Drive Magazine March 2010

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

Art Contributors: Heide-Marie Botes AVC

Management: Russell Bennett, Steve Allison

I

have to say, it’s an all-too-familiar feeling this. Fortunately, not quite as much of late as it used to be, before I was lucky enough to be able to use brand-new test cars on a regular ba-

sis.

Advertising Sales: info@drivemagazine.co.za Photography: Steve Allison Photographic, www.quickpic.co.za, direct from manufacturers All data contained in this magazine is for information only and every effort is made to ensure its accuracy. However reviews, comment and instruction are the views of the authors and may contain inadvertent errors, for which Drive apologises but takes no responsibility for any actions of any person resulting from the use of information contained herein.

Any prospective contributor or correspondant submitting unsolicited material with a view to its publication automatically grant Drive license to publish such material in whole or in part in any edition of this magazine. Any material submitted is at the risk of the sender and Drive cannot be held liable or accountable for its loss or damage.

2

D R I VE MA GA Z IN E

That sensation of being marooned. Cast adrift in the sea of purposefully-purring vehicles flowing across our country’s roads each day. Alone. Vulnerable. Frustrated.

But I was very unexpectedly reminded, just this past Thursday, of this devastating range of emotions, when the sub10 000km press fleet car I was in, and I’m not going to name any manufacturers or make any allusions to any brands here whatsoever, decided it was going no further.

It was on a pretty quiet back-road between Jo’Burg and Springs as well. Almost home, as usual, but still out in the bundus a bit. And not the nice, unpopulated sort of bundus either. With an angry-looking storm blowing overhead, thirty-grand’s worth of review ICT hardware tucked in the boot of a beautiful, shining pearl-white extravagance on wheels, and an emergency services department seemingly more intent on attributing the cost of the recovery to somewhere. And failing utterly to understand the very concept of a motoring journalist actually been M ARCH 2010

E ds W el c o m e

loaned a manufacturers SA vehicle.

It’s a bit strange that. I know there aren’t millions of motoring journos in the world, but we’re hardly the rarest of beasts either, are we? Yet mention the fact to someone who isn’t in marketing, PR, publishing or upper management, and people just fail to believe that a major motoring manufacturer has simply given you their brand-new wheels for a test period. You should just try, for instance, professing a lack of cash to car-guards when you’ve pulled up in a Q7! Their faces only ever shout one thing.... Liar!

Anyway I digress. The broken car.

In the end, the recovery guys helped out very quickly. After a first call at around 17:45, the car and I were at my house about 8 kms away by 19:15, the sorting-out to be finalised early in the morning and the stricken car delivered back to wherever it needed to be sent for examination and fixing.

But it’s still a harrowing time, being stranded. Absolutely, these sorts of things happen, so you can’t really get mad or start postulating wildly based on a single failure.

But when my know-it-all mechanic tenant burst out with “Oh I know just what it is! The ECU control cable to the ‘box has worked loose, be the work of 2 minutes to reattach that!” I huffily replied; “Yes, that’s exactly what I said. The gearbox went braindead, and a braindead gearbox with nothing but Neutral is useless to me, as a car,” and stomped off inside.

It wasn’t just a cable by the way.

The only moral of this story, is that failures do still occur. We journos regularly these days, amongst ourselves, opine that “All cars are good these days”, and to a certain extent that’s true.

But some individual cars, regardless of brand or perceived reliability, just aren’t. They just aren’t good at all. And then it’ll be the response of the roadside assistance offered by your selected brand which will mean everything to your beleaguered brain, and nothing else.

Russell M AR C H 2 0 1 0

DRIVE M AGAZINE

3

6

News The latest happenings, including extensive coverage of the highlights at the recent Geneva show.

32 Drive Launch Feature Another Peerless Porsche: Yes he Panamera has been officially launched to SA punters, even though it’s been on sale for a few months already. We drive it for the first time on a gorgeous, and long, test route.

44 Drive Launch Feature French without the flair: Citroen’s new C3 might not be as quirky and off-the-wall as we’re used to from the French brands. But it is a very good car, and that’s enough for most.

52 Drive Launch Feature

Star

credentials: BMW is going to be shaking the superbike status-quo up with this incredible new machine, the much-anticipated S1000RR.

60 Drive Feature Carbon copy cats: Our research-loving Bob Allison takes a look “under the hood” of the new emissions tax coming this year. And finds a lump of swarf.

68 Drive Feature A year on two wheels. A

new drive contributor, yes yet another Steve, shares how his commitment to two-wheeled commuting has gone over the last 12 months.

74 Drive columns

Russell laments the

death of the right to freedom of mobility, and Steve gives enormous super-SUVs the middle-fingered salute on his Triumph.

80 Drive Tests

Chrysler Sebring

Convertible

92 Drive Tests Renault Clio Sport 102 Drive Versus

Mitsubishi Outlander

versus Subaru Outback

112 Drive Tests Volkswagen Golf Mk1 120 Drive Tests Yamaha YZF-R6 128 Drive Tests

Suzuki GSX-R 1000

136 Drive Tests Volkswagen CC 2.0 TDI DSG

142 Drive Tests

Nissan Qashqai n-tec

150 Drive Tunes The latest smash-hits from the biggest international and local players. Drop us a line and win your very own copies of these must-have albums.

N e ws

W

hen the 2010 F1 season kicks off in Bahrain early March some of the worlds most impressive cars will be on display, but threatening to steal the show is AMG’s all-new halo car, the SLS gullwing. The new Mercedes-Benz SLS AMG Official F1™ Safety Car replaces the already very special SL 63 AMG.

Sadly the SLS won’t be taking up medical duty as well, the by comparison boring C 63 AMG Estate still has that job.

I guess one really does need a back seat of sorts for a medical car so the SLS maybe wouldn’t be ideal, but F1 drivers are so small I’m sure the FIA could’ve made a plan.

It really is great to see Mercedes jump-

6

D R I V E MA G A Z IN E

M ARCH 2010

News ing into the worlds most glamorous and expensive motorsport series feet first, 2010 will after all see a Mercedes team, all the official FIA vehicles and Mercedes power bolted into several cars besides their own team.

If you’ve been living under a rock and are completely unaware of just why the SLS has the credentials to be motorsport’s premier pace car I’ll happily oblige. The SLS has a 6.3L V8 but not the standard AMG 63 that they put into just about every AMG out there. This motor produces 420kW/571hp and 650Nm of torque, enough for the SLS to explode from 0 to 100km/h in 3.8 seconds. The SLS truly is an awesome vehicle, particularly with it’s impressive power, but really the only thing people will talk about is the gullwings.

M AR C H 2 0 1 0

DRIVE M AGAZINE

7

N e ws

T

he latest RS from Audi was recently presented to the public at the Geneva Motor Show. So far what we know is that lurking beneath the surprisingly tame exterior of this coupe is a 331kW/450hp high revving V8. Audi’s famous Quattro system has been given an upgrade for this RS 5 too in the form of a newly developed centre differential.

8

D R I V E MA G A Z IN E

The RS 5’s 331kW is produced by Audi’s illustrious 4.2L FSI motor, the FSI referring to it’s common rail direct fuel injection. Maximum power arrives quite high up for a V8 at 8,250 rpm but maximum torque of 430 Nm will be delivered lower down, between 4,000 and 6,000 rpm. The RS 5’s prodigious power emanating from the hand made V8 will be M ARCH 2010

News on the Quattro system of the RS 5 is also a new entrant into my list of things I-don’t-understand-but-still-want. This illustrious list includes great things with awesome names such as Ford’s Revo Knuckle’s and Pagani’s Carbo-tanium.

The RS 5’s centre diff comes in the form of a crown-gear differential, which is compact, light weight and also selflocking. The new centre diff works in conjunction with electronic torque vectoring and to be honest seems to do the same job Quattro’s always done, it’s just slightly better now. The Quattro system can send up to 85% of it’s power to the rear but the standard setting is a 40:60 rear-biased split.

The RS 5 comes equipped with dynamic steering, Audi calls it’s version of this concept speed-dependent servotronic steering and in the RS 5 is set up to be very tight. Audi’s drive select syschannelled trough a seven-speed S tronic gearbox. These impressive powertrain figures naturally translate into some equally impressive performance

tem is there too with the ability to adjust steering, the seven-speed S tronic, the sport differential, the engine, and even the exhaust system.

figures; 0-100km/h in 4.6 seconds and on to a governed top speed of 250km/h,

Should be one to keep an eye on.

although Audi will up that to 280km/h if you ask nicely.

The aforementioned new development M AR C H 2 0 1 0

DRIVE M AGAZINE

9

N e ws

B

MW has unveiled the new 5 Series Gran Turismo, which they are touting as a unique concept which will define an all-new segment of the market. The 5 series GT will enter the market initially offering three drivetrain options; the 530d, 535i, and 550i Gran Turismo.

will be joined as standard with the eight speed automatic gearbox out of the BMW 7 series.

Let’s be frank though, all BMW’s have an impressive and extensive array of luxurious equipment fitted as standard, and many powerful and efficient engine

The 530d is a180 kW straight-six diesel, the 535i naturally is BMW’s famed straight six petrol motor with TwinPower Turbo, High Precision Injection and VALVETRONIC technology good for 225kW. Last but certainly not least is the V8 TwinPower Turbo delivering maximum output of 300 kW in the BMW 550i Gran Turismo. All of those engines

options. That the 5 series GT is like that then is no surprise, nor that newsworthy really, the true talking point of the 5 series GT unquestionably is the styling. More specifically the styling of the unusual rear end, with its somewhat, shall we say fat boot. Regardless, styling choices are always subjective so I’m afraid you’ll have to make up your own mind on this one.

