes. Sure it’s psycho-babble, but bear with us a moment, because it’s relevant. It is, after all, the reason why Drive exists once more. Because it appears that many of you, a lot like us, have decided that being passionate really isn’t that bad. And despite the terrible straits of the industry we’re seeing a massive resurgence of passion in cars at the moment. Perhaps petrolheads are coming out of the woodwork because it could be the last brief epoch in which we get to enjoy the things we love so much about cars. The next generation of 4 Drive Magazine August 2009
eco-friendliness doesn’t really take these aspects into account anymore. We do, and our aim is to deliver exactly this feeling, in words and pictures, every month in this completely free digital format. The passion, if you’ll bear with me just a moment longer, of the drive. Nothing less. Our digital format gives us freedoms now denied cost-sensitive print publications, and although you’ll recognise the approach from motoring magazines from gentler times we hope you’ll find it readable, digestible, and enjoyable all at once. Cars and bikes aren’t about data. They aren’t about boot space. They aren’t even about 0-100km/h sprints and balls-out lap times. On the road there’s a whole lot more to them than that. And that is exactly what we plan to demonstrate.
Enjoy this first issue. -Russell Bennett
Drive Magazine is published by FTMP. We urge you to contact us with feedback, comments, and suggestions on editor@drivemagazine.co.za, while advertising enquiries can be directed to steve@ftmp.co.za.
News
Super-snake lives on! Chrysler Group LLC, parent company to Chrysler South Africa (Pty) Ltd, announced today that production will continue for the legendary Dodge Viper SRT10. Originally slated to cease production in December 2009, the Chrysler Group Conner Avenue Assembly Plant — the exclusive home of Dodge Viper production since 1995 — will continue to build the V10 powered sports car. Chrysler Group is no longer pursuing a sale of the Viper business assets. Dodge Viper production began in May 1992 at the New Mack Assembly Plant and was moved to Conner Avenue in October 1995. Viper V10 engine production transferred from Mound Road Engine to Conner Avenue Assembly in May 2001. In 2008, Dodge introduced the all-new, fourth generation Dodge Viper SRT10. With 6 Drive Magazine August 2009
more horsepower, more torque and more than 30 exterior and interior color combinations, the latest Viper gives enthusiasts the performance they expect on the track and off, with more factory customisation options than before. For 2009, the Dodge Viper SRT10 offers outrageous power, with an 8.4l, 450 kW V10 engine contributing to blistering acceleration 0-96 km/h in less than four seconds, 0-160-0 km/h in the low 12-second range, setting an American sports car benchmark. To date, more than 25 000 Dodge Vipers have been built. Unfortunately the Dodge Viper is only built in left hand drive execution and will therefore not be available for sale to South African car enthusiasts.
News
MB SA reveals SLK2LOOK Mercedes-Benz is introducing a new, eyecatching special model in the successful SLK series with the model suffix "2LOOK Edition". This new model variant, which is specifically aimed at a younger target group, is only available in glossy black or lustrous white. This styling touch is harmoniously complemented by a two-tone interior with high-grade materials in dramatic black-andwhite contrasts. The attraction of opposites – this is the concept with which the new MercedesBenz SLK "2LOOK Edition" special model enters the new open-top market. The intentional limitation to a black-and-white colour scheme both inside and out lends this successful two-seater with a vario-roof an exclusive, dramatic appearance and ensures a decidedly eye-catching presence. The SLK 2LOOK Edition is painted in a choice of either calcite white or black as standard. On request the SLK 2LOOK Edition is also available in exclusive obsidian black metallic or the special finish designo mystic white, which is limited to 300 vehicles worldwide. Head-
lamps with black surrounds send an additional stylish message, ensuring that the SLK 2LOOK Edition is easily recognisable from a distance. “We are pleased to bring 40 units of this limited edition to the South African market,” says Eckart Mayer, Divisional Manager, Mercedes-Benz Cars. “The SLK is a firm favourite with roadster buyers and this appealing model is sure to attract a number of new customers to the brand,” adds Mayer. The sporty and striking appearance of the special model is emphasised by 17‑inch 10 -spoke light-alloy wheels with mixed tyre sizes (front: 225/45 R17, rear: 245/40 R17). In line with the colour philosophy of the 2LOOK Edition, these are available in two surface variants: a lustrous high-sheen finish in titanium silver or dark, striking chrome shadow. Discreet emblems on the wings and a draught-stop of transparent acrylic glass from the range of high-quality Mercedes accessories bearing the 2LOOK Edition logo also distinguish the special model.
7 Drive Magazine August 2009
News Lotus is hoping that the exciting and sleek new Lotus Evora will launch a new era for the company. Aesthetically, the car looks great but only if you are a fan of the distinct Lotus styling so it can hardly be classed as a new era when compared to other Lotus offerings. I guess it could be a new era in the same way every new Porsche 911 is a revolution in Porsche design. The Evora’s 3.5 litre V6 engine from Toyota will be of lightweight aluminum construction and nestled in the middle of the car, pumping out 206KW of raw power at 6400 rpm and 342 Nm of
torque at 4700 rpm. All this and a car that weighs 1350 kg’s thanks to lightweight construction. The chassis is a lightweight modular bonded aluminum structure, very much like the archetypal Elise. These figures all serve to propel the Evora from 0-100 km/h in 5 seconds, but once it reaches the limit of the six speed manual gearbox the Evora will be sitting at 256 km/ h. Generating all this power is one thing, but putting it into the tarmac is just as important. For this Lotus have opted for 18” front and 19” rear Yokohama tyres, and 8 Drive Magazine August 2009
advanced ABS vented cross-drilled disc brakes to slow the Evora down once its driver is done abusing the right-hand pedal. Everything seems to be rather standard up till now, it begs the question; where is the new era? It seems that the Evora aims to offer the impressive and fun performance of Lotus‘ other cars like the Elise in a more mature package which includes modern amenities like carpets. The revolutionary plans seem to be to build a classic Lotus performance car that is actually comfortable.
New Lotus Evo
gorgeous yes, but revolut
ora:
tionary?
News
FMCSA— World-class hosts The Ford Motor Company of Southern Africa (FMCSA) played host to a delegation from Thailand during late June 2009, which is hoped to foster improved partnerships and cooperation between South Africa and Thailand, at least in the automotive industry anyway. The Thai delegation from Thailand’s Automotive Industry and the Office of Industrial Economics visited Ford’s Silverton assembly plant north of Pretoria which allowed Ford to really promote any potential partnership. FMCSA’s President and CEO Hal Feder was pleased to host the delegation at Silverton so as to: “demonstrate our [FMCSA] commitment to quality and lean manufacturing, and to broker opportunities to collaborate in the future,”. FMCSA’s quality commitment is well illustrated by the Silverton plant, which is continuously upgraded to cope with the complexities of modern vehicle assembly. The idea behind visits such as these is that the free exchange of information can allow both sides to benefit from the available knowledge. So this Thai mission to get a better grasp of the South African automotive industry; including government development polices, was not just limited to the single Ford plant. Various component suppliers along with their respective manufacturing facilities were also included in the delegations itinerary. Hopefully this will allow for a complete snapshot of the entire length of the South African industry which is critical if any future partnership is to prosper. 9 Drive Magazine August 2009
News
LEXUS SA GOING SERIOUSLY COOL! While Lexus has rapidly been making inroads into the executive sedan market segment both with its upmarket GS range and more value-friendly IS models, the company’s engineers are busy beefing up the lineup in an unexpected direction. And we’re not talking the RX either. Although a very nice vehicle, a premiumsegment SUV is a bit of a no-brainer if you are playing in this segment. No, it seems Lexus of the very near future will receive an essential image boost aimed specifically at younger buyers. And yes, high-performance is most certainly on the menu, another unexpected focus given the 10 Drive Magazine August 2009
Lexus brand image. Which is to say, the M3-challenging, V8-engine IS-F will hit our shores in the next couple of months. In addition however, buyers concerned about the impact of a high-po V8 on our delicate climate will love the new IS Cabriolet range. Originally unveiled at the Paris Salon last year, the IS C features a threepart folding metal roof which purportedly stows away in an impressively rapid number of seconds, and seriously takes the promising lines of the humdrum saloon to new levels of elegance and desirability. For those who are in between the lure of the fire-breathing V8 but perhaps have
News
budgets closer to IS250 territory, another addition to this Lexus entry-level which might, but not definitely, come to our shores is a larger-engined, sportier derivative of the car – think a 335i competitor, or thereabouts. International purveyors of motoring matter will already know the car we’re talking about, although we were forbidden from actually printing the details by Lexus SA until its arrival is confirmed. Still, with the F and C models definitely headed to SA showrooms by the end of the year Lexus SA dealers will likely be beating the younger buyer who might previously not have considered the brand from their doors with or without the third models release. 11 Drive Magazine August 2009
News
Full service-plan for new and used SA Lambos! The Sandton City Auto Show might not boast global recognition, but it certainly pulls the locals, and is the ideal showcase for South African dealers of exotics and sports cars. Porsche, Aston Martin, and Lamborghini all hosted stands at the event, and although modest on furniture the floor was rich with lustful machines. Lamborghini SA chose the show as the place to reveal the latest Gallardo LP560-4, so Drive went and spoke to Marius Malherbe about just what makes the newest baby Bull even more interesting, and have a brief chat about exotic car sales in the teeth of a recession. “We’re OK, down 25% just like the mainstream guys, but that’s not bad given our very limited volumes. Our mid-market, cars costing between R1.5 and R2.5-million, is where we’re seeing the gap at the moment. These vehicles were usually bought by guys with huge monthly incomes but not many assets, but there are fewer of them around, and securing finance can be a problem. Still, we’ve already sold one of the 560-4s and have brought in two more.” Over to the brooding Gallardo. The rear end is cleaner without those taillights wrapping upward into the engine lid, and more aggressive with the number of tailpipes doubled to four, just like the V12-engined Murcielago. At the front some pretty major changes – new LED DRL headlights and a new bonnet, and improved aerodynamics, are in evidence for the detail fetishist. 12 Drive Magazine August 2009
Marius elaborates; “Suspension all-round has been improved, while a new hydraulic system for e-Gear models brings shift times down to beneath 100ms. There have been significant changes under the hood for this model. The V10 is now at 5.2-litres, and power is up from 380 to 412kW, although the engine is more efficient as well. And great news for South African customers, is that the GPS is now completely functional on our road network!” Beyond the new model itself, Lamborghini SA has put its full backing behind the iconic Italian brand, and now offers a full three -year service plan along with the standard three-year warranty with every new vehicle sold. Even used Lamborghinis can be bought with some peace of mind, as these now carry one-year maintenance plans and warranties. “I really believe in the car, and boy you know if something goes wrong we’re going to be on the line to the factory anyway – we know the importance of premium service levels to our customers,” concludes Malherbe.
News
13 Drive Magazine August 2009
Drive Feature
Steve Allison speaks to Sheridan Morias at Kyalami
14 Drive Magazine August 2009
Drive Feature
15 Drive Magazine August 2009
Drive Feature
S
heridan Morias is as well as competing in the National Superbike championship, also running a ZX6 Kawasaki in this year’s National Supersport championship. It seemed only natural that his father and tuning guru Ricky would prepare a bike for the World Supersport round at Kyalami. There was a press conference on the Thursday before the race and Sheridan was sitting there as I walked in. He 16 Drive Magazine August 2009
told me that he was on a Superbike for the Weekend. I asked him if he was riding his own bike, he said “No, I’m on the Vent Axia bike.” For those of you that don’t know, Vent Axia is the factory backed Kawasaki team for 2009. With Mokoto Tamada injured after a crash at Monza, Sheridan, with the help of Kawasaki South Africa, got the wild card ride on the Kawasaki. He graciously handed his 600 over to Robert Portman.
Drive Feature
I asked Shez how the bike felt, he said, “I don’t know, I haven’t sat on it yet”. Sheridin rode the bike in anger for the first time on Friday in free th practice. He was 7 on the timesheets with a 1:40.502, which is nothing short of amazing. I again asked him what the bike felt like compared to his, he said completely different but the most surprising was the brakes, “I thought my teeth were going to come out the first time I braked”. He adds; “I can’t get to grips with the electronics so I have switched everything off ”. No electronics and he managed to be 7th fastest with just his throttle hand, oh and track knowledge of course.