10

D R I V E MA G A Z IN E

M ARCH 2010

News

H

ot on the heels of the recently launched C3, South African Citroen showrooms will be offering the hot hatch version, the DS3. The DS3 looks fantastic and should appeal to the younger hot hatch buyer that likes to stand out from the crowd. Styling, whilst based on the C3 is completely different.

It has an aggressive front end with LED sidelights. Sports style alloy wheels are housed in flared wheel arches. The car looks fast even at a standstill.

There are 6 engine options, 3 petrol and 3 diesels. Chances are though that the diesels won’t be available here due to the poor quality of our fuel. The top spec is a 1.6 turbo developing 115kW and 240Nm of torque.

The modern funky colours are what really make the DS3 stand out from the crowd. There is a vast array of colour combinations with the separate choice of roof colours and patterns, 38 in total. Of course South Africa being a

The interior has a sports looking dash

smaller market, the choice will be lim-

and gear lever and is available in a

ited for those that want a car straight

choice of colours. The seats are of the

away, your own choice will probably be

deeply sculptured bucket variety cov-

a special order. Whatever combination

ered in either cloth or leather.

you go for, the DS3 is going to be the king of cool.

M AR C H 2 0 1 0

DRIVE M AGAZINE

11

N e ws

N

ot that there are a huge number of them in South Africa but nevertheless HUMMER owners can breathe a sigh of relief. GM South Africa has announced that despite GM head office winding down the HUMMER brand, local operations will be unaffected. Whilst the news from GM South Africa may be good news for HUMMER owners the statement that local operations won’t be impacted is, well it can be misleading.

which to me is the definition of local operations being affected. To be fair South African production of the HUMMER H3 was halted in May 2009 so local operations won’t change in terms of them already being dead for awhile now. The element of local operations that will remain unaffected completely it seems is after sales service. GM will continue to care for their customers vehicles through their HUMMER approved dealerships and all warranties

GM will no longer distribute and sell

will be honoured.

HUMMER vehicles in South Africa, 12

D R I V E MA G A Z IN E

M ARCH 2010

News

N

issan North America recently announced that they would be undertaking a voluntary recall of selected vehicle types to check brake pins and correct fuel gauge inaccuracies.

Whilst no injuries have been reported as a result of these defects, Nissan is no doubt being cautious in the wake of the Toyota crisis. The recall involves 539,864 vehicles, fortunately however Nissan South Africa has reassured its customers that no local vehicles are affected. In fact the vast majority of impacted vehicles were sold in the U.S.

been found to be at the root of the issue. The fuel gauge defect is unrelated to the faulty brake pins, some vehicleshave been incorrectly indicating fuel levels, causing drivers to embarrassingly run out of fuel presumably.

Vehicles potentially affected by the faulty brake pin are the Nissan Titan, Armada, Quest and Infiniti QX56 with model numbers from 2008 through to 2010. The fuel gauge list of vehicles is slightly different with the Nissan Titan, Armada and Infiniti QX56 from 2005 through to 2008 being affected. In addi-

The recall has been instigated as a re-

tion to these vehicles the Nissan Fron-

sult of three instances in which brake

tier, Pathfinder and Xterra produced

pedal pins partially disengaged. A man-

between January and March 2006 and

ufacturing error on the part of the brake

between October 2007 and January

pin supplier and not Nissan itself has

2008 are also on the list.

M AR C H 2 0 1 0

DRIVE M AGAZINE

13

N e ws new rear bumpers which have an updated and lower diffuser integrated, hardly groundbreaking stuff but then Lotus don’t need to break the mould too much. The headlights have also been given a makeover, the Elise now boasts all in one integrated headlights including LED day light running lights and LED direction indicators.

T

hey haven’t had the decades upon decades to perfect their concept as Porsche with their 911, but the Lotus Elise has been around for fourteen years now and over that time the idea has been gradually refined by Lotus. Now the 2011 variant of the 2-seat mid-engined sportscar from Lotus has been unveiled at the Geneva Motor Show.

Of course to continue the comparison with the 911, the changes to the new Elise are hardly revolutionary but rather evolutionary in nature. Little tweaks here and there in fact. There is a new engine cover in a ’twin-spine’ layout, 14

D R I V E MA G A Z IN E

The Elise has some changes in the engine compartment accompanying the exterior modifications, the base model engine has had 200cc lopped off. The 1.6 litre Valvematic engine meeting EURO 5 regulations may be smaller than the 1.8L from the outgoing Elise S but still produces similar power. This should be balanced out by the requisite lower weight of a smaller engine and of course in an ecomentalists world there will be theoretical fuel savings. The new 1.6L produces 100 kW/134 hp at 6800 rpm with maximum torque of 160 Nm at 4400 rpm, and for the first time in an Elise that peppy powertrain can be tempered with cruise control.

As this is a Lotus, weight saving measures are present virtually everywhere.

The optional forged wheels are no different, tipping the scales at 29.26 kg per set, 2.14 kg lighter than a set of lightweight cast versions.

M ARCH 2010

News

T

he Lotus Evora has won accolades left, right and centre all over the world, and whilst it was only launched in South Africa recently the reception has been equally positive. So despite the Evora proving to be a successful concept and design, Lotus seem intent on changing the very foundation of the Evora. As witnessed at the Geneva Motor Show, Lotus unveiled an Evora hybrid high performance technology demonstrator, along with a Proton car that it seems will feature the same concept of hybrid technology.

The Evora 414E Hybrid will according to Lotus reach 60 mph in under four seconds, so 100km/h should be on or around the four seconds mark too, which is impressive performance indeed, too bad it’s a hybrid. All of the 414E’s electrical power amounts to 306kW/416hp, which is once again very impressive considering just how light and effective the chassis and body that the powertrain is attached to. The electrical aspect of the powertrain is plug-in equipped, but also M AR C H 2 0 1 0

relies on tried and trusted petrol in the form of a Lotus Range Extender engine.

The Evora 414E Hybrids rear wheels will be driven by two independent electrical motors each producing 152kW/204hp.

As the motors are independent but working through a common single speed gearbox, Lotus has been able to implement torque vectoring to enhance vehicle stability. The Range Extender engine is probably the most interesting part of the 414E, partly because James May first came up with the idea on Top Gear.

It is a 1.2 litre, three-cylinder engine designed by Lotus specifically for use in hybrids. Unlike most hybrids however it isn’t used to actually drive the car but rather just to charge the 414E’s electric motors. The Lotus Range Extender engine provides 35 kW/47hp and is light too as it is of aluminium monoblock construction, integrating the cylinder block, cylinder head and exhaust manifold in one casting.

It’s all well and good, but it’s still just a hybrid in my eyes.

DRIVE M AGAZINE

15

N e ws

O

ne of Porsche’s Geneva reveals is yet another hybrid, and whilst we’ve been forced to accept that this is the way the industry is heading, this Porsche really makes me sad. It is one thing for hybrid systems to flood the market with boring cars that we wouldn’t have been all that interested in even if they did just burn petrol, but it is quite another issue when an otherwise gorgeous and monstrously powerful Porsche goes down the hybrid road. And gorgeous the 918 most certainly is, its Carrera GT undertones and almost Ferrari like sleekness had me 16

D R I V E MA G A Z IN E

sold almost immediately. The 918 also has some 917 inspirations it seems.

Okay, the performance stats are impressive if I’m honest, 0-100 km/h in just under 3.2 seconds, top speed of 320 km/h, all with a claimed fuel economy of 3L/100km. I’m not sure how true that fuel economy is, even considering the hybrid system, there is still a development of Porsche’s 3.4L high-revving V8 churning out over 500 horses positioned midship, surely that’s going to drink more fuel than 3L/100km. It spins all the M ARCH 2010

News GT3 R Hybrid the regenerative braking system can also be deployed in F1 style as a power boost, a push-to-pass button feeds in additional electrical power (E-Boost) when overtaking or for even better performance.

The 918 Spyder has four powertrain configuration modes; E-Drive is pure electric mode but really that’ll take you not much further than your driveway, Hybrid mode obviously uses both electrics and combustion and then two additional sporty hybrid modes, Sport Hybrid and Race Hybrid. The primary difference between normal and the sporty hybrid modes being driving dynamics, more power for instance is channeled to the rear wheels in Sport and Race Hybrid way up to 9,200rpm for crying out loud,

mode. The push-to-pass button is avail-

that will consume a lot of fuel no mat-

able in Race Hybrid as well.

ter which way you look at it. The electrical aspect of the powertrain is actually

The construction of the 918 Spyder is

fairly standard stuff, an electrical motor

fairly advanced as well, the modular

sits on each axle producing a combined

body is made from carbon-fiber-rein-

power output of 160kW/218hp. Getting

forced plastic (CFP) with what Porsche

energy into the batteries is possible in

calls “liberal use of magnesium and alu-

a few ways, the 918 Spyder is a plug-

minum” reducing weight to below 1,490

in as well as coming equipped with a

kg. All I know is that it looks very attrac-

KERS system of sorts. A regenerative

tive, now all they have to do is chuck

braking system can convert kinetic en-

the electrical malarkey, and then build

ergy and channel it into the batteries.

it.

Just as in the recently revealed Porsche M AR C H 2 0 1 0

DRIVE M AGAZINE

17

N e ws

D

rive may be starting to sound like a broken record with this story, for two reasons actually. Firstly, this is yet another story about a car introduced at the Geneva Motor Show, and secondly this news piece is about another brilliant Porsche, okay we don’t know that yet but what are the odds of it not being awesome? This announcement after all is hot on the heels of our editor going on the launch of the Panamera and absolutely loving it. The Porsche Turbo S is set to be the fastest 911 of the range so can you really blame us for 18

D R I V E MA G A Z IN E

getting excited?