Saturday in World Superbikes is Superpole day with 3 sessions. In the first session Sheridan was 13th fastest with a 1:38.477, ahead of Britains Shakey Byrne. In the second session, he was placed 11th just behind Leon Haslam and ahead of works Honda rider Kiyonari. He could have gone faster but the team weren’t able to get the super soft tyre on in time for his last hot lap. Nevertheless, 11th is still an unbelievable result for a wild card rider, particularly one without previous WSBK experience. The fans at Kyalami were treated to a ding-dong battle between the two Ducatis of Haga and Fabrizio and the Yamaha of Ben Spies. After 12 laps, the battle between Fabrizio and Spies allowed Haga to ease away at the front. 17 Drive Magazine August 2009
Drive Feature
18 Drive Magazine August 2009
Drive Feature The battle continued between Spies and Fabrizio, it looked like Spies would get onto the second step of the podium until a mistake on the last lap allowed Fabrizio past and Spies was relegated to 3rd. While all this action was going on at the front, Sheridan was holding his own in front of some big names like Yukio Kagayama, Shane Byrne and Tom Sykes. Tyre problems later on in the race caused lost him time and he finished 13th, ahead of his teammate. Very impressive for a first attempt. The Supersport race was not as exciting as we are used to, well not at the front anyway. Eugene Laverty was the fastest man on the track which saw him pull out a huge lead. Second placed Cal Crutchlow remained well ahead of the rest of the field and you had to look down to third place to see any real racing. Mark Aitchison eventually took third place and local Man Robert Portman finished 21st. The second race looked like it would be one of those Spies walkaways that we have seen so many times this year but a broken gear lever forced him to retire on lap 3. Haga and his teammate Fabrizio raced hard down to the wire with Fabrizio working hard to catch Haga. The last couple of laps saw Fabrizio making a couple of desperate
attempts to pass Haga. Haga kept a cool head and retained the lead and Ducati scored their second one-two of the day. Sheridan used his tyre more efficiently in the second race and ended the race in 11th place. The result may not look that impressive on paper but this is from a rider that until Friday hadn’t even ridden the bike. He has no previous World Superbike experience and yet he was still the highest placed Kawasaki. Oh and in case you were wondering, he never did get around to switching the electronics back on. Had I been Paul Bird of Vent Axia, I would have signed Sheridan there and then but finances and politics don’t work like that. They decided to use Jamie Hacking to fill the seat until Tomada is back on the bike. Sheridan has nevertheless proved that he has the talent and ability to ride competitively at the world level. He is considering several options so let’s hope he gets a good ride for next year. I’m convinced that he will be the first South African World Superbike champion. Photos and words - Steve Allison
19 Drive Magazine August 2009
Drive Column
Gangsters with guns
I
Steve Allison
don’t know about you, but I’m getting a little bit annoyed at the number of road blocks in and around Gauteng at the moment. I have been stopped in exactly the same place 3 times in just 1 week. And, as a motorcyclist, I get pulled over in every single roadblock since they simply assume I’ll be riding without a number plate. Now, you might say that roadblocks are a good thing; after all, they are ensuring that all motorists have a valid licence aren’t they? Well no, they probably will ask you for your licence but that’s just so they have an opportunity to issue another fine. No, the reason they have roadblocks is so that they can collect revenue from unpaid fines. And more importantly, check that your number plate is in place, without a number plate, how will they be able to use camera traps to fleece you? So, you’re probably thinking that 20 Drive Magazine August 2009
if you have outstanding fines, you should pay them and in an ideal world you would be right. The problem is that the whole philosophy of speed trapping in this country is at best underhanded and in several instances, illegal. Then of course, there’s the intimidation that goes with being stopped at a roadblock. You will be treated like a criminal, made to wait on the side of the road and, should you have any unpaid fines, they will try to arrest you. Heavy-handed tactics are not the way to win the support of the public and the fact that the speed-trapping ethos is so underhanded is the reason people don’t pay fines in the first place. Then there is the inconvenience to perfectly lawabiding motorists delayed in the resulting traffic jam. Traffic jams themselves are a major cause of accidents so rather than promoting road safety, the Metro Police are creating a situation that will probably lead to more accidents. Let us be clear on one thing, the traffic police have only one aim and that’s to collect revenue, they
Drive Column have no interest whatsoever in road safety. If they did, why are they not visible trying to promote safe driving? Why are they hiding in bushes behind cameras trying to catch people who, driving safely might stray slightly over the limit? Why are they not trying to catch people that are actually endangering other motorists, like the people that make illegal Uturns? The way the Metro Police act is nothing short of gangsterism. They set up camera traps partly because they are too lazy to stop drivers and partly because, if they stop you, you can question the validity of the trap. They send you a fine in the post relying on the fact that most people will simply pay up. As I said, they behave like gangsters, the roadblock is designed to intimidate so that people will simply pay up. They way that they arrest people at roadblocks is illegal and several speed traps are also illegal. What the Metro Police need to understand is that you cannot enforce the law by breaking the law. If you do, we may as well be living in the Wild West. The fact that so many speed traps are illegal is the very reason that people have removed their number plates in the first place.
21 Drive Magazine August 2009
Drive Column
Dual-clutch drama
S
Russell Bennett
o here’s the scene. It’s a lazy autumn Saturday afternoon in Jo’Burg. For once, you’ve actually got a couple of hours to call all your own, and you’re itching for something fun to do. You also happen to have some rather tasty (even if it is only in your eyes) machinery parked in your garage, and before you know it the key is in your hand and you’re dreaming of some lovely, twisty, sinuous roads... “Why Not?” you eventually decree, quickly pack up the essentials and go jump into your pride and joy, enjoying first the sight of it as you open your garage doors. The sensuous curves, the obvious pace of the thing even at standstill, the wide rubber-band tyres, the sharp but brutal nose. You fall into the embrace of the sporty seat, relishing the way those padded bolsters grab hold of your thighs and back, the texture of the quality hide in which they’re upholstered pampering every surface of skin that it comes across. You take in the heady aroma and exquisite interior detailing, and then you twist the key... As the cylinders rip into life you can sense a fantastic afternoon 22 Drive Magazine August 2009
ahead. You’ve got just the right roads picked-out in your mind, the ideal mixture of picturesque and perilous, just an hour’s drive north-east from where you are. You even know of the perfect mid -way pause for a Coke and, if you’re peckish, some chow. Life isn’t just good, it’s fabulous as you settle in for the drive out. Then before you’ve even left the confines of the city, the inevitable happens. As you sit at a red light getting into some of your favourite tunes, out of the corner of your eye you notice a gazevacuuming pointy snout pull up alongside. You glance over to your right for a more complete picture, and there she sits. Another wunder-wagon of impossibly exotic proportions and pricetag sits idling bassily beside you. A car which would make for the perfect partner for a spot of illicit robotto-robot fun, a challenge which in itself would give you the rush you’re looking for this afternoon. Instantly your plans are suitably adjusted... You glance up at the driver, to measure if he’s up to the moment, as you are. He barely acknowledges your gaze, and stares icily
Drive Column ahead, the merest hint of an upturned lip your only clue... And then it happens. That moment which pretty much defines the expression “going for a blast”. The instant in which you know your deepest competitive cravings are about to be released and tested against those of a similarly -minded individual. The revs of his beautifully-tuned beast rapidly flare into a mechanical cacophony, and he holds it there for a second longer than is strictly necessary so that you’re pretty sure of what you’re about to go up against. Now he’s looking questioningly at you, making sure his judgement was true and that you’re firing on all cylinders. Now, the catch. Your car has a DSG, or even semiauto, paddle-shift gearbox. Like so many of the best machines on the road today boast. Which is all well and good, but what do you do in this exact instant, right now? Nodding your head is a touch subtle, and a bit rude in streetracing terms. He’s let you have a
good listen at what he’s packing, time for you to show yours before proper battle etiquette has been conformed to. A thumbs-up would probably also at least affirm the desire to race, but is pretty darn cheesy. Ideally, you need to match his overtures by flaring the revs of your own car... Mind made up you quickly slot the lever into N and gun it. Your engine sounds even more glorious than his, and you can see his eyes waver for a moment, then he revs his motor again for a soulstirring duet. And the next thing the lights go green, he dumps his clutch, and smokes off the line in an orgy of burnt rubber and pure power. And you’re left on the line, neutral still selected, having to drop your revs off again before shifting into a gear which will give forward motion. By the time you do, the Daihatsu Cuore which was behind your erstwhile competitor trundles past, it’s occupants laughing so hard that you can hear them over the noise of your tortured motor. And just like that, your afternoon is good and ruined. May as well go ahead and head home mate, and deal with your stresses and problems some other way. That’s just one of the reasons I’m not the biggest fan of high-tech dual-clutch gearboxes in modern performance cars... 23 Drive Magazine August 2009
Four Play!
E
ver since BMW introduced its first roadster prototype in 1934, driving (fast, preferably) with the wind in your hair has been a special experience that lasted in memory long after the actual event. In Europe there are autobahns and Alpine passes that make such driving experiences even more exhilarating, of course, but we are equally blessed with fantastic driving roads regardless of where in sunny SA you may find yourself.
BMW South Africa chose the Western Cape for the national launch of the latest Z4 roadster, incorporating a selection of driving situations into the route so as to best demonstrate the new Z4 ’s capabilities. Designed by an all-female team, the new car is instantly recognizable as a Z4 but remarkably arresting to the eye, new lines and design improvements coming to the fore as the light plays with its sculpted lines. It may be more refined, but it ’s also significantly more masculine and cohesive, traces of 6-
series evident especially at the rear.
tuating the muscular nose, flared wheel arches and taut back end.
BMW ’s roadster heritage is stamped all over the exterior design, with the long bonnet and wheelbase still there and driver seating just in front of the rear axle. But Juliane Blasi took the madness of Chris Bangle ’s flame surfacing and softened it, sculpting the body into a masterpiece that’ s bipolar at best. The fusing of elegance and aggression brings a new modernity to the inherent sportiness of the original design, accen-
The most notable new design feature is however the fully retractable hard top of lightweight aluminium that goes up or down in 20 seconds. According to BMW, the decision to ditch the traditional canvas top was based on customer demand and, contrary to popular
belief, isn ’t the main reason for Z4 ’s significant weight gain (up almost 200kg in total). Additionally, the new roof allows for 14% visibility on average, with visibility through the rear window up 52%, something that ’s always been problematic in soft tops. On the inside, Nadya Arnaout has done an equally stellar job. As is
to be expected, fit, finish and materials are of top quality, with the general design and layout exhibiting an elegant functionality that ’ s neither bland nor busy. Two tone colour schemes work best to open up the snug cabin, and the Pure White option is worth every penny.
Drive Feature
As with the 6-series, the leather upholstery now also features BMW ’s sun-reflective technology that significantly lowers the leather ’s temperature if left in the sun with the roof down. The new Z4 range comprises of three derivatives, all burdened with clumsy monikers that now include 28 Drive Magazine August 2009
“sDrive”, similar to the “xDrive” nomenclatures used on the X5- and X6-models. The entry-level model in the new range is the Z4 sDrive23i, which is followed by the Z4 sDrive30i and the Z4 sDrive35i (see what I mean?). Unfortunately, only the latter two were available for evaluation.
Drive Feature BMW promises outstanding driving dynamics on the Z4 thanks to harmonious axle load distribution, rear -wheel drive and a lightweight aluminium suspension with a doublejoint tiebar front axle and centrally guided rear axle. Electromechanical power steering, high-performance brakes (thoroughly tested on our drive) and the latest generation of Dynamic Stability Control further contribute to dynamics we ’ve come to expect from BMW. Dynamic Drive Control is featured as standard and allows the driver to set up the car in three stages (Normal, SPORT and SPORT +) at the touch of a button. It acts on the
29 Drive Magazine August 2009
Drive Feature throttle pedal control map, engine management, DSC response, the power steering control map, the dynamic gearshift on the optional sports automatic transmission and, on cars fitted with the optional Adaptive M Suspension, the control map for electronic damper adjustment. The first model we drove was the flagship sDrive35i that is powered by BMW’ s award-winning 3.0-litre straight-six petrol engine with Twin Turbo and direct fuel injection. Our launch model was also fitted with the superb 7-speed double -clutch gearbox, a R28 700 option available only on the sDrive35i. The familiar engine develops 225 kW at 5 800 r/min, with maximum torque of 400 N.m being available from 1 300 to 5 000 r/min. Acceleration to 100 km/h takes 5.1 seconds with the DCT gearbox, electronically limited to 250 km/h. The sDrive35i quite possibly portrays the new Z4 ’s bipolar nature the best. In the normal urban commute, it’ s as smooth as silk, the power easily modulated and the roar from the exhaust sedated to a point where you also want to purr like a kitten. The increased visibility makes a major difference when 30 Drive Magazine August 2009
Drive Feature
driving in the city and as such the benefits of the hard top are evident from the word go. Unfortunately, there ’s significant wind noise at any speed higher than 60 km/h. It ’s on the open road where the car excels, though. The power is immense, the exhaust note orgasmic. We drove many back roads in a very decent condition, the Z4 im-
pressing with its road holding, sharp and secure steering and absolute eagerness. It does however get quite choppy on roads with noticeable imperfections. It ’s also surprising just how sensitive the responses are in SPORT + mode – driving in SPORT mode is more than sufficient.
31 Drive Magazine August 2009
Drive Feature Driving the sDrive30i is quite similar, although the difference in power is noticeable. Powered by BMW ’s equally renowned 3.0-litre straight six engine (190 kW, 310 N.m), it ’ s slightly less manic. The model we drove was fitted with an optional 6-speed sports automatic gearbox works equally well, but is no match for the DCT unfortunately.
one to buy if you require a flashy drop-top but have no primal urge to race everything that comes your way.
However, if you ’ re less performance oriented and have a more sedate driving style, this is the model to go for as it offers a superb balance between everyday drivability and occasional hard driving. Acceleration is 6.1 seconds, also electronically limited to 250 km/h. Be mindful of wheel and rim size though as it really does affect the overall driving experience (we drove two derivatives with different specification levels).
The new Z4 is quite simply magnificent and will have BMW enthusiasts in a state of excitement that can ’t be described without censorship. Its performance and pricing does however place it in a league where its main competitors offer something similar, albeit with different personalities.
At high speeds the power is much more controllable and easier to modulate without sacrificing any of the dynamic thrills. It ’ s a pity though that the DCT gearbox isn’ t an option for the sDrive30i – it’ s just so much smoother. It would ’ ve been interesting to also drive the sDrive23i and I suspect it will be the poser model in the range, the 32 Drive Magazine August 2009
Not that it ’s a small engine, mind you. It ’s powered by a 150 kW 2.5 -litre straight-six engine delivering 250 N.m of torque. Acceleration to 100km/h takes 6.6 seconds with a top speed of 242 km/h.
Prices range from R506 500 for the base spec sDrive23i, to R583 500 for the standard sDrive30i and R682 500 for the sDrive35i without the DCT gearbox. With its best-ofboth-worlds retractable hard top, Z4 redefines what a BMW roadster is, and does it successfully.
© Christo Valentyn
Drive Feature
“It’s a car that is undoubtedly worthy of its place in an illustrious heritage.” Drive Vitals: BMW Z4 sDrive35i
Drive Vitals: BMW Z4 sDrive23i
Engine
3-litre six-cylinder turbo
Engine
2.5-litre six-cylinder
Power
225kW
Power
150kW
Torque
400 Nm
Torque
250 Nm
0-100km/h
5.1 seconds
0-100km/h
6.6 seconds
Top speed
250 km/h
Top speed
242 km/h
Weight
1580 kg
Weight
1480 kg
Price
R682 500
Price
R506 500
33 Drive Magazine August 2009
Hey good-lookin
g!
T
he Alfa Romeo MiTo is so beautiful one just has to talk about its appearance ahead of its sparkling power, enjoyable roadholding, Italian tradition and even that odd name.
The MiTo, to put it simply, looks like an Alfa should. There’s a fairly wide choice of colours and while Italian cars traditionally look great in red, the bright yellow paint job brings out its stunning curves.
Drive Feature
While much is made of the MiTo drawing its “design cues� from the recent Alfa 8C Competizione supercar, the deep and narrow heart-shaped grille is also reminiscent of the Alfa 147s, when they first came to this country a few years ago. Perhaps it rings a bell because at the time Alfa 36 Drive Magazine August 2009
cleverly played on this aspect by providing their hostesses at the launch event with cocktail dresses blessed with the same daringly low-cut fronts as the grilles on the cars. That launch was also remarkable for the fact that Alfa brought out an Ital-
Drive Feature ian designer to talk about the 147, when it was THE exciting new hatchback, just as the MiTo is now. The loving way in which he ran his hands around the curves (of the car, not the hostesses) was so full of passion it should probably have had an age restriction. Alfa Romeo, with a refreshing lack of modesty, calls the MiTo “the most sporty compact car in the world”. There’s no denying that it is a real beauty, one of the most exciting vehicles from the Italian manufacturer in recent times.. That deep front grille, decorated with the proud and beautiful Alfa badge, sets the tone. It takes pride of place above the low air-intakes and between the large but laid-back headlights. Flowing back from this are curves that form a subtle “power bulge” over the bonnet. The lines are sharp and swoopy at the same time. And from the rear, perhaps the most striking features are the rings of circular LED illuminations around the tail lights. Apart from looking good they have a safety bonus in making the brake lights, and the rear lights, that much more visible.
37 Drive Magazine August 2009
Drive Feature I hope I have made the point that the MiTo is a very attractive car. But really, its performance is even better. In the present harsh economic climate many manufacturers have been going for modest launch events, with a drive of the new car sometimes being limited to a spin around the block. But Alfa wanted to fully demonstrate the glories of the MiTo, which it daringly (but justifiably, as it turns out) refers to as a sports car. Motoring writers were treated to a ride and drive of close to 300km, including three laps on the Gerotek handling track near Pretoria. We all know that turbocharged engines have an advantage at altitude, in Highveld areas like Gauteng, as they lose a lot less of their power in the thin air than normally aspirated motors. Even against other turbo motors of the same size the MiTo’s “Turbo Benzina” is a gem. It produces 114Kw and between 206 and 230Nm of torque, depending on which mode the driver chooses (more on that later). Alfa say the MiTo will do 0100km/h in a satisfying eight seconds and will reach a top speed of 215km/h. The 1,4 T-Jet turbo used in Fiat’s own Grande Punto (and on which the MiTo motor is based) also has 230Nm but only 88kW, while VW’s outstanding 1,4 TSI, which is both turbocharged 38 Drive Magazine August 2009
So full of passion it sh
had an age r
Drive Feature
hould probably have
restriction!
and supercharged, outs out 90kW and 200Nm. Even the 1.8-litre turbo used in the VW Polo GTI, with 110kW and 220Nm, has less oomph than the MiTo. It should be noted that the excellent Fiat Bravo, also using the 1.4 T-Jet, is credited with 110kW and 230Nm – but then again, it costs more than the MiTo, at R236 000 against the MiTo’s R228 500. A Fiat
that costs more than an Alfa? One has to wonder how long the MiTo will hold its price. The car seen by many as the MiTo’s obvious main rival, the Mini Cooper S, has figures of 128kW and 240Nm from its 1.6-litre turbocharged motor. But it costs R270 000.
39 Drive Magazine August 2009
The MiTo proved really satisfying to drive on the highways and twisting country byways around Magalies-
Drive Feature burg and Rustenburg. Acceleration from standstill was good but the stand-out strength seemed to lie in its excellent overtaking ability at cruising speeds.. In these rural areas road surfaces are not always the best. The MiTo, especially in its most sporty “Dynamic” setting, does feel road ripples. But it was not uncomfortable or bonejarring, Part of this can be attributed to the seats that, for front occupants, are comfortable and supportive at the same time, as one would expect a good sports car’s seats to be,
40 Drive Magazine August 2009
About those settings. The MiTo is equipped with a system called DNA. This stands for Dynamic, Normal and All-weather, Apart from the fact that it allows the marketing people to say things like “It’s in our DNA”, the system gives the driver added control over the car. Most owners of MiTos would, it is safe to say, be Alfa enthusiasts. I suspect they would just leave the car in the Dynamic setting, which gives that extra torque, increases steering feedback, gives a sportier feel to the suspension (I did not notice much differ-
Drive Feature
ence) and affects even the six-speed gearbox. Others would be content to leave it in Normal for what Alfa refers to as town driving, while in wet or icy weather, or anything else that makes the road slippery, the All-weather option would be best.
Alfa claim fuel consumption of 6.5litres/100km. My driving partner and I managed 9litres/100km in an afternoon that mixed enthusiasm and enjoyment with awareness of speed limits, on largely open country roads and highways. The six-speed gearbox
41 Drive Magazine August 2009
Drive Vitals : Alfa Romeo MiTo Engine
1.4-litre four-cylinder turbo
Power
114kW
Torque
230 Nm
0-100km/h
8.0 seconds
Top speed
215 km/h
Weight
1148 kg
Price
R228 500 ( Launch special)
42 Drive Magazine August 2009
is a pleasure and in top the MiTo will do 120km/h at 3 000rpm. It accelerates hard even from those revs. The cabin is comfortable and mostly high-quality (the sun visors are a little plasticky). The lovely Alfa badge is set prominently on the centre of the steering wheel. There are twin cowlings above the central air vents, echoing those above the main instrument panel. The rev counter is red-lined at 6 500rpm and the temperature and fuel gauges are labelled “Aqua” and “Benzina” in true Alfa style. Standard features include air-con (dual climate control is an option); a radio with CD and MP3 (Bose hi-fi is an option); electric one-touch windows; electric power steering, audio control on the leather covered, thick-rimmed steering wheel; It is eye-catching, rouses the emotions and is enthralling to drive, with plenty of punch even from low revs. It comes with a six-year/90 000km service plan, and service intervals of a simply astonishing 30 000km or two years. Oh, that name … it comes from the first two letters of Milano and Torino, the Italian cities where the car is respectively designed and manufactured. Mito is also the Italian word for “myth”. And it allows people to make puns like: “Do you want a sexy sports car? MiTo! (Me too … geddit?...)
It is eye-catching, rouses the emotions and is enthralling to drive
43 Drive Magazine August 2009
K
ia really is trying to per-
graphics all over it, a chunky design
got Soul, not just in the
arm. Kia believes that this car will
suade us that they have name of the car but in
it’s very DNA. Kia has recognised
that, although the SUV is popular,
very few of them are used off road.
The Soul has all of the attributes of a small SUV without 4 wheel drive. The new Soul, launched in Cape Town late last month, has funky
and an options list as long as your
appeal to the young at heart, people that like to customise their car to
suit themselves. Most of the options
are dealer fit so you can add to your
car whenever your mood changes or your wallet allows.
The new Soul is an urban crossover, 5 door with a 1.6-litre engine,
Drive Feature which puts out just over 91kW and 156 Nm of torque. It has a high
roofline and flared wheel arches and the level of standard equipment is
impressive. You get ABS and airbags, which, lets be honest, is fairly standard these days. You get air-
conditioning, electric mirrors and
windows, steering wheel mounted audio controls and fog lights too.
You even get things like keyless start and iPod connections without going to the options list, unlike most other manufacturers. The price also in-
cludes a 4year/90 000 km service plan. The Soul has been awarded a 5 Star Euro NCAP rating although apparently that honour goes to the
higher spec model with six airbags, which is only going to be available
in South Africa later on in the year.
Kia plans to improve the range even
further with an automatic and a diesel.
The design of the Soul is definitely
distinctive I will admit and in today’s tough market, manufacturers need to do something to stand out from 46 Drive Magazine August 2009
the crowd. As well as the young at
heart, the Soul is aimed at the young and passionate male driver, the
emotional and the freethinking. My first impression of the car is that it will appeal to far more women
than men. The high roofline makes it
easy to lift young children in and out and I felt the styling would appeal far more to the female driver.
Open the doors and you’ll find this is a car with a Tardis like quality. Although it appears reasonably
small on the outside, it has plenty of room inside. Again, this will appeal
to the female driver, a car that feels small and easy to park yet packs
enough room in the back to prevent the kids kicking the back of the
seats. I sat in the back on the trip
back to the airport from the launch and I’m a large person yet sat quite comfortably.
There was a time that Pacific Rim
vehicles were seen as an alternative
for people that couldn’t afford European cars. Kia has definitely shaken
Drive Feature
47 Drive Magazine August 2009
Drive Feature off that image with its very well
equipped and well-built cars. The
problem is, though, that the price is starting to creep up towards European levels.
Sitting in the drivers seat, you im-
mediately sense that the build quality is right up there with the VWs
and Toyotas of this world. The qual-
ity of plastics and seat coverings, and general interior fittings is high.
Out on the road, the build quality
again is evident; the car rides nicely with road and wind noise kept to a
minimum. The Soul soaks up bumps
heavy since Kia doesn’t publish the
crashing or jarring. Having said that,
100 times. Out on the open road
choose Cape Town for launches, the
respectably, unless you are driving
than in Gauteng.