The current Turbo with it’s flat-six boxer engine produces 500hp/368kW, but the engineers in Stuttgart felt it necessary to plow an additional thirty horses in there for the Turbo S. It’s still roughly the same 3.8L twin turbo motor, just better. So the Porsche Turbo S will produce 530hp/390kW, torque too is very meaty at it’s peak, with 700Nm. Apparently fuel economy remains the same despite the power boost but in this secM ARCH 2010

News their awesome Quattro system through rallying and now everyone has to have a vague name for all-wheel drive instead of just calling it what it is.

Other features on the Turbo S include Dynamic Engine Mounts and Porsche Torque Vectoring (PTV). Those I think are a bit like Ford’s Revo Knuckles or big piston forks on bikes, I don’t completely comprehend just what it is they do or how they go about doing whatever it is that they do, but what I do know is that I want some of them. And besides, when 0-100km/h is dealt with in 3.3 seconds you’ve got to believe that all that vectored torque is doing something right. The Turbo S is also a comfortable member of the 300km/h club, top speed is 315km/h. Being a range tor is that actually relevant?

topper the Turbo S will come equipped

Naturally the Turbo S comes equipped

with

with Porsche’s double clutch gearbox,

Brakes (PCCB), which although very

the seven speed PDK, with steering

impressive, here at Drive we’re not ab-

mounted paddles thankfully. Unfortu-

solutely convinced they’re outright nec-

nately all that power going through the

essary and thus anything more than an

PDK will then be delivered to all the

expensive gimmick.

Porsche

Ceramic

Composite

wheels via the Porsche Traction Management (PTM), instead of just the

The Turbo S will be arriving at inter-

rears. On a side note I blame all the

national dealerships during may 2010,

varying and confusing names for all-

although South Africa does tend to lag

wheel drive from different manufactur-

behind Europe and the States, there’s

ers on Audi, they made a legend out of

always hope though.

M AR C H 2 0 1 0

DRIVE M AGAZINE

19

N e ws

L

ove em or hate em the impact of hybrid technology in the motoring industry is growing continuously, and now even Porsche have fallen victim to the hybrid craze. The Porsche 911 GT3 R Hybrid upon announcement made the hearts of several Drive staffers immediately a little heavier, although when discovering that this isn’t the run-of-the-mill hybrid system, but a performance orientated system developed by Williams Hybrid Power we lightened up somewhat. And yes, that’s the same Williams from F1, so what we potentially have here with the GT3 R Hybrid is a fully fledged F1 KERS adaption.

20

D R I V E MA G A Z IN E

Suspicions surrounding the use of Williams F1 technology in road cars has actually been bubbling for some time now because of William’s peculiar behaviour regarding KERS in F1. After the controversy that KERS caused during the 2009 F1 season, the F1 teams association FOTA banded together and decided to ditch the troublesome system. It was troublesome not because it didn’t work but rather that the disparity between KERS equipped and nonequipped cars created a lot of problems in the racing itself. So everyone M ARCH 2010

News was happy to get rid of

from the flywheel generator for 6-8 sec-

it except Williams re-

ond bursts.

sisted, and they didn’t even use their system

So here’s in very simple terms how it

during the season so

works. When braking, energy which

it was very strange

was previously converted into heat and

that they didn’t want

thus useless will now be utilised. Un-

to abandon it. The

der braking the electric motors reverse

only explanation really

their action on the front axle and be-

was that they wanted

come little generators themselves, this

to

developing

energy they produce is then sent to the

KERS for something

flywheel generator. The driver can then

else, and now we know

tap into this charged up flywheel when-

it was for at least the

ever necessary, the flywheel is electro-

GT3 R Hybrid.

magnetically slowed down to supply it’s

keep

energy back to the electric motors upThe race spec hybrid

front, all very confusing I know.

system in the GT3 R Hybrid replaces the

This part however isn’t confusing, the

‘traditional‘

battery

electrical alchemy up front works in

layout of most hybrids with a flywheel

conjunction with a 353kW/480-bhp four-

generator spinning at 40, 000rpm, in

litre flat-six in the rear, which means

the cabin. Yep, Porsche didn’t feel it

when the 120kW boost is in use the

necessary to put that sort of equipment

GT3 R Hybrid will technically be hang-

in, I don’t know, maybe the engine bay.

ing on to a 473kW monster powertrain.

I’m being too harsh really, there really

That’s roughly 640hp in a stripped out

isn’t any danger from that flywheel and

racing Porsche, that’ll be easy to con-

racing cars are all about compactness

trol then.

and weight distribution so you put your flywheel generator wherever it needs

Following it’s Geneva debut, the GT3

to go. The GT3 R Hybrid has two 60kW

R Hybrid will be given a baptism of fire

electric motors which send their power

test at a 24 Hour race on the Nordsch-

through the front axle, using energy

leife of Nürburgring.

M AR C H 2 0 1 0

DRIVE M AGAZINE

21

N e ws

P

orsche have already sold over 10, 000 of their excellent Panamera so it’s not as if the range is struggling, but they still felt it necessary to revamp it a little. And the revamp comes in the form of a new engine for the ‘entry level’ Panamera, entry level Porsche’s seems a bit of a contradiction in terms but nevertheless that’s how it is. There are actually two new models, but really it’s just the same engine in the rear-wheel drive and the Panamera 4 all-wheel drive.

still there to channel all the power. The Auto Start Stop function remains as well to save fuel of all things, saving fuel in a Porsche rocket, what on Earth for?

The V6 Panamera could turn out to be a really good option, we already know just how good the current Panamera’s are, particularly at their price point.

Now it should be cheaper, sure there’s less power but the motor is significantly lighter than the V8 in the Panamera S

A 3.6L V6 producing 300hp/221kW will

and 4S to compensate somewhat. With

power the new Panamera, this direct

the driving dynamics retained and the

injection motor is one already used

new look wheels really rounding off the

for several VAG vehicles including the

styling well, all I can say is that I want

next Cayenne. Of course the PDK is

one.

22

D R I V E MA G A Z IN E

M ARCH 2010

News

T

he takeover deal between Spyker and SAAB has officially gone through. Spyker Cars N.V. will be the overarching parent company with SAAB and Spyker forming separate and independent arms. The finalisation of the deal means that SAAB and importantly for SAAB it’s Swedish workforce are safe, for now.

ed - Saab’s future is now secure.” He continued: “From today we will be concentrating all of our efforts into reviving Saab and transforming it into a sustainable and profitable company with the confidence to be bold. We will reinforce the

emotional

experience

between

Saab drivers and their cars and we will focus on Saab’s historical strengths in the fields of independent thinking, air-

Transfer of ownership has now taken

craft heritage, ecological performance

place in black and white and SAAB it-

and motorsport.”

self has exited liquidation, which means management are back in control and

Now all of that sounds good but it’s not

not their creditors. The transfer of SAAB

as if Spyker are a global super pow-

Automobile from General Motors to the

er in the motoring industry so will they

Amsterdam listed Spyker took place on

actually be able to turn SAAB around.

the 23rd of February.

The oft delayed 9-5 platform will now be launched later in the year though

SAAB’s new boss, Spyker CEO Victor

which should be an important cog in

Muller had this to say: “We are delight-

any SAAB turnaround.

M AR C H 2 0 1 0

DRIVE M AGAZINE

23

N e ws

T

he first time VW introduced a performance Polo was 1986, it was a little supercharged pocket rocket, and now all these years on not much has changed it seems. The new Polo GTI will still be supercharged, with a turbo 24

D R I V E MA G A Z IN E

crammed in there too of course.

The new Polo’s beating heart is a development of VW’s acclaimed 1.4L TSI engine, this twin charged motor uses it’s supercharger to force in all the extra air it needs up to 3,000rpm, at which M ARCH 2010

News delivered over a wide and accessible band because of the twin charging and the Polo GTI will surely be no different. The Polo GTI has a 1,184 kg kerbweight, which normally I’d say is a bit on the portly side but nowadays with all the modern comfort and safety features required is fairly standard.

The standard gearbox for the Polo GTI is VAG’s seven speed double clutch flappy paddle unit with steering wheel mounted shifters. Other features include the truly excellent XDS diff nicked from the Polo GTI’s big brother- the Golf VI GTI. The XDS forms part of the traction control system and is essentially an electronic limited slip diff that provides cross axle traction control.

The Polo GTI has stiffer springs than the standard Polo and the ride height has been dropped 15mm too. And we all know a lower riding car looks better, but to further separate the looks of the GTI from the Polo pack VW has fitted point the turbo begins to blow and take over the supercharger’s duties from 3,000 onwards. The end result is 178hp/131kW at 6200rpm and 250Nm of torque at 2,000rpm. Of course what has made that motor so successful is

the GTI rims from the Golf. Other subtle styling changes will be present too but beyond the red GTI stripes there isn’t much to really tell the GTI apart. That’s how VW GTI’s are though and it seems to work so no problem there then.

that the impressive power figures are M AR C H 2 0 1 0

DRIVE M AGAZINE

25

N e ws

N

aturally in addition to the supercar brigade, more mainstream manufacturers are also throwing their weight wholeheartedly behind hybrid solutions at Geneva this year. Including BMW, who had this 5-series ActiveHybrid concept on their show floor for showgoers to mull over.

Basically, this Five is built around the award-winning twin-turbo 3.0litre straight-six, now with a small electric motor complementing the shove for 10 percent more kms per litre of juice. Shuffling cogs is courtesy of an 8-speed automatic ‘box.

Hardly earth-shattering stuff then, but there you go. BMW loves electricity too.