Whilst we didn’t have the opportu-
What I did find disappointing about
twisties, handling is precise with
sidering the fact that we were at sea
not as sharp as many a sports hatch
engine, the pace particularly away
sporty nature of the car.
and the occasional pot hole without
weight in the brochure, nor the 0-
you can see why manufacturers
though the car trundles along quite
roads are in much better condition
up a mountain pass.
nity to throw the car through the
the Soul, was the performance. Con-
minimal body roll. The steering is
level driving a car with a 1.6, 91kW
but Kia is keen to emphasise the
from the lights, was pedestrian. I’m 48 Drive Magazine August 2009
Drive Feature Overall, the Soul is a well-built
competent car that may appeal to its target market but will probably at-
tract the female buyer. Price wise, as mentioned earlier, it is getting close
to its European competitors. At R189
000 it is definitely not a cheap alternative. It is however around R40
000 less than a 1.6 Golf. The funky
design and easy customising options will certainly appeal to the younger generation and particularly the
younger family. While a large cabin and boot, ensure that the Kia is
practical for family weekends away.
Drive Vitals : Kia Soul Engine
1.6-litre four-cylinder CVVT
Power
91.2 kW
Torque
156 Nm
0-100km/h
Not quoted
Top speed
Not quoted
Weight
Not quoted
Price
R189 995 49 Drive Magazine August 2009
W
hen Subaru replaced its venerable sedan with a hatchback, its hardcore fan base which, let’s face it, is just about all Scoobylovers out there, weren’t pleased.... With the company itself hailing the new car as softer, more practical, more liveable every day, and built for a wider audience, this dedicated base had its worst fears confirmed. A classleader in the barelyhomologated road-rally special category, which cars like the Impreza helped to spawn, was lost for good. Fortunately, no, not for good. Subaru has confronted the problem at last, and the booted, 4-door sedan is back! For the first time, that nose treatment which the hatch debuted makes sense, complementing the boxy lines of the new WRX saloon beautifully. We’re not sure if it’s just the heritage or what, but this new WRX looks fantastic parked-up outside the Sandton launch venue. From a distance, the front appeared disappointingly anodyne, almost a Honda/Toyota blob, but
Drive Feature get a bit closer and throw in a touch of side profile, and you get what Subaru has done here. Gone is the soft, amorphous shape of the hatch. In it’s place, pukka visual aggro just like a Scooby WRX should boast. And it’s all in the details, the subtly flared, boxy arches. The strakes and venting, not to mention the commanding air-scoop, and the return of the modest but purposeful bootlid spoiler all immediately conspire to raise our expectations before so much as turning the key. Subaru SA spends the next hour or so convincing us that the new booted WRX is not only much better looking, but also dynamically far superior to the softer, family-friendly hatchback
52 Drive Magazine August 2009
model. Which, by the way, is no longer available locally once the stock already on showroom floors is gone. They play video after video, lap-time challenges and drag-strip dices, to illustrate the superiority. But really, the first slides were enough... we’re keen to get some wheel time. The contents of that first slide will explain it all to you. In addition to now welding the right body to the symmetrical AWD platform, the company has gone ahead and sweetened the deal further still by adding a great wad of extra power to the 2.5-
Drive Feature litre boxer four. Basically, they’ve fitted the bigger IHI turbo from the STI and tuned it down slightly for a new peak power output of 195kW at 6000rpm, while similarly beefing-up the torque to 343Nm, now reached earlier in the rev range and sustained at this peak for longer. Significant increases of over 15 and 7% respectively. They’ve then also gone much more focussed on the suspension. Thicker stabilisers, stiffer
springs, and the top mounts from the STI have yielded a much sharper chassis, without compromising on the long-haul comfort which I actually quite enjoyed in the hatch. We finally break into the sunshine, to the unfortunate news that for today test-drives will be short, and drastically limited, to just a few minutes per driver in midday Sandton traffic. Still we jump at the chance and everyone disperses searching for the best roads in the vicinity, fourup.
53 Drive Magazine August 2009
Drive Feature I’m at the wheel first, and there are some initial concerns with the cabin. Tall buggers can’t get as comfortable. The hatch was never the most accommodating for us, but it does a better job than the new sedan, which offers just a bit less vertical adjustment on the wheel than before, robbing you of leg room. The ambience itself is very lowrent, but it doesn’t really matter all that much with those lovely sports seats gripping your torso tight. There’s an aftermarket infotainment system including GPS, complete with remote control unit in the centre console,
54 Drive Magazine August 2009
and climate-control. Electric windows naturally. But that’s about where it ends. Lighting up the engine is the treat it ought to be however, especially with the sportier exhaust option fitted to these fleet cars. It doesn’t quite have the off -beat rumble of Subarus of old, but it’s very bassy, very resonant, and suggests some fun is here for the taking. The next thing I look for, knowing where it is in the WRX hatch, baffles me for a minute or two. No switch to disable TC?
Drive Feature
I find out later, and I do love this thinking, that the company has deleted the traction and stability control systems from this Impreza. “The Symmetrical AWD system should be all the traction control you need,” quips our Subaru spokesperson when quizzed. I’ve always thought he’s right, and it’s great to see a sports car relying on this fact, and putting some faith in the skill and rational thinking of the driver, rather than impose an elaborate and expensive digital safety net on their cars.
Before we discover how it grips though, we all thoroughly enjoy a quick rip through the gears from a couple of sets of Sandton lights. It’s quick this new WRX, definitely surging off the line with more ferocity than the hatch (0-100km/h figures put the new car at 5.3s, the old one languished above 6), and feeling supremely muscular in the midrange. The larger turbo does mean there’s a marginal amount more lag going from off- to fullboost, but this results in a bigger rush for occupants as the shove arrives and thumps you up the 55 Drive Magazine August 2009
Drive Feature road even more noticeably. Into the next gear at the power peak of 6000, and you’re right into the meatiest part of the torque curve in the next gear, acceleration barely abated. Short stretches of tarmac easily yield triple figures, and the noise urges you to do just that, from just about every standing start. Although mercilessly short, our drive does yield one corner which can be used to get a feel for the handling. A long top-ofthird sweeper with dusty patches on the surface. Taken at very illegal speeds, the new WRX feels superb. Secure but not dead, hugely grippy but not inert. We can’t wait for a longer test period to delve deeper, but the first signs are very encouraging. Again, though, the company has saddled the WRX with only five gears. Fine for robot-to-robot racing, which I suppose is most of the destiny of these machines, but useless for open-road fuel consumption. Nit-picking perhaps, but like the cheap-aschips interior, it isn’t really acceptable at this price level. Before I get to that though, at it’s core the new WRX really is a massive step on from the hatchback, and should be able to 56 Drive Magazine August 2009
chips interior, it isn’t really acceptable at this price level. Before I get to that though, at it’s core the new WRX really is a massive step on from the hatchback, and should be able to stand tall amongst icons from the Scooby heritage once again. It’s maniacally fast, hardcore when you’re in the mood, but well-rounded when you’re just commuting. It turns heads both with its arresting looks and echoing aural charms. And best of all, it makes you feel great to be driving a proper, undiluted four-dour sports car once again. But this new greatness does come at quite a price. R359 000 to be exact. Or a more than R100K premium over last year’s softer, slower hatch, at the special offer discount which was never retracted in a desperate bid to pull buyers. And it still has a five-speed ‘box and cerealbox interior. So is the upgrade worth the money? Every penny. The Subaru WRX sedan is the rebirth of the cult icon Subaristi have been dreaming of, pure and simple. We can’t wait to have this beast on test for a week! -Russell Bennett
The Subaru WRX sedan is the rebirth of the cult icon
Drive Vitals : Subaru Impreza WRX Engine
2.5-litre four-cylinder turbo
Power
195 kW
Torque
343 Nm
0-100km/h
5.3 seconds
Top speed
233 km/h
Weight
1410 kg
Price
R359 000
Landie feature
A stroll through the gardens is like a bush walk without the hassles of avoiding potentially sharp foliage!
Drive Feature
Nestled beneath the imposing rock structures of the Waterberg mountains lies an incredible fusion of modern architecture and amenities with the vastness of ancient African tradition surrounding it on all sides. Welcome, to Marataba Safari Co, one of those venues which just about defines The Heavenly Bush which South Africa is so famous for serving up to visitors of all nationalities. The Lodge itself simply drips splendour, featuring an open architecture which invites the nature in from every possible angle while never losing its pristine, ordered demeanour. Outside perfect, clipped lawns border the tangle that is raw African bushveld for a contrast so stark it’s sure to take your breath away. Comfortable couches scattered about the warm halls invite guests to linger for a while, gazing out over the wild plains to 62 Drive Magazine August 2009
the flat-topped mountains in the middle distance while partaking of some delightful snack or drink of their choosing, or even chatting idly to the proprietors of this magical venue about the region and its history, subjects on which they are commendably well-versed. A stroll through the gardens is like a bush walk without the hassles of avoiding errant and potentially sharp foliage or detritus on the unkempt trail. Your feet might be caressing nothing more violent than perfectly-trimmed, luscious grass, but your eyes get to take in the glory of nature unmolested starting precisely where the invisibly-defined boundary lines of the Lodge lie. The suites might be tented, but don’t make the mistake of thinking they lack creature comforts! In fact these sleeping quarters are as lavishly bedecked and
Drive Feature tastefully appointed as the Lodge itself, and guests are once again immersed in the sounds, textures, and sights of thick, tangled bushveld while simultaneously basking in surroundings which can only be described as utmost luxury. As the sun paints our uniquely glorious African sky a spectacular array of vivid hues, the peacefulness of the place is almost unbearable, and when you are tired enough to close your eyes at the end of the day, you can be pretty much assured that your sleep will be deep and peaceful. The next morning after yet another gorgeous meal, prepared to perfection and intricately arranged, we’re treated to a game drive through the 85 000 acre Marakele concession on which Marataba has been built. Naturally there’s the option of riding with the Rangers in his specially-prepared Safari vehicle, but we’ve got a Landie to test after all, more
on which later. All of the Big 5 are here for your viewing, and we while away several hours peering into the dense undergrowth searching for, and regularly finding, interesting wildlife of any shape or size. Then it’s back to the Lodge in time to collect our suitcases and head home, just a night and a day of total relaxation enough that we face the 3-hour drive back to Jo’Burg refreshed, alert, and renewed by this treasure trove of natural pleasures so close to the quintessential Big Smoke. Marataba is a place which, if you have the means, you really need to visit at least once in your lifetime, and we’re extremely grateful and honoured that this world-class resort was happy to host us for the purposes of this feature. An exceptionally generous gesture from a simply exceptional place.
63 Drive Magazine August 2009
A heavy automotive dose of English quirkiness
Land Rover Discovery 3 V8 HSE “Wow dad, that’s a serious car!” was how my son greeted me when I drove up my driveway in the Disco 3. He’s three and a half, but he’s absolutely right. That’s how this Landie is. It never leaves you in any doubt is what I mean to say. Even if you don’t really know anything about cars at all, or tough-enough-tocrush-rocks off-roaders for that 64 Drive Magazine August 2009
matter, the Discovery 3 V8 HSE makes it clear, from a mile away, that it is a very serious machine. And yet, while I know that the last three owners have been about as British as boerewors, it manages to convey this unmistakable image in a charming, impossibly inoffensive sort of way, a heavy automotive dose of English quirkiness taking all of the edge off of the confi-
dent visual swagger. You really have just to step inside to find out what else it has, that the others in this class just somehow lack. This isn’t a bakkie with five seats (in fact, it has seven, the rear two folded flat into the cargo area when not in use), it’s actually a luxury car that can take its slightly quirky owners anywhere they want to go on this world. It oozes style,
exudes class, personifies character. The centre console buttons which control the entertainment system and built-in telephone (not installed to our test unit) are arranged in a manner which can only be called haphazard. Like the interior designers had magnetic versions of each button and simply threw them at the mockup of the console, marked down where they landed and then just straightened the lines out a bit. But the Logic 7 audio system they access is pure quality, as high-end ICE as you could possibly need. The speakers mounted in the doors will vibrate your right knee to shattering point if you want to go there. The integrated GPS navigation is another brilliant example. It works very well you see, even avoids the pitfalls of some cheaper standalone 65 Drive Magazine August 2009
systems (like the “in 200 metres, continue straight” rubbish of my Mio), and will offer you every route to your destination that it finds before selecting the default option if you’re already on your way. But, then, sometimes it just refuses to accept any destination entry at all, for a few minutes. It always comes right, but the time spent trying to make the bloody thing work can degenerate into a comical affair. Those seats not only provide a commanding view of the road and traffic conditions ahead by virtue of the sheer size of the Disco, they also feature some of the most buttery-soft hide you’ll come across. Just sit in that drivers seat, allowing the upholstery to take the strain 66 Drive Magazine August 2009
of the substantial cushioning attempting to escape from beneath your bodyweight, and your fingertips will tell you all you need to know about the quality materials used in this car. And yet, little touches of sheer oddball abound, like the rubber mats scattered about the various storage nooks not even being glued into place! And while I know that Barney says sharing is caring, individual audio controls for two rear
passengers, and a third for the back -row occupants, with headphone jacks, seems a bit extravagant really. How’s she drive? Well that petrol V8 is torquey, but very lazy beneath 4000 rpm. From that point on however on the clean, crisp analogue dial, the tacho needle seems to be grabbed by gravity and start plummeting down toward earth, and the rev-limiter. Not it’s not in
the league of the Range Rover Supercharged Sport of course, but it’s quick enough to blow off all but the most committed of warm hatches in a straight line. Of course, every time you tap into the energetic zone in the upper range of the tachos travel, your fuel guage plummets planetwards just about as quickly as the needle on the same rev counter does. With 2.5 tons of weight to haul, permanent AWD, and the aerodynamics of a mid-sized flatlet, consumption was never going to be pretty, but if this is what the nat-asp engine does the Supercharged halo model must be the harbinger of bankruptcy for all but the most well-heeled drivers! 67 Drive Magazine August 2009
It’s not like the noise is really worth the cost either. It’s not a musical V8 like Detroit has the gift of producing, nor a high-tech Italian GT unit. It’s got a decent voice though and some degree of character once again, but it never truly sounds happy to have your foot flat on the accelerator pedal, seemingly preferring to just pull you along at a respectable lick without really trying too hard about it. In this regard, the silken autobox is the perfect companion to this lazy engine. Apart from some thumping from first to second at a fully open throttle, the transmission 68 Drive Magazine August 2009
totally disguises gear changes behind a silken veil of torqueconverted cream. Yep, even the shifts are downright luxurious in nature. And naturally, get it off the beaten track, and it continues to just overcome anything in its way without ever having to bother the driver too much. If you get into some serious mud, the Terrain Response system will come in handy, but it’s simplicity itself to use. Twist the dial to the right setting, floor the throttle and let the computer sort it out. It will get you traction, if that’s at all possible,
And occupants needn’t even rouse themselves from their individuallycontrolled audio selections
and haul you through. And occupants needn’t even rouse themselves from their individuallycontrolled audio selections to snigger at your off-roading abilities. They’ll barely even notice, if they aren’t so inclined. The Land Rover Disco 3 does what it sets out to do. Combine the ability of the legendary name with the sumptuousness of a Rangie, which makes it brilliant on dirt, tasteful on tar, and just a pleasure wherever you happen to be sitting in it. An SUV with credentials and class. Definite win. Writer: Russell Bennett Photos: Paula Rutherford
Drive Vitals : Land Rover Discovery 3 V8 HSE Engine
4.4-litre V8 petrol
Power
220 kW
Torque
425 Nm
0-100km/h
9.14 seconds
Top speed
192 km/h
Weight
2538 kg
Price
R658 000
Drive verdict
69 Drive Magazine August 2009
I
Audi TT S
t’s Saturday afternoon. I’m cruising West on the Ring Road heading out towards Southgate, at which point I’ll have to take the mess that is the highway North from there, out to the Roodepoort area. When sud‐ denly a dark blue E46 M3, with that gloriously vocal 3.2‐litre straight‐six burbling from its closely‐stacked quad pipes, spears straight out into the right hand lane from where he just joined the highway shuffle. Right in front of
my hotted‐up‐looking yellow TT. He immediately gets stuck, as is typical, behind some stick‐in‐the‐ mud Mercedes who insists that 90km/h is the limit in the outside lane. Fortunately traffic is pretty clear, there’s plenty of space inside, so he drops a cog or two, that award‐winning engine takes on the hard, metallic edge it’s so famous for, and he rockets past Mr Daw‐ dler in the middle lane. Immedi‐ ately I follow.
The next five minutes are pretty amusing. M3 Driver at first appears utterly bemused by the titchy little Audi which remains resolutely on his tail, in fact quickly eats up any gap I playfully allow him to pull out and then has to dip its nose under braking to avoid his utterly wrung‐out rump. He has no an‐ swers for what the little banana missile has in hand, and it’s only when he falls back into the left to turn off at Southgate that he clocks the fat, quad pipes on this TT, and
the innocuous TT S logo affixed to the compact, curvy little rear end. I’m having some fun now, hear‐ trate nicely elevated and riding the high of vanquishing a car I love and respect so much. A Polo GTI, red, locks onto my tail next, but it takes all of three seconds at full throttle, and the tight bend as the highway swings North, to convince him not to be so cheeky again. But while I’m sniggering at his rapidly‐ reversing image in my mirror, a
Drive Test
Drive Test new challenger swings out from behind the Polo and looks on a definite charge. It’s the VeeDub’s big brother, Golf V GTI, and it looks the business in pure white. Riding a bit lower on its springs than standard as well, and at the very least is running a freer ‐flowing exhaust system judging from the noise it makes as it tucks right in behind me – now stuck on the construction‐ ravaged two‐laner behind more clueless amblers. As the highway constricts, the same amount of traffic is forced into a smaller amount of tarmac, so it’s getting quite a bit tighter now. The GTI isn’t having any of my dilly‐dallying however, and at the first sniff of an overtaking gap sneaks up my inside under full power and squeezes back into the fast lane, a good few hundred meters of clear road ahead of him. I’m happy to follow his lead. It quickly becomes apparent just how much the TT S has over this mechanically similar but fiscally opposed stablemate. Holding station behind the GTI, whenever he pins his throttle to the bulkhead I re‐ spond a moment or two later. The Golf seems to have less lag, and grabs a few me‐ tres lead while the Audi’s big turbo is still spooling up. Once it’s blowing however, any advantage the VW managed to claw is just destroyed. In seconds. I can hold the throttle of the TT S fully open for about 2 and a half seconds before having to feather it to avoid his bluff, snow‐hued hatchback rear end. 73 Drive Magazine August 2009
Drive Test They may share basically the same motor, but these two cars are like chalk and cheese. And not just on a pure performance level either, in just about every measurable way. When VW/Audi’s fabulous fleet manager ar‐ rived at our offices in this car, he’s a bit more flushed than usual, and he quips; “This car. It’s so exciting, I’ve had to tune it to Classic FM just to try and keep myself calm!” This from a man who drives the hottest Audis and VWs from HQ to press offices all day, every day. And he isn’t wrong. The TT S is powered by the turbocharged four‐ cylinder 2‐litre so widely deployed in the com‐ pany’s product range today. But the addition of that “S” means it’s not the regular, 147kW ver‐ sion. No, this is the same mill as found in the scintillating S3 hatch. In fact that car had to make do with the detuned 188kW version of this gem. Here it’s unfettered and runs its full 195kW of potential, plus an extra 5 kW. As in the S3, that power is deployed via Quat‐ tro AWD, and is also weighed‐down by just 1340kg of TT. And given a much more sono‐ rous voice by those four big‐bore tailpipes sprouting from beneath the rear valance. It gains a lot of bassiness and a much more seri‐ ous edge on full throttle openings, overlaid with the unmistakable noise of a viscious amount of boost right through to the 6500 rpm redline. Those impressive figures translate into a claimed 0‐100km/h sprint of just 5.4 seconds, 74 Drive Magazine August 2009
“This car. It’s so FM just to try a
Drive Test
o exciting, I’ve had to tune it to Classic nd keep myself calm!”
75 Drive Magazine August 2009
and an electronically‐limited 250 km/h top speed. Aesthetically the TT is the ideal basis for building this big‐hearted tyke of a sports car, it’s taut, crisp lines bulging suitably in all the right places, and combining into a vehicle which could truly be called a mini exotic. Just park it up and walk away, and I
wheelbase of the thing is empha‐ sised by the very short overhangs, especially at the rear. The switchgear and assorted in‐ strumentation are all pretty stan‐ dard Audi fare despite TT S flashes all over the place, although the speedo carries markings right
dare you not to look back appre‐ ciatively, retina‐searing paintjob notwithstanding. The blistered arches front and rear, and those lovely 18‐inch alloys give it such a hunkered‐down look. Of course the more aggressive front splitter plays its part in the tarmac‐ hugging stance, while the short
round to over 300 km/h. Still, the “standard” items on an Audi gener‐ ally feel a cut above more main‐ stream, and even other premium‐ brand competition, and every sur‐ face your hands caress feels well‐ damped, beautifully‐machined and ergonomically ideal. While glimpses of the bare aluminium pedals beneath your feet cement
the distinctly sporty overall ambi‐ ence. It is at odds, then, with this well‐ built feel that the cabin suffers from two distinct peculiarities. Ap‐ proaching the double‐ton there’s substantial wind noise suddenly intruding through the passenger‐ side door seals, while the undenia‐
bly lovely shape of the flowing cabin makes driving with one win‐ dow open a stern test for pressure‐ sensitive eardrums, as a significant Airwolf‐style “whup‐whup” noise reverberates around the cockpit. It’s odd that the adaptive damping is tuned so aggressively, that even left in the default continuously‐
variable mode sharp compressions and ridges on the road translate into a grimace‐inducing crunch as the surface imperfection travels straight through the suspension and into the commendably rigid chassis itself. If you’re on a baize‐smooth race‐ track, you can prod the button with a little shock absorber item by the gearlever on the centre console to engage “Sports mode” suspen‐ sion settings. On the road, this is just way too harsh, and in fact hin‐ ders rapid progress. In addition to discomfort, this setting actually makes the TT S quick to separate tyres from tarmac if there’s a bump mid‐corner when you’re at maxi‐ mum attack. It’s plenty stiff enough, and the system reacts to your driving as well, in the stan‐ dard mode. Leave it there, hon‐ estly. Handling is, in fact, a bit of a pecu‐ liar one in the TT S. The combina‐ tion of short wheelbase and ultra‐ stiff chassis/suspension means it feels very edgy at speed, while those low‐profile 18‐inch tyres track ruts and road cambers very
Drive Test aggressively, keeping the driver on his toes. One road I frequent when per‐ formance‐testing, is a short stretch which inexplicably links five traffic circles in the space of less than a kilometre, in the Honeydew area of Jo’Burg. Attacking these (usually quite traffic‐free) circles in the TT S begins with just unfazed grip and sublime body control, but as my confidence in the car increases, so does the speed at which I’m attack‐ ing. Finally there comes a point when I’m chucking it in so hard, that as I turn right for the mid‐circle “apex”, the TT S has a range of responses on tap. If I’m dithering off the throttle, it immediately settles into safe, predictable understeer, the nose pushing alarmingly towards the kerb at the exit of this civil‐ minded chicane. Now stay away from the throttle and it quickly re‐ gains its composure as the under‐ steer scrubs off the excess speed. But what you really want to be do‐ ing, is pouring on the juice. Now the initial understeer re‐ mains, but only for a microsecond, until the differentials shuffle the torrent of power rearwards and the tail snaps alarmingly quickly into an oversteery stance. Keep that throttle pinned, as the exemplary 78 Drive Magazine August 2009
body control means there’s little momentum to develop this slightly scary snappiness into a full‐blown pirouette, even when you provoke it even further by reversing your steering input on the exit, just be‐ fore grabbing third and ripping up towards the next roundabout. It’s breathtaking and utterly enthrall‐ ing at once. Just like a proper sports car should be! I was pretty worried that snappy tendency could relate into under‐ pants‐ruining moments at higher speeds, but in fact the TT S turns out to be nicely composed as it noses up against its limited V‐Max. Even long sweepers can be negoti‐ ated at this speed with contempt – and you’ll be surprised just how quickly the TT S runs into its 250km/h maximum, at a speedo readout in the region of 266. Whether it’s that graceful rear spoiler which intrudes purpose‐ fully into your rear‐view mirror at speed which keeps it this stable I’m not sure, but whatever it is it works a treat. The TT S holds one final surprise. It has to be considered incredibly good value in this market segment at a base price of just R527 000! For similar (slightly quicker, admit‐ tedly) performance from the
Drive Test
Just park it up and walk away, and I dare you not to look back appreciatively
79 Drive Magazine August 2009
.. And absolutely had to have the highest‐performing sports car here’d be no other choice.