26

D R I V E MA G A Z IN E

W

hile all the manufacturers (including, sadly, this one), fluttered around at Geneva showing off hybrid or zero-emissions future product that will apparently save the world, even though it doesn’t need saving, the hardcore among us can take some consolation from knowing that behind closed doors, Porsche is readying its new GT2 RS to do some global tarmac-tearing.

Now, one thing the 993 GT2, the original Widow Maker, did not really lack was a stripped-out, specialised and hardcore RS version. That’s because that is exactly what your “average” 993 GT2 was.

M ARCH 2010

News for instance.

We suspect these digital nannies will remain in the RS version, you can’t have customers of really expensive cars wiping themselves out willy-nilly as they try and explore the stratospheric limits of the engineering after all, but development of this extreme model has moved back to where it started, the internal Porsche motorsport department, whereas both 996 and 997 GT2s have been created in the road-car workshop alongside far more mundane 911s. So, expect some pretty devastating results.

A pure homologation special, this model was a racecar pure and simple, that

It’ll be as obsessively weight-conscious

Porsche happened to build and sell for

as the extravagant GT3 RS launched

road use as well, to make the vehicle

just a couple of months ago, and like-

legal in races around the world.

ly as demonstrative as well with lightweight centre-locking wheels and a

But as each successive generation

skyscraper of a rear wing. It’ll also po-

came and went, the GT2 became a lit-

tentially pack in the region of 600 hp

tle, well, soft. Sure it still had a heav-

into its rear engine bay, driving the rear

ily boosted twin-turbo flat-six which

wheels only of course, and ought to still

outgunned the flagship Turbo range,

have a manual ‘box over PDK.

and remained faithful to the RWD-only ethos, but this latest 997 GT2 in-

So it may be an admission that the GT2

cluded all sorts of things that the 993

lost its way a bit, but you can be certain

would have nicked from it and pawned

Porsche will, having decided this, do

for some more unleaded in its tanks.

everything possible and a little more to

Things like traction control, and ABS,

redress the issue with the RS.

M AR C H 2 0 1 0

DRIVE M AGAZINE

27

N e ws

M

ere months after announcing that it was dropping the open metal gate of its famous manual transmissions, and in fact the manual transmissions themselves, the Geneva motor show saw Ferrari strike another blow right to the heart of its hardcore fan base by joining the herd as it stampedes towards an all-electric future

built entirely on, ahem, hot air.

So, we now have Lotus, Porsche, Mercedes/AMG, and Audi all confirmed to be close to producing supercars which run on Volts rather than kilowatts. Interestingly, Ferrari is the first (and so far, only) Italian brand to have joined this mad rush. Well, considering the electrical reputations of old Alfas, we know

28

D R I V E MA G A Z IN E

M ARCH 2010

News Anyway, the 599 GTB Fiorano HV-KERS Concept isn’t a production car just yet, but the Geneva demonstrator wasn’t far off by all reports. It’s also one of the most basic implementations of electric propulsion we’ve seen from the big names – the big V12 is unchanged but there’s now an electric motor strapped on which recaptures kinetic energy from braking or simply coasting along and uses its huge torque to help the motor out on standing starts. The result being a 35% cut in emissions to satisfy the draconian limits now being put in place in various developed markets.

Sure the company has developed this car to remain in-line with the “ultimate sportscar” brand message, with a centre of gravity lower than the regular 599 and a new type of F1-derived electric system which helps optimise the distribution of that weight for supposedly sujust how well Italian motors and electricity go together don’t we? Yes I’m sure it will come given the Audi linkup, but I must say Lamborghini being the only supercar maker not to look to nuclear fission, or in our case, the burning of huge amounts of dirty smelly coal, as their future “fuel”, may have just usurped the Prancing Horse slot in my personal list of favourite supercars.

M AR C H 2 0 1 0

perb dynamics, but it is still very much a hybrid.

Further boosting the eco-friendly message, the company also showed off a California equipped with Stop-Start technology which kills the engine instead of idling it at traffic lights, as already fitted and on sale in the Porsche Panamera and various other large-caDRIVE M AGAZINE

29

N e ws as though the famous GTO

nomenclature,

last seen on the gorgeous 288 GTO which effectively formed the platform for the penultimate road racer the F40 and, therefore, the father of the entire Fseries lineup, might be making a comeback.

And it’ll arrive sooner pacity performance cars.

than the hybrid.

Technically, as the world appears hell-

That’s because this time they’ve gone

bent on believing all of this tomfool-

the other way, and developed the car

ery, supercar manufacturers like Fer-

on which it’s based, the track-only 599

rari have no choice but to implement

FXX, first. Essentially the GTO will be

this type of technology to still be able

a 599 FXX which is also road-legal,

to sell new cars in their largest global

so packed with all the latest and most

markets. So if it’s a choice between the

hardcore technologies the firms not-

famous brand dying out and adapting,

inconsiderate engineering prowess is

we suppose this is better. Look closely,

able to throw at it. More power, fast-

and you’ll note this somewhat noncom-

er shifting, obsessive aero work, and,

mittal display certainly seems to lack a

naturally, jaw-dropping visual aggres-

lot of the traditional Ferrari passion and

sion will undoubtedly be the order of

fire, a subtle statement you really have

the day.

to appreciate. It seems even Maranello might be doing the “green” thing, but

It’s going to be a great year for the su-

like us, they don’t necessarily have to

percar as manufacturers line up what

like it...

could well be the final hurrah of the purely petrol-powered examples of this

As final evidence of this, it appears 30

D R I V E MA G A Z IN E

rare breed of dream car.

M ARCH 2010

News

A

s all and sundry trip and

Performance, naturally, will be noth-

fall over themselves to

ing short of scintillating, if anything

go electric, Lamborghi-

matched only by the glorious scream-

ni has stuck to it’s guns

ing of that epic V10 delivering it’s best.

and unveiled this at the

Visually, a massive front air scoop a la

Geneva show, the Gallardo LP570-4

Reventon and significant rear diffuser

Superleggera.

are the biggest tells, and will likely also improve the car’s aero performance for

Same 5.2-litre V10, now churning out

further fuel-consumption savings!

a bit more power (561hp, 38 up on the previous model), but more importantly

Like you buy a Gallardo because you’re

to its eco aspirations, weighing very

concerned about the planet-killing lies

nearly 100kg less! That makes this

doing the rounds...

four-wheel-drive, V10-engined “baby” supercar lighter than a Boxster! Appar-

By the way, Lamborghini, have we told

ently, most of this weight comes from

you lately how much we adore your

the fitment of new, lightweight wheels.

Raging Bull brand here at Drive?

M AR C H 2 0 1 0

DRIVE M AGAZINE

31

Porsche Panamera

P

orsche and 911 are, absolutely, synonymous in the automotive world. The famous model nomenclature, in turn, globally recognised as the epitome of sports coupes. It’s a rich, hard-won heritage eked from engineering nous so exceptional that even a car built on a platform which is basically “wrong” can be so damn right.

D r ive Fe a t ure Yet, does this one towering success re-

The introduction of the Boxster was

ally limit the brand forevermore to build-

kicked against, but ultimately not too

ing only the 911? For many years, it

bad. It was, after all, a two-seat sports

seemed even Porsche agreed with this

car still, just one with a different layout.

“Yet, does this one towering success really limit the brand forevermore to building only the 911?” narrow-minded thinking. Oh they tried

Then there was the Cayenne, and how

to vary the recipe now and again, but it

the Porsche purists (myself included)

always came back to the 911. Well, up

bemoaned that one! A four-door multi-

until the last couple of decades.

seat off-roading Porsche? They’d never accept it.

34

D R I V E MA GA Z IN E

M ARCH 2010

D r i v e F ea tur e And yet, these two models and particu-

four-door Porsche limo? And why make

larly the Cayenne, turned out to be eas-

it so damn ugly to boot?” The answer

ily the best thing Porsche as a compa-

is really inescapably simple though.

ny could have done. Being priced lower

The company has sold 10 000 of these

and targeted at a far more “mainstream”

things within 4 months of launch. That’s

market, Boxsters and Cayennes sailed

way more than they’ve moved 911s...

off showroom floors and catapulted Porsche to the very highest rung of car

But for argument’s sake, let’s retain

manufacturer profitability. Love them or

our purist stance. “Hell with the bottom

hate them, they brought the brand to

line, the company has lost its heritage,”

more customers across the globe than

we’ll retort with. All right, now let’s talk

ever before, and can only be regarded

about that a bit, because I’ve just been

as rip-roaring successes.

driving the three Panamera models for hundreds of kays of the Western Cape,

Now there’s the Panamera, and once

and as a result this line of argument is

again I joined in the chorus of “Why a

pretty clear to me now.

MA R C H 2 0 1 0

DRIVE M AGAZINE

35

D r ive Fe a t ure Let’s start right up front with the looks.

All three models have wings which rise

It definitely still has some seriously

gracefully into the airstream before

shocking angles. But, it also has some

crossing the 100km/h mark, but only

pretty appealing ones as well. Basi-

the Turbos then proceeds to split in half,

cally, from the front it looks quite a bit

power these halves up and outwards

like a Corvette, which is no bad thing, and from the rear, at drivers’-eye level at least, it looks a lot like a 911, which is great. Any other angle is pretty bad though, but it’s a real grower and as you spend time with the car you’ll find yourself disliking it less and less.

All three models look more or less the same. The Turbo on our flying fleet has yellow callipers indicating PCCB is fitted (Porsche Carbon-Ceramic brakes), and its quad pipes are square-edged rather than subtly ovoid like the others. You’re likely to be able to specify

and then raise another section of wing

these, and the bigger wheels, on your

into this vacated space for a more ag-

“average” S or 4S though, so the one

gressive, wider spoiler area. It’s a vir-

unmistakable identifier is a sensation-

tuouso performance, and a pleasure to

“It’s a virtuouso performance, and a pleasure to watch happening at speed, like some kind of ultra-rare high-velocity butterfly unfolding.” ally elegant rear wing, and only those

watch happening at speed, like some

still with the Panamera Turbo at high

kind of ultra-rare high-velocity butterfly

speeds (180km/h+) will really notice

unfolding.

the difference.

36

D R I V E MA GA Z IN E

M ARCH 2010

D r i v e F ea tur e There’s more commonality within. All

with, operated by banks of buttons sur-

feature the seven-speed Porsche PDK

rounding the gear lever on either side.

dual-clutch transmission system, actu-

Active suspension settings, electronic

ated by those weird little buttons on the

assistance systems, manual control of

thumb-scallops of the wheel. Push ei-

that wing, Sport and Sport Plus pre-

ther of them in, towards the classically-Porsche instrument cluster, for upshifts, and pull them towards yourself with your index finger, for down. It is silly, and takes a while to get used to, but nevertheless accesses a superbly capable transmission which has all the bases covered.

There’s also superb build-quality, evident in every millimetre of trim and tangible in every hard, shiny surface.

It feels great, just sitting inside one.

And there’s a vast array of toys to play MA R C H 2 0 1 0

DRIVE M AGAZINE

37

D r ive Fe a t ure

sets. But you’re probably best off leav-

in the Turbo, that blown V8. The pow-

ing Sport Plus alone for the smoothest

er is relentless, and seems to make a

surfaces.

mockery of the nearly 2 tons of weight, driving all four wheels to just rocket

You do have to at least be in Sport

the limo off the line. Four seconds all

though, because otherwise the crazy

day long is just an incredible achieve-

‘box pulls off in second. Not that it’s re-

ment, nothing supposedly in this class

ally slow like this, you’ll still crush little

actually comes close. Maybe the AM

things like M3s thanks to the prodigious,

Rapide will, but it’s unlikely. The Pan-

friendly, and extremely flexible muscle

amera Turbo is a superstar sprinter, all

of the twin-turbo 4.8-litre V8 engine.

stocky, bulging muscle on a solid, bulky

On Overboost this monster develops

frame.

770Nm! Or “just” 700 without this temporary function. And there’s 368kW of

Despite not having all that firepower,

power there too, delivered in the most

the nat-asp version of this V8 in the S

wonderfully silken way, with a suitable

and 4S models is hardly lazy. There may

but distant V8 burble supporting this

only be 294kW, that’s still enough for

showstopping act.

0-100 in just about 5-and-a-half. And it sounds better, stripped of the plumbing

It really is a commanding performance 38

D R I V E MA GA Z IN E

of the twin-turbos you can hear more of M ARCH 2010

D r i v e F ea tur e the V8, and let it spin higher too. It’s a

inadequate.

really pure, lovable powerplant in this guise.

Then there’s the regular old S. It’s the cheapest of the Panameras, available

And you aren’t quite as focussed on the

at launch for less than R1-m! It’s also

next braking point either, as you are in

the one which has sold the poorest ap-

the Turbo. Both 4WD models seem to

parently, the factory having received

perform miracles with their drivetrain

orders for the most 4S models, with the

hardware, and the grip is just huge, eve-

Turbo close behind, for its initial 10 000

rywhere. You can almost not even feel

units. But it’s the best.

the extra weight of the layout, turn-in is precise, the feel is great, and there’s

It takes the best bits of the other mod-

an invincible feeling of a platform which

els, great build, exemplary interior,

can almost ignore physical limitations.

charismatic V8, supple suspension,

But the Turbo is the only one of the pair

PDK gearbox, and adds in a fraction of

that feels even close to pushing the

lightness and crystal-clear steering un-

capabilities of this incredible platform.

filtered by drive hardware and forces to

The 4S can make 300kW seem, well,

the front rubber which make the Pan-

MA R C H 2 0 1 0

DRIVE M AGAZINE

39

“The Panamera Turbo is a superstar sprinter, all stocky, bulging muscle on a solid, bulky frame.�

D r ive Fe a t ure amera a sensationally engaging drive.

continue to appreciate the S the most,

More than a car this size really has any

but 4S and Turbo are in their own ways

right to be.

utterly sublime too. Despite being apparently bulky these machines aren’t

The raw, purist heart of Porsche the

daunted by tight mountain passes, and

brand is right beneath your fingertips

there’s plenty of power available to be

every moment in the S. Somehow, with

sure you’re never stuck behind slower-

a completely different mechanical lay-

moving traffic for very long if you don’t

out even the balance of the car seems,

want to be. Every corner is a challenge

impossibly, very much pure 911. There’s

of nerve, skill, and talented engineer-

a fraction more precision to the wheel

ing, while on the flat we see 274 on

now, clear communication from the alert

the speedo in an S, 282 in a Turbo, so

and biddable rear, more urgency in the

don’t ever let anyone tell you “but you

higher-revving screech of the nat-asp

can never use all that potential!”

motor. It is, first and foremost, a superb

In fact, despite huge amounts of space

driver’s sports saloon, rather than a nu-

at the back and armchair comfort, the

clear reactor-powered limo.

back seats of this car are definitely not the best in the house. When driven as it

The 400km launch route just melts

enjoys being driven, the Panamera is a

away beneath rapidly-rotating tyres. I

car best relished from the drivers’ seat.

“The raw, purist heart of Porsche the brand is right beneath your fingertips every moment in the S.” 42

D R I V E MA GA Z IN E

M ARCH 2010

D r i v e F ea tur e Passengers are subjected to the violence of a ride in a pure-blooded sportscar, without the warning or, indeed, less comfortable but effective support of sporty buckets. The Turbo in particular, delivers epic levels of violence when being unleashed and I can reliably inform you that in the rear it feels

punch of the Turbo might be worth the

“in the rear it feels as extra R600K to the G-Force addict, but the S at R1-million, or though you’re being flung the 4S at just R25K more, actuabout by the combination ally have to be considered unbelievable value too! And that’s of a gale and an not something you can often earthquake at once.” say of any car weighing-in with a million-buck pricetag. as though you’re being flung about by the combination of a gale and an earth-

And after you’ve experienced this richly

quake at once.

satisfying glow, well, even a full-on side profile really isn’t that ugly anymore.

It’s a blend, a target market, in fact un-

Once you know what the car is.

catered for until now. The drivers’ limo.

It just doesn’t seem quite right.

Another achievement. But still a slightly barmy one. Just like the Germans that

Yet it’s selling like hotcakes, while the

birthed it.

good news for the purists, is that it remains completely faithful to the brand

Russell Bennett

at the same time. The devastating MA R C H 2 0 1 0

DRIVE M AGAZINE

43

Citroen C3

C

itroen entertained the press at the launch of the new C3 in Cape Town.

Being a bit of a Citroen fan, I happily went along when our editor decided I was to be our “French Connection�. This is a pretty significant launch. In common with the C5 launch in January, Citroen are not just launching the car, they are re-launching the brand.

D r ive Fe a t ure

“This new C3 has been completely restyled to give it a more masculine feel.”

Citroen in South Africa until this year

Citroen has finally accepted the fact that

was imported and distributed by a third

they are French and have stopped try-

party company. That earned the brand

ing to emulate other European competi-

a reputation for high price spares and

tors. I like that, I’ve always appreciated

less than ideal service. Citroen France

the quirkiness of some older models.

has now put its hand on the tiller and

One thing that is a little disappointing

now you will be buying a car from Cit-

is that Citroen has some of the most

roen, it will be maintained by Citroen

advanced technology in the world and

and Citroen will carry the warranty. All

then doesn’t use it. Why is it that we

of this should restore customer confi-

only get Hydropneumatic suspension

dence and help to restore resale val-

on the high-end models? That said,

ues.

even on conventional suspension, the

46

D R I V E MA GA Z IN E

M ARCH 2010

D r i v e F ea tur e C3 rides extremely well.

This new C3 has been completely restyled to give it a more masculine feel.

The outgoing model was a bit girly and Citroen realised that it was alienating a large segment of the buying public.

Prices start at around R159 000 for the base model but even at the lower end of the range; buyers get a reasonably well-equipped car. Electric front windows and air conditioning are standard as are safety features like emergency brake assist.

There are four models in the C3 range.

The 1.4 Attraction base model offers a 14.l engine developing 54kW and entrylevel standard equipment. The 1.4 VTi Attraction+ has a more powerful 70kW engine and adds a few more luxury items. Most notably you get automatic ital

dig-

air-condi-

tioning and alloy wheels. The 1.4 VTi

Seduction

has the same engine but equipment levels are MA R C H 2 0 1 0

DRIVE M AGAZINE

47

D r ive Fe a t ure even better and you get the cars big

control, the Alcantara seat coverings

talking point, the Zenith windscreen.

and the aluminium steering wheel in-

The 1.6VTi Exclusive is fitted with an

serts all help to cosset the occupants

88kW engine and as many gadgets and

in luxury.

conveniences as you could wish for.