opposing German manufacturers, you’d need one of the new Z4 sDrive35is with its award‐winning, 225kW twin‐ turbocharged three‐litre engine. All right that’s a coupe and roadster in one thanks to its clever folding metal hard‐ top, but it comes in at just under R700 000! What’s more the ridiculous weight prob‐ lem of the new Z4 mean it will spit you backwards into a hedge far faster than the little TT when provoked. From Mer‐ cedes? Nothing short of the barmy SLK55 AMG even competes in this league. All right so the options fitted to our test car, which include a premium Bose sound system, multi‐CD changer, Audi Plus navigation, metallic paint and one or two smaller touches, bring the final tally up to almost R580 000. But you don’t need these. The important stuff, like the MagneticRide dampers for in‐ stance, are all included in the base price. You’ll pay a substantial premium for this tech in the Z4. Have to have the roofless option? Well a TT S with a conventional fabric top still comes in at well under R600K. It easily matches the Beemer for road presence, and you almost start to pity the strained tendons in the necks of eve‐ ryone you blast by such is the magnetic pull of its low, wide, and aggressive
styling. It all but matches it for out‐ right grunt, will likely destroy it through a challenging set of twisties, and surely no‐one can ar‐ gue that you’re paying the pre‐ mium for superior quality over an Audi? I honestly don’t understand why I don’t see more of these on our roads. If I had a half‐bar burning a hole in my pocket and absolutely had to have the highest‐performing sports car there’d be no other choice. All right I might save my‐ self some cash and grab a new 370Z instead, but it won’t compete here at the Reef with either TT S or Z4 35i. Writer: Russell Bennett Photographer: Steve Allison Drive Vitals : Audi TTS Coupe Engine
2-litre four-cylinder turbo
Power
200kW
Torque
350 Nm
0-100km/h
5.4 seconds
Top speed
250 km/h
Weight
1395 kg
Price
R527 500
Drive verdict
Second opinion: TT S
I
n my opinion, and it is only my opinion, the Audi TTS is absolutely brilliant. If you are in the market for a small 2‐ seat sports car that’s a lot of fun, look no further. Sure Audi will try to tell you that it’s a four seater but if your passengers have legs, they won’t fit in the back. The performance is nothing short of staggering blasting you from a 82 Drive Magazine August 2009
standstill to 100KM/h in 5.4 sec‐ onds. It pins you into your seat when you want to get away quickly and the Quattro system puts all of the power on the road without lighting up the front tyres. Han‐ dling is also class‐leading thanks again to the Quattro and if that’s not enough the Audi Magnetic Ride Adaptive Damping System sharpens things up even further. It’s a mouthful I know but effec‐ tively it’s a clever technology sport button. The ride is so good that I left it in sport mode all through the test. It’s firm but not too harsh. The engine doesn’t produce as much power as driving experience would have you believe. It’s just the way Audi manage to put that power on the road together with a lightweight car that makes it so mind‐bendingly fast. When you put your sensible hat on, the Audi
is quite happy with that as well. This is a sports car that you can buy without having to compro‐ mise; it works well at any speed and of course there is the legen‐ dary Audi build quality and reli‐ ability. Our test car had a couple of minor niggles but I suspect that’s down to the beating it has taken from successive motoring journal‐ ists. Sitting in this car makes you feel like a million dollars with the added benefit of being able to shout out to Z4 drivers, “You bought the wrong car!” ‐Steve Allison
83 Drive Magazine
Triumph Speedmaster
T
he Triumph Speedmaster, best described as a rather menacing-looking retro-cruiser, is a handsome bike. It draws compliments even from people you wouldn’t think of as bike enthusiasts. Outstanding use is made of the Triumph heritage, with the badge boldly displayed on both sides of the big fuel tank, on the footpegs, on the sides of the engine, on the large and old-style speedometer. The detailed attention to nostalgia is summed up in the fact that, although the Speedmaster is equipped with modern fuel injection for its 865cc twin-cylinder engine, the equipment is concealed inside imitation carburettors. The beautiful twin exhausts run long and low to the end of the bike. It’s easy for even shorties or oldtimers to swing a leg over the low, comfortable wide-ass seat (the pillion, on the other hand, seems to have been designed for one of those people with only one buttock. It must feed into the fantasy that if you buy a bike, you will get a super-slim girlfriend who won’t mnd perching on the most precarious places, as long as she get wrap her arms around you, even if you are built like Jimmy Abbott).
The feet-forward footpegs take a bit of getting used to. A few hours after my first 60-km commute on the Speedmaster I experienced severe left-leg thigh cramps and concluded that it may have had something to do with the bike, the left leg being the one used for gear-changing. I did not have a repeat of this and it may have been due to tension on the first day with the machine. The wide-ish handlebars and feetforward pegs, along with the fairly considerable 229kg weight, made slipping through lanes of cars/trucks in traffic a little hard to achieve. But with care you can still work your way to the front of the line at robots and roar away from the four-wheeled pack as the lights change to green. For those who need to know, the motor produces 46kW and 74Nm. Other features aimed at continuing the retro image, and probably at the US/cruiser market, include a tank-mounted rev counter, along with neutral and indicator lights. I would have liked a clock (extremely useful as a safety feature on a bike, so you don’t have to keep pulling your sleeve up with one gloved hand to see the time) and a fuel gauge (there is only a fuel-low warning light).
Blast from the past
I did not get down to a thorough fuel -consumption test but did put in R100 after 250km and that seemed to fill ‘er up. The tank holds 19.3 litres so should be good for around 300km. Speedmaster is the name but speed is not the game. However, the bike won’t get left behind in traffic. The rev counter redline is at 7500rpm and at 5500rpm the speedo showed 160km/h. I was surprised to find that even with the wide and fairly high handlebars the blowing-away sensation of windspeed was not as bad as expected despite the fact there is no
windscreen. The low seat position probably has something to do with this. Arnold Olivier of Triumph SA points out that these bikes can be customised to the customer’s own whim or desire for comfort/style. Certainly a windscreen (or choice of windscreen), can be added, along with a clock and whatever else the owner might find necessary. At R92 500 the Speedmaster is one of the cheapest Triumphs available in SA
The beautiful twin exhausts run long and low to the end of the bike.
Drive Test The story of Triumph’s comeback is moe than interesting. In a world where famous old brands seem to be biting the dust, hard, every day, it is fairly awe-inspiring. Along with other British bikes it did not withstand the onslaught of the Japanese machines from the
1960s onward but English entrepreneur John Bloor, who made his money in property, bought the intellectual property rights to the Triumph motorcycle marquee in the 1980s. After doing a feasibility study he decided to launch a limited production of a small portfolio of motorcycles. Thanks as much to a jealously guarded reputation for quality as to the famous name, Triumph has built up a loyal following. The bikes have an enviable reputation for reliability 88 Drive Magazine August 2009
and excellent value. They are particularly known and admired for the three-cylinder engines that power most bikes in the range. Another key person in Triumph Motorcycles’ success story is chief executive
officer Tue Mantoni, a whizzkid from Copenhagen. In 2002 an accidental fire ravaged the Triumph factory and halted production. Bloor saw this as a chance to review operations, from engineering and production through to marketing. A team from a consulting company, led by Mantoni, was brought on board and Mantoni stayed on as Triumph commercial director. Triumph was named British Brand of
Drive Test the Year in 2005, and in July 2008 Mantoni was appointed as the company’s first CEO. His interests and hobbies include running, adventure skiing and (no surprises) riding his Triumph Bonneville
• Stylish and unique looks with attention to detail. Design, according to Triumph, is always purposeful, blending form with function, to deliver a beautifully crafted machine where the looks are backed wellengineered substance. • A well-balanced chassis with class-leading handling; Triumph says its bikes are intuitive and incredibly easy to ride. My own experience of Triumphs, which admittedly does not cover the whole range, backs up this last claim. They feel as if they have been designed by people who plan to ride them.. Writer: Bruce Bennett
Drive Vitals : Triumph Speedmaster
Triumph say that although the range is divided into three segments – Urban Sports, Modern Classics and Cruisers – all Triumphs share several fundamentals: • Powered by either parallel twin or in-line triple-cylinder engines, which have a charismatic sound and distinctive feel and deliver a broad spread of usable power.
Engine
865cc two-cylinder
Power
46kW
Torque
69 Nm
0-100km/h
Not quoted
Top speed
Not quoted
Weight
229 kg
Price
R92 500
Drive verdict
89 Drive Magazine August 2009
r e t f i h S d n i M
90 Drive Magazine August 2009
I
Cadillac CTS
n a world where generic corporate identity is increasingly becoming the norm in car design, Cadillac deserves an award for creating a strikingly non-conformist identity for their range from the get-go. A strong heritage and a typical American in-your-face mentality have ensured that a Cadillac remains something that arrests the eyes and heightens the senses of anyone with even a trace of octane in their veins.
91 Drive Magazine
In the local market, there’s the subdued BLS on the one side, a car that almost got it right but fades away into obscurity with its toned-down appearance. On the other side there’s the gargantuan STS, a chiselled ship that horrifies as much as it inspires awe. Then there is the CTS, a car so remarkably in balance that it forces you to stop in sheer admiration. From the hunkered down front to the subtly aggressive rear, the
CTS truly brings life to Cadillac’s Art&Science design theme, combining sharp angles and flat surfaces into a flowing whole that’s simultaneously elegant and brash. It’s a design that doesn’t compromise on American cockiness and delivers on all the inferred nuances, bringing a welldeserved dose of individuality to a segment that prides itself on understated elegance and superb refinement. Inside you will find one of the best interiors out of the USA in recent years, where hard plastics 92 Drive Magazine August 2009
and tacky fake wood are normally the predominant fascia adornments. The two-tone colour trim does much to break the monotony of a usually dark colour scheme, and while there is some faux wood employed on the dashboard, it’s balanced by a modern silver hang-down section. The full-colour screen that pops up from the dashboard adds more modern technology to the mix, overshadowing the oldschool analogue clock just below it. There are a multitude of con-
trols for the multitude of functions that come standard on the CTS, but once everything has been identified, it’s easy enough to navigate your way through this without diverting attention away from the road ahead.
System with 40 GB hard drive is included, and had General Motors been able to add a miniature Swedish masseuse and a percolator to the mix, the CTS would probably have been the only place one would want to be.
Cadillac has pleasantly few items available on the options list, with the CTS featuring a standard specification that puts many of its rivals to shame. Automatic dualzone climate control, electrically adjustable and heated front seats, rear parking assistance and a Bose 5.1 Cabin Surround Sound
Starting it up provides even more ambience as the V6 under the hood adds a throaty harmony to whatever your chosen soundtrack may be. The CTS makes use of Cadillac’s latest direct-injection 3.6-litre V6 engine with variable valve timing. It develops a meaty 229kW at 6 400 r/min and 370
93 Drive Magazine
N.m of torque at 5 200 r/min. It’s mated to a six-speed automatic gearbox with a manual shifting option via the traditional lever or steering-mounted shift paddles. The torque is available immediately and seduces you into a spirited driving style from the word go. It doesn’t stop there either, as the car pulls strongly all the way to the red line. Getting to 100 km/h takes just about 7 seconds and the CTS will keep going all the way to its electronically limited top speed of 242 km/h. Most of the fun is however had in the time it takes to get there. Despite its size, the CTS is a solid drive that inspires much more confidence than anticipated. There’s a heavy weighting to most of its controls, which in turn gives the driver excellent feedback and an overwhelming feeling of control. Chucking it into corners is positively grininducing as it attacks every bend with masterful precision and sublime poise. Who would’ve thought getting bread and milk from the corner shop could be such fun? And that’s the crux of the matter. Driving the CTS turns you on, 94 Drive Magazine August 2009
whether you’re stuck in traffic or racing through a mountain pass. Yes, there are definitely more refined options out there, not to mention options with better resale values and more perceived status. However, your head and your bank manager will probably be smiling more than you.
Chu ind cking u i ma cing a t into c ster s it o ful a pre ttack cisi on an
At R425 000, the CTS is a steal compared to several of its German rivals, especially considering standard kit like the Bose 5.1 Cabin Surround Sound System with 40 GB hard drive and General Motors’ laudable Total Confidence package that include a 5 year/ 100 000km warranty, maintenance plan and roadside assistance.
But who cares? With the CTS your head and your heart would be in complete agreement, both with a sly middle-finger to the Germans. It challenges the status quo and puts you in the hot seat, emitting enough machismo for both. But best of all: it delivers. Writer: Christo Valentyn
Drive Vitals : Cadillac CTS
rne rs i s ev s pos itiv ery ben ely g nd sub d r lim with ine po ise.
95 Drive Magazine
Engine
3.6-litre V6
Power
229 kW
Torque
374 Nm
0-100km/h
7 seconds
Top speed
242 km/h
Weight
1756 kg
Price
R425 000
Drive verdict
Honda CB1000R
T
he Honda CB1000R is an aggressive looking motor‐ cycle reminiscent of a Bull‐ dog, leaving you with the feeling that it might attack you at any time. Once you get on the bike though, in common with a pet bull‐ dog, it is a docile friend. Honda say that the CB1000R was designed in Europe for European
riders and it does have the purpose‐ ful streetfighter looks with design cues borrowed from machines like the Ducati Monster. It uses the 2007 Fireblade motor tuned for a more road‐orientated ride. The Honda tuners managed to let 40 raging horses escape during the process. The bike is very easy to ride and novice riders won’t scare themselves.