The new C3 is less quirky than some By the time you get to the range top-

older model Citroens but you can tell

per, it really is well equipped. You get

someone was really thinking when they

cruise control, auto dimming mirror,

designed the car. The glove compart-

auto headlights and wipers. You even

ment is recessed into the dash so that

get iPod connect as standard, an op-

if there is a tall rear seat passenger the

tional extra on so many cars. You get

front seat passenger can pull the seat

Bluetooth as well and not just straight-

forward without banging their knees

forward phone pairing either. The C3’s

against the dash. A small thing I know

Bluetooth will even play any music that

but it’s the attention to detail that puts

you have stored on your Smartphone.

the overall package a cut above the

The interior ambience has the feel of

rest. It does have a Tardis-like qual-

a bigger, more expensive car. Climate

ity, for those of you that are not Doctor

48

D R I V E MA GA Z IN E

M ARCH 2010

D r i v e F ea tur e

“Apart from the styling, the big selling point of the new model is the panoramic Zenith windscreen,...�

Who Fans; the Tardis is a structure that

space and then there is the panoramic

is actually bigger on the inside than the

view. The top section is tinted to protect

outside.

your delicate skin from the sun. And if you still feel that the suns rays are too

Apart from the styling, the big selling

much, there is a blind that pulls across

point of the new model is the pano-

which makes it look like a conventional

ramic Zenith windscreen, standard on

windscreen from the inside.

the Seduction and Exclusive models.

The windscreen effectively goes over

The back seats are slightly higher than

the top of your head and ends about a

the front seats which helps rear seat

third of the way into the roofline. It real-

passengers to get a good view out front.

ly does give you an amazing feeling of

It eliminates that feeling of being buried

MA R C H 2 0 1 0

DRIVE M AGAZINE

49

D r ive Fe a t ure

in the back with the Zenith windscreen,

to take us over some of the roughest

the view from the back is excellent. Not

roads the Western Cape has to offer.

only that, the light and airy feeling of

The trip successfully demonstrated

openness gives the impression of be-

that even without Hydropnumatic sus-

ing in a bigger car.

pension they can still make a car that

“The C3 does a lot to distinguish itself from the competition and being a small French car, it has a chicness that the Japanese can only dream of.�

We drove the C3 on a variety of roads in

rides better than the competition. And if

and around Cape Town and full marks

you think that they have just made the

to Citroen for having the confidence

suspension really soft, think again. Our

50

D R I V E MA GA Z IN E

M ARCH 2010

D r i v e F ea tur e test route included several twisty sec-

gesting which gear you should be in.

tions of road, some with hairpin bends.

Supposedly this little device will save

The little C3 handled the corners with

you fuel and for those of that persua-

aplomb without excessive body roll or

sion, save the planet too. A handy lit-

tyre noise. The only criticism is that the

tle gadget but some times it does take

steering feels a bit “Playstation�. The

economy too seriously, suggesting 5th

car goes where you point it but there

gear on a fairly steep incline.

is absolutely no feel through the wheel.

This trait is becoming more common in small cars with electric power steering.

We started out in a 1.6 VTi for the first half of the route and then changed to a 1.4VTi for the second half. The 1.6 as mentioned earlier is well equipped

and

has

a luxurious ambiance. Performance

The C3 does a lot to distinguish itself

wise though, the smaller 1400 engine

from the competition and being a small

punched above its weight. The differ-

French car, it has a chicness that the

ence in driving experience between the

Japanese can only dream of. It may not

2 engines was small enough to be in-

be the cheapest in class but even in

significant.

base spec it has equipment that would only be available on other manufactur-

The gear efficiency indicator is a little

ers options lists.

display that has an arrow pointing in the direction that it thinks you should

Steve Allison

be changing gear and a number sugMA R C H 2 0 1 0

DRIVE M AGAZINE

51

BMW S1000RR

P

erhaps the worst kept secret in motorcycling history, the BMW S1000RR has finally been officially launched in South Africa. BMW has been talking about their entrance into the superbike market for a couple of years now and then to entice us further entered the bike in the World Superbike series last year. I spoke to Troy Corser about the bike when they were here December before last. He said that when the road bike was launched it would be for similar money as the Japanese bikes. I was, I have to say, a little bit sceptical about that statement but sure enough you can now go and buy a new S1000RR for a mere R160 000.

D r ive Fe a t ure

Of course you are going to want all of the fancy electronics so you’ll have to shell out an extra 20 grand but still you are getting technology like no other 2-wheeled machine. Even at R180 000 it is will still put a far smaller dent in your wallet than any of the European competitors.

This is no soft, half hearted attempt at a sports bike. No, this bike breaks with BMW tradition, it is the real deal driven by, shock horror, a chain. There is a menu of 3 options available. You can choose from Race ABS, Dynamic Traction Control and Gearshift Assist or as 54

D R I V E MA GA Z IN E

M ARCH 2010

D r i v e F ea tur e we would call it, a quick shifter. Should

The bike is fitted with a mode switch,

you choose DTC that automatically in-

one that actually works. There are four

cludes Race ABS.

modes to choose from. Rain mode is self-explanatory and reduces the power

Even without the options this is a pret-

output as well as dulling the throttle re-

ty well specced bike. It has top quality

spose. Should you have DTC, the trac-

Sachs suspension with all of the usu-

tion control cuts in at a fairly shallow

al adjustments including high and low

lean angle. Sport mode gives you all

speed damping on the rear. The brakes

the power and sharpens up the throt-

are from Brembo and are of the Mono-

tle response. DTC allows you a greater

block variety. There is a clever exhaust

lean angle before it gets involved. Race

valve that changes the system between

mode turns the bike into a full house

4 into 2 and 4 into 1 depending how

track toy with even sharper throttle re-

you are riding and another valve to in-

sponse, even less interference from

crease noise at higher revs. There are

DTC and the ABS will allow you to get

variable length inlet tracts and a light-

right up against the limits of adhesion.

weight aluminium tank.

Slick mode is, well for riders using

MA R C H 2 0 1 0

DRIVE M AGAZINE

55

D r ive Fe a t ure slick tyres with the absolute minimum

I could go on and on about the amazing

of electronic interference. And then of

technical details but what you want to

course you can turn all rider aids off if you’re brave enough or just a die hard traditionalist.

All very impressive ly

particularconsidering

that even with all the electronic gadgetry the bike weighs in at

183Kg.

But

the real talking point is the power. BMW claims a class

know is what is it like to ride. In a word,

leading 193 BHP (142kW) but one of

spectacular. BMW held the launch at

the U.K. magazines tested it on a dyno

the Zwartkops raceway and gave each

“The traction control will allow you to lean the bike much further over before feeling the need to intervene. and they reckon that it makes closer

journo their own bike for the afternoon.

to 200Hp (147kW) and that’s a first,

I was having so much fun that I man-

a manufacturer that actually under-

aged to get through a tank of fuel. All

states the power output. It is rumoured

of the bikes on the launch were the top

that BMW thought that the do-gooders

spec and BMW believes that that is

would be up in arms if it was launched

what most customers will order.

as a 200 HP road bike...

We started off in Rain mode and I was

56

D R I V E MA GA Z IN E

M ARCH 2010

D r i v e F ea tur e already impressed. Being a light bike

I was bored with that quite quickly and

and delivering 150 HP, the bike feels

anyway I wanted to get a feel of the

as good if not better than a Supersport

power available.

600. The clever traction control senses the lean angle of the bike and it does

Sport mode is the one that makes most

cut in at a fairly shallow lean to protect

sense for road riding. Even a “C” group

you from yourself in wet conditions. It’s

track day rider will be quite at home. It

a bit like riding a fast middleweight with

gives you all the power but delivers it in

your mother in law on the back. It will let

a user friendly way. The bike is eye wa-

you go in a straight line but complains if

teringly fast without trying to throw you

you go too fast around corners. Need-

off the back if you’re a bit ham fisted

less to say, in the bone-dry conditions

with the throttle. The traction control will

MA R C H 2 0 1 0

DRIVE M AGAZINE

57

D r ive Fe a t ure allow you to lean

track fitted with

the bike much

slick tyres. It

further over be-

apparently al-

fore feeling the

lows the bike a

need

inter-

lot more free-

Unless

dom to slide

vene.

to

you are dragging

around

your knee on the

is

ground you prob-

want on slicks.

ably won’t even

Our bikes were

know that DTC

fitted with road

is even there but

tyres

which

what

so

you

we

with the comfort that it will get you out

didn’t get to try it out. You have to insert

of trouble when you get it wrong.

a plug before the bike will allow you to use slick mode. Not that it invalidates

Race mode is the one you want for riding a fast track session. You don’t get any more power but the throttle response becomes a bit more urgent and the DTC will allow you to run your knee along the tarmac without interfering but you still have the comfort of know it’s there should things get too lively.

At one stage powering on to the main straight, I felt the rear wheel slide but then like a guardian angel, DTC sorted everything out. It does allow a bit of a slide and then it says, “That was fun, now I’ll catch you before you end up upside down in the grass.”

Slick mode does what it says on the tin, it is designed for using the bike on 58

D R I V E MA GA Z IN E

M ARCH 2010

D r i v e F ea tur e warranty or anything like that, it’s just

is perfect for going fast. It fits my tall

to prevent you selecting the mode in-

frame comfortably and I was able to get

advertently on the road. Of course, as

off the side of the bike with ease and

“The bike handles like a truly well sorted superbike.” one of the journalists commented, this

without ever feeling cramped.

is South Africa so most breakfast run riders will have the plug in all the time.

The Race ABS is there when you need it but even with the rear end fishtailing

The bike handles like a truly well sort-

on the brakes into the hairpin it didn’t

ed superbike. Even on the factory set-

overreact. In fact I didn’t even notice

ting and with my weight on board, the

it was there at all. Riding on the roads

suspension was able to cope with fairly

of South Africa, ABS is always a bonus

hard track riding. The riding position

even better knowing that it will allow you as much fun as you want on the track. That’s the beauty of the electronics on the 1000RR. You have a warm feeling knowing that you are being looked after but without spoiling the fun.

All in all the S1000RR is a very impressive machine and totally unlike any BMW that has gone before. If you are in the market for a litre class sports bike, you will be doing yourself a huge disservice if you don’t ride one before making your decision.

Steve Allison MA R C H 2 0 1 0

DRIVE M AGAZINE

59

D r ive Fe a t ure

Emissions tax

The IPCC or Inter-governmental Panel

ll I want is the air that I breathe…

A

to be a perpetrator of fraud, ignoring

on Climate Change has been shown scientific facts and publishing results eagerly desired by their governmen-

Motor vehicle emissions

tal masters. One source describes the

tax, eh? Why is that then?

IPCC as ‘controlled by political hacks

What on earth possesses this stupid

who override the scientists with a pre-

government to impose a US-EU tax on

determined agenda’. Calling it science

a country like ours? A tax based on the

is a complete fantasy.

biggest con in history. Are they toadying to the major powers that have im-

Carbon dioxide (CO2) is a natural com-

posed this ridiculous tax on their own

ponent of the atmosphere. It is one

citizens? Or have they just grasped a

of the components of what are called

ready-made opportunity to fleece the

‘greenhouse gases’. Nor is it the larg-

motorist some more?

est component. Of the gases that make up our atmosphere, nitrogen and oxy-

Before we examine this blatant theft of

gen between them comprise 99%. Yes

money based on flawed premises and

that’s right 99%. Ah, then, you will con-

in the most inequitable circumstances

clude, the other 1% is greenhouse gas-

imaginable, let us look at a few facts.

es. No. Most of the other 1% is argon.

Greenhouse gases, which are essen-

60

D R I V E MA GA Z IN E

M ARCH 2010

D r i v e F ea tur e

tial for keeping the earth warm, com-

During daylight they absorb CO2 and

prise only 0.05% of our atmosphere.

emit oxygen. At night they emit CO2,

The components of greenhouse gases

albeit not as much as they absorb dur-

may surprise you. By far the largest —

ing daylight. However, there is a greater

and the one which contributes most

abundance of plant life than animal life.

of the greatest greenhouse effect is

Animals are, of course, great produc-

— water vapour. Surprised? I thought

ers of methane along with rotting veg-

so. It is estimated that mankind only

etation. So, the two demon greenhouse

causes about 1% of atmospheric water

gases are produced, in the main, natu-

vapour. The next abundant at around

rally.

10% each are the demonized carbon dioxide (CO2) and methane. Carbon di-

So the powers that be have singled out

oxide comprises 0.005% of the atmos-

CO2 as the main culprit, though of what

phere as a whole. If we are to get jittery

I’m not quite sure. Global warming?

about such a small component of the

Climate change? These are natural

air that we breathe, let’s analyze how it

events which occur in cycles of rough-

gets into the atmosphere.

ly 500 years. Scientifically it is a great stretch of the imagination to blame a

Animals (including us) absorb oxygen

miniscule portion of the atmosphere,

all the time and emit CO2 all the time.

much of which occurs naturally. They

Trees, flowers, grass, in fact almost all

feign paranoia about natural events for

vegetable growth, use photosynthesis.

what? Well, it’s quite simple. They have

MA R C H 2 0 1 0

DRIVE M AGAZINE

61

D r ive Fe a t ure cial endeavours? A bit less than 5% of the total. Of the human-generated CO2 production, the proportion emitted by all road transport is around 12%. The much vaunted clean power, electricity, chucks double that amount of CO2 into the atmosphere.

Other industrial enterprises contribute over 50% of CO2 emissions.

Not much of a peg to hang your ad valorem tax hat on, Mr Gordhan, is it?

Now let’s look at the proportion CO2

of

global

attributable

to

South Africa. If I tell you that Africa, as a whole, What comes out of here is what the Government mistakenly believes is killing us. only contributes 4% of to have something to impugn to justify

the total world CO2 emis-

outrageous taxes. The annoying thing

sions, you will probably be surprised. If

is that they assume their constituents

I tell you that South Africa is responsi-

are simple and will not see though their

ble for almost half Africa’s emissions,

skulduggery.

you will probably be more surprised.

The RSA accounts for 1.8% of the

And how much of this evil gas is gener-

world man-made CO2 emissions. And

ated by people in their industrial and so-

road transport is responsible for only

62

D R I V E MA GA Z IN E

M ARCH 2010

D r i v e F ea tur e

Because of the Governments refusal to repair the roads you’ll want one of these - but will we be able to afford them?

12% of that — some 0.2% of the global

Europe IV engines? Well, because our

total. So what woolly brained plonker

fuel is not of sufficient quality to use in

came up with a tax on new passenger

Europe V engines. Yes, our illustrious

cars which don’t comply with Europe V

government is imposing a tax on new

emission standards? Not, you will no-

car purchasers who cannot buy compli-

tice, freight vehicles, though this may

ant cars because their government is

come later. At present about half the

not prepared to ensure the availability

CO2 emissions from road transport is

of compliant fuel. Now that is extortion!

attributable to commercial vehicles.

We are going to tax you for not doing something we won’t allow you to do.

It gets worse. Most cars manufactured

Effectively they are penalising new car

in this country are fitted with engines

buyers even though they will be produc-

which only comply with Europe IV

ing less CO2 than those driving older

standards. The industry is quite capa-

cars. Yet they are encouraging those

ble of making and fitting Europe V com-

with older, less compliant, cars to keep

pliant engines. So why do they still fit

them. This is called political logic. If the

MA R C H 2 0 1 0

DRIVE M AGAZINE

63

D r ive Fe a t ure as

we

can

ascertain,

is R75 for every gm/ km over the stipulated 120gm/km. Now, a bit of research into emissions from current new models available in South Africa raises an eyebrow. When trawling the S A industry websites, of those that quoted CO2 emissions, Diesel engines usually have lower emissions than their petrol equivalents.

we only found three models below the 120gm/km tax

objective of the government was hon-

base. These were the Smart

ourable, i.e. really reducing CO2 emis-

and the Daihatsu Charade with 1 litre

sions, they would surely see the folly of

engines and the VW Polo 1.6 diesel.

the premise.

Even the Charade automatic was nine points over. The majority of cars looked

No matter that this is going to hurt man-

at were between 1.6L and 2L, being the

ufacturers and sales outlets as well in

most prolific. But we included a sprin-

this rather tough economic climate. If

kling of larger engines to give some

less new cars are sold, it will prolong

perspective for those in the 4x4 league

the recovery of the motor industry. I am

and the medium luxury bracket. This

sure, though, that fat cat government

revealed that few models will avoid the

ministers will still continue to buy op-

tax. What is the government trying to

ulent gas guzzling luxury cars at pub-

prove here?

lic expense. Which, of course, means that the government will be fleecing the

Let’s translate this into figures. Have a

taxpayer yet again. And it isn’t just one

look at the table to get an idea of the

car, is it? They have a convoy of half a

price increase that some of the current

dozen, with blue lights.

models will attract. Current prices listed are the February 2010 recommended

The additional tax calculation, as far 64

D R I V E MA GA Z IN E

retail to the nearest R1 000.

M ARCH 2010

D r i v e F ea tur e Make

Model

Engine (L)

CO2 gm/km Tax (R)

Feb 2010 Price (R)

Alfa Romeo MiTO

1.4 P

153

2 475

245 000

Daihatsu

Charade

1.0 P

109

0

Not quoted

Mercedes

A180

1.7 P

160

3 000

240 000

A 180

2.0 D

142

1 650

270 000

B 180

1.7 P

167

3 525

282 000

B 180

2.0 D

148

2 100

344 000

C 180

1.8 P

177

4 275

334 000

C 300

3.0 P

220

7 500

440 000

208

1.6 P

169

3 675

250 000

308

1.4 P

145

1 875

157 000

Fortwo

1.0 P

103

0

166 000

Auris

1.6 P

161

3 075

205 000

Corolla

1.6 P

165

3 375

220 000

Corolla

2.0 D

141

1 575

279 000

Fortuner

3.0 D

228

8 100

360 000

Fortuner

4.0 P

315

14 625

380 000

1.6 P

153

2 475

167 000

Polo

1.6 D*

109

0

209 000

Jetta

1.6 P

176

4 200

216 000

Jetta TDi

1.9 D*

135

1 125

255 000

Passat

1.8 P

180

4 500

285 000

Passat

2.0 D*

153

2 475

285 000

Scirocco

1.4 P

154

2 550

282 000

Scirocco

2.0 D*

174

4 050

339 000

Peugeot

Smart

Pulse Toyota

Volkswagen Polo

TSI DSG The VW engines marked with an aster-

tions about how the figure of 120gm/km

isk (*) are quoted on the VW web site as

was chosen as the tax base.

being EU V compliant. This raises quesMA R C H 2 0 1 0

DRIVE M AGAZINE

65

D r ive Fe a t ure That’s about what most of them deserve anyway.

And think how much that would save the taxpayer.

So why is the minister of finance introducing this ridiculous tax? It has been proved that the IPCC predictions are based on lies.

Nobody with an ounce of scientific integrity can realDiesel engines usually have lower emissions than their petrol equivalents.

ly believe that the amount of carbon dioxide produced

What then, is the government’s objec-

by passenger cars in South

tive here? If it wishes to reduce atmos-

Africa can make an iota of difference

pheric pollution, fine and dandy. Then

to the amount of atmospheric CO2.

the taxpayers must insist that all new government

vehi-

cles must comply with

the

dictate

and emit less than 120gm/km of CO2.

Government ministers will be restricted to VW Polo diesels. No blue light convoys. Directors General in the public service would have a choice of a Smart car or a Daihatsu Charade.

Gas guzzling V8’s will attract punitive tax.

66

D R I V E MA GA Z IN E

M ARCH 2010

D r i v e F ea tur e

All of the power and lower emissions. Forced induction may be the answer.