Drive Test
98 Drive Magazine August 2009
Drive Test Our test bike, which was equipped with ABS, arrived on a rainy Thursday but the temptation was too great - after waiting several hours for the rain to clear, I could wait no longer. I jumped on the bike and took it for a ride on the wet roads. It’s in these conditions that you appreciate the bikes re-tuned engine, riding without fear of a huge power induced highside. The bike handled superbly on the wet and cold roads and the brakes were impressive. There is so much feel that I had to look again to make sure they hadn’t accidently fitted radial units to the test bike. For those of you that don’t know, selecting the ABS version of the bike means sacrificing the radial brakes fitted to the nonABS model. The CB is great in traffic as a ride to Sandton in the Friday afternoon bustle proved. It is easy to manage, narrow enough for confident lane splitting without bashing the mirrors of the cars you are trying to squeeze between. Being a naked, it has a decent steering lock allowing you to filter between cars even when you find you have made the wrong lane choice. It allows you to ride up the right hand side of a queue of cars and then slide between the bumpers to make a left turn. Again, the lower power motor helps and when the lights go green,
you don’t leave the scene on the back wheel, well not unintentionally anyway. Going further afield, the comfortable riding position of the CB1000 is to be appreciated. The headlight and wind deflector arrangement not only looks attractive, it seems to make a pretty good job of moving the air around your body. It is a naked so there is more wind noise than if you were riding a fully faired bike but even at 240 Km/h I didn’t feel as though I was being blown off the back. The seat is comfortable as well although if you are one of those 600 K’s a day riders, you might find it starts to get a little hard. On the track the CB1000R appeared to lack front-end feel when you first go out. After the first session though, a quick look at the tyres demonstrated that I wasn’t getting anywhere near the limits of the front grip. For the next sessions, I took confidence from that fact and started pushing a little harder. Bearing in mind the bike was set up for road riding, I was able to take plenty of speed into the corners and at no time did I feel I was testing the limits of the bike. On the track though is where you start to miss all of those little ponies that have escaped. The bike just felt too 99 Drive Magazine August 2009
slow on the straights and didn’t really want to get up and go out of the turns. There is power there but it just isn’t as instant as a sports bike, which takes away some of the excitement of track riding. In true Honda fashion, the CB1000R does everything well. The build quality is second to none and being a Honda, it probably won’t break down either. All in all, it’s a great bike but for me anyway, there is a problem. You see it does everything really well but it doesn’t do anything brilliantly. The original naked concept comes from people who have crashed 100 Drive Magazine August 2009
their superbikes taking the fairings off and putting on some straight bars. Naked bikes should be insane, they should have you spending most of your trip with the front wheel in the air. They should feel powerful and edgy. It is a good-looking bike. It has power although it’s just a bit lazy on the delivery. The ABS is non intrusive even for track riding. At no time, not even in the rain did I feel it kick in. It makes sense then to go for this option just for the odd occasion that a car pulls out in front of you. The suspension is beautifully set up offering a comfortable road ride without compromising
road ride without compromising cornering ability. Should you find the standard set-up lacking, you can adjust the rear rebound damping and preload. The front offers even more with adjustments for rebound, preload as well as compression damping. Fuel consumption is not class leading but you should find that you use less than 6 litres of fuel for every 100 K’s travelled. If you are slightly saner than me, you will find the CB1000R a very enjoyable do-everything day-to-day bike. If on the other hand you want to go canyon carving and show up your superbike-riding friends, this may not be your best choice. Writer: Steve Allison
Drive Vitals : Honda CB1000R ABS Engine
998cc inline-4
Power
92 kW
Torque
100 Nm
0-100km/h Top speed Weight
217 kg
Price
R102 900
Drive verdict
101 Drive Magazine August 2009
Drive Test
102 Drive Magazine August 2009
Drive Test
I
Renault Twingo
don’t really have anything against small cars. Super-minis. City cars. They’re often pretty funky, and they certainly serve a purpose. Hundreds of thousands of people, mostly hip young urbanites, largely much prettier than I am, seem to rather like them too, so who’m I to say otherwise. It’s just that, well, they really don’t do the job, as a car, that I usually like a car to do. That, primarily, is to go fast, grip hard, and generally hooligan about. No, they’re more like scooters on four wheels really, they tend to zip about (minus most of the zip) efficiently looking cool and getting people where they need to go through trafficked streets in their own, unique, friendly chic. So usually when I get behind the wheels of one of these, I’m not likely to have a very good time. So when the Renault Twingo was delivered, I didn’t immediately dash for the keys, and it was only the next afternoon that I did get around to it. Even then, my first stint was as a passenger, Steve and I comically pedalling about Sandton in it for a few hours before grinding home in 5:30 Jo’Burg traffic in the little sewing machine. From the left-hand seat, it felt a bit like my prejudiced mind had already decided it would, not lacking in any particular area so much as just not really making an impact at all – the ride was pretty
good, the cabin actually nicely built and therefore decently insulated against road noise, the engine not suitably anodyne, and the interior barely-restrained funkiness itself. It even seemed made out of decent materials all-round. There are a number of appreciated mini-luxuries in there even, like electric windows, good wellintegrated radio/CD combo complete with the on-board computer of larger cars, and lo and behold, aircon. And yet, although it shouldn’t have been for all the reasons I cited earlier, it was growing on me, even slowly slogging our way through the cities clogged arteries. Parked-up outside the trendy new iStore for instance, even with those checkered grey decals along its flanks, our glossy black Twingo actually looked bang on the money. It successfully marries cheekily sporty flair with all-French funkiness, and that chrome-look plastic grille extending to the air-intake cut into the impressively deep, almost square jaw. Its two long doors not only add to the coupe appeal, but also make entry and exit extremely easy, yes even for men. Large men. And the rear roofline is nicely spruced-up by a similarly chromelooking little spoiler, surely more for pure dress-up than practical considerations. 103 Drive Magazine August 2009
Drive Test But despite already starting to appreciate some aspects of the Twingo, I was still quite amazed when I got in and drove it home that evening. Those who know me don’t choke on your ‘wors, this car is actually quite a pleasure to drive! And it doesn’t even have massive boost crammed into its dinky engine bay or something, or a V6 where the rear seats should be. It’s got a teeny, Eco 2, 135g/km 1.2-litre 16V engine developing 56kW and 107Nm. Even if you know nothing about cars, those numbers don’t look all that impressive. Nor does it stir your heart with aural characteristics, my colleague reckoning it sounded “angry at being an engine” in the higher reaches of its rev range. I’m not sure how, or for that matter why, they do this these French engineers. They’ve made a great car, except miniscule. With just two figures worth of power it’s not so much that it’s a giant shove of grunt, but it revs keenly and seems happy to do its very best to punt the Twingo up the road as hard as it can. Except up hills, of course, but still. It’s eager to actually drive a bit when you want to, and that’s a rarer thing than you might think in this price range, or even a bit higher up the cost ladder. It is very light, after all, at 940 kg, which really helps. 104 Drive Magazine August 2009
The suspension can’t be described as anything other than... nuggety. The decent primary ride I picked up in the passenger seat somehow seems to morph into a bouncy, stiff, bordering on uncomfortable effort when you’re taking it by the scruff, even minor imperfections are felt acutely through the chassis beneath your seat. And it very suc-
Drive Test
cessfully manages to send very clean information through to your senses in these exaggerated movements and responses to the road. Which is fortunate, because the steering, easily the weakest link in this car, is as dead as electricallyassisted racks are widely-reported to be. You feel the surface of the
road in the wheel, not because of feedback from the front rubber itself, but because of the whole car bouncing about beneath you. Which means that it’s difficult to be entirely accurate with your steering inputs, and you often find yourself correcting the steering several times through the course of a bend as a result. 105 Drive Magazine August 2009
Still, grip from the modest 15inchers is excellent, the chassis is as alive and responsive as the helm is numb, and the lightweight body is well managed by the stiff suspension platform for a commendably flat stance when trying too hard. The five-speeder shifter is very typically Renault as well, sort of like they made quite an accurate and 106 Drive Magazine August 2009
precise gearbox and then lightly coated all of the precisionengineered its surfaces in rubber, to soften the rough feel or something. Still, it’s no chore to work, and you have to surprisingly hard to keep the little 16-valve on the boil. Okay the seating and pedal positioning is a bit funny, the clutch in particular seemingly mounted on an oddly-curved bit of metal. But
It’s French, it’s not only allowed, it’s supposed to be a bit flaky.
it’s French, it’s not only allowed, it’s supposed to be a bit flaky.
tally-modulated braking system. It’s got the lot.
And if R138K still seems like a hell of a lot of money for such a little ‘un to you, I have to tell you Renault has gone nuts on the convenience features in the Twingo. Automatic lights and windscreen wipers for instance, on-board computer, driver and passenger airbags, fully digi-
The interior reminds you of the overall flamboyance of the whole thing. The height-adjustable wheel column moves the centrallymounted tacho as well, so you never get into a situation where the most comfortable driving position also has the wheel blocking parts 107 Drive Magazine August 2009
Drive Test box in there with only minor squeezing, with space on the side for a few bags. In fact, with the rear seats pushed right forward, the Twingo swallowed a full day’s worth of RC drifting kit. Toolboxes, three complete backup 1:10 cars, the lot. And even more unbelievably, with the seats reset at the back of their rails, my two kids’ car seats and their occupants had no trouble at all. Of course the obvious difficulty
of the dial, with the digital speedo alongside the radio display in the top of the centre dash showing your km/h in big, bold numerals. For R138 K, the Twingo oozes character, looks brilliant, helps save the planet and your wallet, features an extensive range of luxuries as standard, and drives with real purpose when you’re in a devilish mood. It checks so many of the right boxes, that it’s unreservedly great value at the money. And although the boot isn’t enormous, you can even get a 20” iMac 108 Drive Magazine August
Drive Test of just the two doors makes actually securing the seats a bit of a bugger... It’s a 4-star car this - unreservedly. The 1.6-litre RS could score 5 if it does the same thing but with more potency. So much more character than the sales-volumes leaders! Writer: Russell Bennett Photography: Steve Allison
Drive Vitals : Renault Twingo Dynamique Engine
1.2-litre four-cylinder
Power
56 kW
Torque
107 Nm
0-100km/h
12 seconds
Top speed
170 km/h
Weight
950 kg
Price
R138 000
Drive verdict
Second opinion: Renault Twingo Dynamique
The Twingo was a real surprise; both Russell and I expected not to like it. Being petrol heads, how were we going to have fun in a small town car? I was the first to drive the car and the performance from the small engine was nothing short of amazing considering we are at altitude and neither of us are small people. Not only that, the level of equipment in our test car is more than one would normally expect in such a small vehicle. The build quality is excellent with minimal road noise and a complete absence of rattles. The car handles well and offers reasonable feedback when driving hard. It isn’t a sports car but then it wasn’t designed to be one. For that, you will need the RS, a car that we are eagerly awaiting. Even so, the Twingo is a fun car to drive and will put a smile on your face even on a dull drive to work. If a small car is your thing, this is a particularly good one. Unfortunately resale value will probably not be that good in common with all French cars in this country. That might change when buyers realise what they are getting for the money. - Steve Allison
109 Drive Magazine August 2009
Lexus GS300 he Lexus GS300 turned out to be a huge surprise for me. I was honestly expecting a vehicle wholly commensurate with the upmarket executivelimo positioning – imperious but aloof, imposing on the road, supremely comfortable, packed with luxuries, a solid if not sparkling performance envelope, but ultimately somewhat anonymous as tycoons often demand of their daily drivers. A very capable, moderately valueoriented alternative to the 5-Series, EClass, or A6, in short. 110 Drive Magazine August 2009
V HEADS With the GS300, that’s pretty much ex-
actly what I got. The surprising bit? People love this car! From single ladyfriends of my wife’s, to the pump-jockeys at my local petrol station, all gravitated towards this luxurious Lexus like orbiting masses are gradually sucked-in to a larger celestial body. It’s got genuine magnetism, which the styling critic in me didn’t foresee at all. The general public proceeded to demonstrate just how “off” this ultra-picky critic is on a daily basis, and from bystanders from a huge variety of walks of life.
S
TAILS h dear Oh dear. I swapped
the GS300 that impressed me so for the greener, and more importantly faster, GS450h this morning at Lexus Fourways and I’m afraid something isn’t altogether right. I think I want the “regular” V6-powered model back... Lexus’ amiable PR guy in SA and I were on the ZA Car Show together a few months back, and I went into some graphic detail regarding the problems I’d noticed with this PerformanceHybrid technology in a brief drive I’d had in traffic a few months previously. He happened to be at the dealership to facilitate the trade earlier, and very politely commented that “He hoped an extended time with the car would change my
Lexus GS450h mind”. I wanted to think that he was right. And at first, if I’m honest, the GS450 did start exerting its charms on me. It’s the type of hybrid I should like after all, not ruthlessly focussed on diluting the driving experience for the sake of a few extra kms per tank of gas, but instead aimed at delivering V8-engine levels of go for the thirst of a V6. And the carbonlight grunt is quite impressive. The electric motor takes care of 0-20km/h in the blink of an eye when you punch the accelerator away from the lights, at which point the vocal 3.5-litre V6 joins the party and you’re out on your own. And all of this without even feeling really guilty about leaving behind a giant garbage tip for your children one day. 111 Drive Magazine August 2009
a 0-100km/h sprint time of 8.1 seconds, and as for top speed it pretty easily sweeps beyond 200km/h if you keep the throttle buried for long enough.
So what are the ingredients that make this car stand out so effectively? It isn’t likely to be the 3-litre V6 engine, which while undoubtedly reliable and undeniably silken in the lower half of the rev range, starts to sound just a little more banal than the plushness of the chariot it’s fitted to would suggest. There’s decent urge on tap, nothing exceptional, but enough healthy grunt to see off those pesky warm hatches with barely the raising of an eyebrow. Lexus claims 112 Drive Magazine August 2009
The 6-speed automatic transmission is well-mated to this somewhat subdued engine, and shifts so unobtrusively most of the time it can feel like you’re in a CVT-equipped car. It silkily engages the next gear and fastidiously keeps the revs below that point where the engine starts to growl a bit. If you do fancy sampling some of that noise, and the adequate performance that accompanies it, there is an “ECT Power” option in the centre console which holds the gears deeper into the travel of the tacho, or you could slip the
The electric motor takes care of 020km/h in the blink of an eye when you punch the accelerator away from the lights, at which point the vocal 3.5-litre V6 joins the party and you’re out on your own. And all of this without even feeling really guilty about leaving behind a giant garbage tip for your children one day. Overall consumption during our test showed the GS450 to be just slightly thirstier than the 300. The hybrid averaging 11.2 l/100, the straight petrol 11.0. But, we drove the hybrid enthusiastically quite a bit more, after all it can apparently do 100km/h in just 5.9 seconds from standstill, the 300 takes 8.1 for the same sprint. So yes, a substantial amount of “carbonfree” grunt has to be a good thing, yes?
It is, don’t get me wrong. But. I’m sorry. The downsides, are pretty nasty. There I was, running home from the office. Going through Boksburg in the mid-evening you’re always certain of coming up against someone willing to have a bit of a go. Tonight is no different, and as I said, I’m feeling quite happy with the hybrid. The suspension is in Sport, the ECT gearbox in Power, and the ASR disabled. 113 Drive Magazine August 2009
selector over to S and take control of the ‘box yourself if you’re feeling particularly energetic. Just, don’t expect the electronic brain of this auto to actually listen to you, most of the time. If you’ve got the throttle nailed but request a bit of a short-shift at, say, 5000rpm rather than the 6200rpm redline, it doesn’t, unless you lift off the gas. It is, after all, much cleverer than you, mere human! Seriously, try and push beyond this stubbornness and you will start to think your car’s brain should have a short, pithy male name. As for the cabin ambience, well it largely defines modern luxury autos. 114 Drive Magazine August 2009
There’s delisciously soft, tactile hide everywhere, generous swathes of wood inserts complementing the creamy hues of our test car’s hide perfectly, tasty aluminium-faced instrumentation which looks the absolute business, and then oddly enough an acre of grey plastic dominating the dash? Admittedly, reach out to touch it and you’ll find it’s the softer material which indicates a higherquality construction ethos than that hard, scratchy substance you’ll find in lesser cars, but it does still grate a little in a cabin otherwise so tastefully decked out.
A 2.4-litre Accord V-TEC messes with the Lexus once or twice, then is replaced by a diesel Merc – neither can match the Lexus which swishes off the line eerily quietly before the awful CVT gearbox brings the motor in, quickly takes it up to its power peak and then holds it there, deep into the 200s if you want. I’ve been using all the power that both motors can give for about 15 minutes now, but figure the more active braking should be regenerating more as well so I’m not watching the battery gauge. When a Ranger 3.0 TDi, a really respectable motor with both great torque and keen revs, especially for a diesel, pulls alongside. The light goes green
and we both punch it. But the GS450h’s batteries have quietly drained to empty. It takes seconds for the heavy saloon to even hit the point where the transmission brings the petrol motor into play, seconds in which the Lexus goes nowhere, while the Ford King Cab actually pulls out a lead of a meter or two. When the V6 eventually comes to the rescue, the stupid CVT takes it right up to its thrashiest, noisiest point in the rev range, clearly working hard, and eventually the TDi is dispatched, but it’s not emphatic. And at the next light, there he is again, interested to see if you’ll duff it up again, and you still haven’t created enough energy for anywhere near your 6-second best.
115 Drive Magazine August 2009
When I collect the car, the affable dealer principal at the Lexus Fourways dealership runs me through the features of the vehicle and, in the process, takes the opportunity to explain to me how this R600K car doesn’t have an options list. All the high-tech packed into it is completely standard, meaning that all GS300 owners get to enjoy an absolutely fullhouse machine. This, he explains, helps its resale value. Purchase a competitive machine with R120K worth of essential options, and in a year your trade-in value depends entirely on the base-spec list price, and that extra dough you splashed-out up-front is pretty much lost. So we have, electrically-operated front seats and steering column with threeposition memory, a heating and cooling function built-in to the generously116 Drive Magazine August 2009
padded fronts, superb 15-speaker Mark Levinson entertainment system, electric windows with auto-up and –down, electric mirrors which automatically swivel downwards when reversing and can be packed-up at the touch of a button in tight spots, adaptive suspension with selectable “Sports” and “Normal” modes, a 12V power socket for your iPod, full satellite-navigation, immediate Bluetooth hands-free readiness, voice controls for the various electronic functions, a ludicrously detailed and clever on-board computer, Lexus Park assist with integrated rear-facing camera, and fairly impressive build-quality shot through every surface. I say “fairly impressive” only as some of the plastics, notably the glovebox lid, did squeak and vibrate some when the road got particularly choppy.
Then there’s the CVT transmission. I know people who rejoice at the simplicity of these, and when our roads, as they regularly do, get clogged I can appreciate the relaxation of never having to know nor care what gear you might be in. But if you’re driving a performance car, well they just aren’t ideal. Having the engine note remain constant from 20km/h to 200km/h, dependant only on the angle of your foot, makes gauging entry speeds that bit trickier and you have to get used to watching your speedo rather than relying on any other senses. Finally, the GS is large, and heavy. In fact, at 1660 kg, the GS 300 isn’t all that bad, but the 450h adds more than 200 kg to the mix. And you can feel it in every way, especially as being a Perfor-
manceHybrid you’re surely meant to be driving this Lexus down a favourite road, surely? That’s not the way that Lexus drivers drive? Maybe, but it sure is the way this particular one is marketed. But all you get is dogged understeer, and a limited fun-range until the batteries need recharging. On the plus side. It features the same superb cabin and luxurious spec as fellow GS SE models, which is an absolute treat every time. It is quick away from the lights, and there is a significant feel-good factor. You can blast turbocharged hot hatches away from the lights, as long as you’re charged, and still be condescending about their blatant disregard for the planet we live on. 117 Drive Magazine August 2009
More surprising than the supreme speclevel and executive-ready interior, is that the GS300 actually drives quite decently as well, as long as you give up your fight against that insistent gearbox and don’t mind the vaguest hint of Hilux nearing the 6000 rpm mark. The V6 delivers the same kind of spikeless, silken power of BMW straight-sixes. Not tyremelting stuff no, but really adequate. Leave the suspension in Normal and the body-roll quickly takes commands through the bends, but in Sport it’s remarkably sharp, and unexpectedly easy to place for such a bulky car. It’s turn-in is crisp with due consideration for the weight, and there’s no sting in the tail giving you the freedom to use all the power available away from even the tightest bend. And you could leave it in 118 Drive Magazine August 2009
Sport all day, it still feels more comfortable than most in this mode. From the driver’s seat of a GS300, it’s easy to see just why Lexus is such a highly-rated brand, and is attracting customers from more established German manufacturers quite regularly. Look past the mass-market connection and the GS is a class-leading executive express, as comfortable as your upmarket home, packed with useful technology and even quite a good car, it just delivers on every level. And despite any preconceived ideas about the onlooker-appeal of a Lexus, you’ll be noticed, too... -Russell Bennett
And the premium you pay isn’t ridiculous – you could feasibly save enough in petrol over say a dozen years operation over the 300 to offset this while basking in the green aura of your clever hybrid. Then there are the details. Which is to say, the blue-tinged stylised “L” on the boot, and the blue pinstripe running up the flanks and picking out the Hybrid script. And the gimmicky Power gauge which replaces the tacho in that gorgeous, brushed ally instrument set (also standard on GS 300s). And finally, the prodigious power. There’s 215kW available from the engine at 6400 rpm, and another 147kW from the electric motor as soon as current is fed to it. More impressively, is the torque, at 368Nm plus 275Nm. All work-
ing in unison and in conjunction with cool regenerative braking and additional power generation based on sheer motion. It is a very, very clever car. The conventional model gives you all the same luxuries, effective and ultimately more reliable power, and better efficiency as well as dynamics by being appreciable lighter. And a diesel could be friendlier to the environment if that’s your real goal. But if you like your gadgets, well the PerformanceHybrid certainly is far more “trick”. -Russell Bennett
119 Drive Magazine August 2009
Drive Test
Drive Vitals : Lexus GS300 SE
Drive Vitals : Lexus GS450h SE
Engine
3.0-litre V6
Engine
Hybrid Synergy Drive
Power
183 kW
Power
250kW
Torque
310 Nm
Torque
368 Nm plus 275 Nm
0-100km/h
7.5 seconds
0-100km/h
5.9 seconds
Top speed
240 km/h
Top speed
240 km/h
Weight
1680 kg
Weight
1930 kg
Price
R613 100
Price
R727 800
Drive verdict
Drive verdict
120 Drive Magazine August 2009
Drive Test I’m a technology guy. I have kids who one day will inherit our messes. And I’m a huge fan of performance cars. So I really wanted the 450h to work, but it just couldn’t last. The simple fact is that, at providing what it advertises in the flesh with absolute reliability, few cars can match the GS300, but its PerformanceHybrid sibling is so far off it it’s laughable. - Russell Bennett
Second opinion: GS versus GS Personally, I didn’t find the Lexus GS an outThe GS 300 offers exceptional value for standingly attractive car but popular opinion money compared to the German competition. disagrees. Wherever I went in the big Lexus, Sure on the face of it it’s 5 series money but people came out into the car park just to look the level of standard equipment will make the at it. Several people commented that they options list largely redundant. loved the car. We had the GS 300 and GS 450 Hybrid on It is without doubt an excellent car to drive test back to back and you only need 1 word offering outstanding ride quality as well as to describe the hybrid - pointless. There is no virtually every gadget the modern driver noticeable difference between the cars withcould wish for. The build quality is second to out looking at the badge on the back. In fact none, the car wafts along without a hint of most people didn’t even realise that I was in wind noise and there are no annoying rattles. a different car. The Hybrid does have more It’s comfortable in the same league as the power and when it’s using the electric motor, best of the world’s luxury cars. Lexus has the power delivery is more urgent. That said, come out top of the list in successive custhe average driver would be hard pressed to tomer satisfaction surveys so you can be notice the difference. You will have to dig fairly sure it won’t break down. much deeper into your pocket for the Hybrid The GS isn’t, despite the companies claims, and between the fuel saving is so small that an exiting car to drive but that, I believe is it is barely noticeable. one of its strengths. It will appeal to people The GS is an excellent car and a real alterthat want to be transported in style with the native to the Germans but save yourself minimum of fuss. The car will take care of some money and get the GS 300 and leave the hard work of driving leaving you to conthe hybrid in the showroom. centrate on the road and enjoy the comfort. - Steve Allison 121 Drive Magazine August 2009