Please, Mr Gordhan, credit us with

we would be more willing to accept the

rather more intelligence than the aver-

tax. If you were to put the proceeds to-

age MP. If you were to allege that this

wards improving our roads so that we

is to help reduce pollution in the air that

didn’t sit with idling engines in traffic

we breathe, we would be much more

jams, we would be much more willing

willing to accept the tax. In that case,

to accept it. But you’re not going to do

though, we would expect you to tax air

any of these things, are you? You and

polluting industries for every ton of filth

your cabinet masters are just going to

they push into the atmosphere. Though

use this flimsy excuse to extort more

I’m not sure what you should do about

money from the motoring public. Prob-

SASOL. They emit a fearful amount of

ably without having the wit to realise

pollution to produce 35% of our fuel.

the damage you are doing to the economy.

If you were to use the proceeds for alternative energy research, Mr Gordhan, MA R C H 2 0 1 0

Bob Allison DRIVE M AGAZINE

67

D r ive Fe a t ure

Biking

S

teve Wicks keeps telling us that he wears short pants because he’s only got short legs, but here’s proof that he does indeed own a pair of long pants, even if they have a DMD logo rather than Levi.

I’m a privileged soul. To avoid the traffic that clogs Gauteng everyday, I use a motorcycle. Not only is it cheaper than a car, it also saves so much time that I have more time to waste more time!

68

D R I V E MA GA Z IN E

M ARCH 2010

D r i v e F ea tur e

MA R C H 2 0 1 0

DRIVE M AGAZINE

69

D r ive Fe a t ure Also, as a motorsport journalist, I often have to get to away events. Obviously it pays to fly to the majority of away events, but for those closer to home, say a distance of under 400km, I rely

coming back from Badplaas in the middle of winter and the panniers eventually lost the unequal struggle with aqua but luckily I’d stuffed everything into plastic bags (you learn these little tricks

“I would be lost without my matching magnetic tank bag.” on two wheels. Not so much because I save time or money, but also because it is a whole lot more fun than driving.

We had a particularly wet and cold winter up on the highveld plateau, but it didn’t deter me. I’m a firm believer in dressing for the occasion and because I have to watch my finances carefully, I tend to buy at the more affordable end of the price range.

When I was in the market for some luggage I settled for a pair of soft panniers from the Oxford First Time Motorcycle Luggage range. Besides the fact that the prices suited my pocket, they looked like they’d suit a wide range of motorcycles, they also carried a 12month guarantee.

So far they’ve done everything that has been asked of them and I haven’t had an issue attaching them to most of the motorcycles I used during the year. I was caught in a torrential downpour 70

D R I V E MA GA Z IN E

after riding bikes for a few years). They do come with waterproof covers, but I’d left them at home. My camera equipment and laptop was in a bag on my back which proved very uncomfortable.

I would be lost without my matching magnetic tank bag. I find it so useful, especially on a long trip where tollbooths are encountered.

Talking of waterproof, I invested in a pair of DMD’s Fantasy riding pants which offer a good deal of rain protection and when used with the waterproof inner, proved surprisingly waterproof around the M ARCH 2010

D r i v e F ea tur e crotch area. Pockets on the thigh also proved useful, especially when arriving at tollbooths.

For the hot summer months I armed myself with a Lookwell airflow jacket to replace the cheap Red Wing version that the straps of my camera bag wore holes in the shoulders after a year of riding.

Another longish trip I undertook was

MA R C H 2 0 1 0

to Ermelo in May and I elected to use a Hyosung GT250R. People laughed when I said I was going on a little 250, but the Korean V-twin really surprised me. A claimed 17 kW coupled to 18.7 Nm of torque resulted in an easy cruising speed of 120 km/h. It has a big bike feel, but the biggest surprise is the low price.

Later on I had Kawasaki’s Ninja 250R for a week during which I used it mainly

DRIVE M AGAZINE

71

D r ive Fe a t ure

as a commuter although I did do a Edenvale to Zwartkops trip. It is smaller and lighter and feels more nimble than the Hyosung. The motor feels more willing and it also delivers slightly more power from its parallel twin although it doesn’t have as much torque as the Hyosung, but it is faster …. and more expensive.

town I found the 840mm seat height a bit much for my stubby stumps.

During the course of the year I also had the joy of sampling Kawasaki’s commuter range; the KLE 650 Versys and the ER-6F Ninja. Both have the bullet proof 649cc parallel twin, but a slight change in specs sees the Versys deliver slightly less power (47kW @ 8 000 rpm) which, coupled to longer gearing, makes the ER6F feel much more lively. I did a trip to Nelspruit on the Versys which I enjoyed, but around

I felt really cool riding the fuel injected Triumph Bonneville and I’m still sur-

72

D R I V E MA GA Z IN E

The ER-6F has more power (53kW @ 8 500rpm) which made it a joy to ride.

The power comes in with a bit of a rush, but is smooth and manageable which makes it ideal for commuting.

M ARCH 2010

D r i v e F ea tur e

prised they are not more popular on our roads. A nice upright riding position is comfortable which, coupled to a torquey motor makes cruising the highways and byways of Gauteng a pleasure. Yup, I liked it a lot.

The most mileage I did on a test bike was aboard Yamaha’s FZ6-R (why do so many bikes have an ‘R’ in their model designation?). This is not the FAZER

as one magazine referred to it as.

With a detuned version of an earlier generation R6 motor, it is well suited to intercity trips. I went to Welkom for a motorsport event and the next day I headed to Polokwane for a Scania bus transport function. It was a pleasure to ride and I arrived at my destinations as fresh as a daisy but toll fees were a killer as they worked out to R298.40 for the round trip. The four cylinder engine was smooth and although Yamaha don’t quote power output for it, I did see an indicated 200km/h on a level road.

My wish for 2010 … that motorcycles are exempted from toll fees. Pretoria to Polokwane is currently R99 which is about the same I spent on fuel!!

Steve Wicks MA R C H 2 0 1 0

DRIVE M AGAZINE

73

D r ive Column

T

he pressure on the con-

appeared in Mr Gordhan’s first budg-

cept of motoring for enjoy-

et speech just a few weeks ago, com-

ment continues to mount,

pletely out of nowhere.

from all sides, and more often than not based on

And all based on the rising prices of

that particular type of fact, the made-

a barrel of Brent Crude, a substance

up one.

which our local refineries have never even so much as sniffed.

Looking just locally for a moment, the cost of motoring in SA is shortly go-

Then there’s the (to me) even more lu-

ing to soar to even more unattainable

dicrous tolling of all of our existing road

heights. There’s the draconian and il-

network in Gauteng. I spotted the signs

legal emissions tax being imposed on

go up on the new Pomona Road onramp

the purchase of new vehicles this year,

(the same, perhaps slightly worse, than

which Bob Allison has this month writ-

the old) to the R21 early in February

ten us a full, in-depth feature on – the

and suddenly it all became very, very

blatant extortionism that it is. There are

real. Frighteningly so.

apparently a whole string of fuel price increases to support the randomly-

Just a little bit of digging had me real-

applied “free money” fuel levy which

ising one thing: there’s been no public

74

D R I VE MA G A Z IN E

M ARCH 2010

D r i v e C ol um n

uproar about this money-cheating sys-

Fourways, or vice versa, you can add

tem because, quite simply, not many

R65 per day to your travelling costs

members of the public who care to

when these things go live. Oh, also add

make this sort of uproar are aware of

an hour to travelling time, therefore de-

it just yet. At least, it’s no more than a

ducting that valuable time either from

fringe awareness, some dreaded future

your allocated work hours (unlikely) or

event to deal with when it happens.

your already sparse private time. ETags will not help congestion, mark my

Well it’s happening, and now that same

words.

concerned public are just too occupied complaining about other huge cons

I was just a lad when the Tolcon-oper-

hitting our economy at the moment,

ated N17 went up, yet I clearly recall

things like the Nersa-approved raping

a clause in the legislation permitting

of electricity consumers by Eskom and

its creation stating that a viable, simi-

the municipalities, and the yawning in-

larly-sized alternative route had to be

equalities before the law of politicians

left in place for them to build and toll a

versus civilians.

new route to a destination, in this case Jo’Burg. Hence the N12. But anyway.

Here are the facts though. If you currently live in Centurion and work in M AR C H 2 0 1 0

So, add that cost to increased fuel pricDRIVE M AGAZINE

75

D r ive Column es, escalated new-car prices thanks to

what was seen on the roads daily at the

emissions taxes which cannot be com-

turn of the last century (yes, as in, from

plied to, exorbitant electricity bills, more

the 1800s to the 1900s)!

stringent SARS practices (if you’re not an ANC politician), increased costs of

So we’re going backwards in terms of

every single other product from basic

development, and are required to pay

foodstuffs up (thanks to the electricity

an enormous premium for this leap. Of

and fuel price increases, which retail-

course, if you don’t buy-in to the whole

ers will simply pass on), and you come

man-made climate change lie, you’ll

up with one very basic truth.

still have to pay more, on fuel and emissions taxes like what we’re being

Motoring, the enabler of one of our most

hit with right now.

basic freedoms, the freedom of movement, is rapidly being stamped into the

Naturally though SA selectively imple-

limited, control form our government

ments European governance trends.

wants it to be. Freedom in chains. Like

Despite the wailing about our “unique

our education system, which today only

culture” and other societies not impos-

teaches propoganda, as to truly edu-

ing their methods to it, little things like

cate a young mind is to free it from the

morality and the like, we’re very quick

shackles of the ignorant, and we can’t

to adopt the latest regulatory trends

have that.

which benefit the back pocket of the administration alone.

But it isn’t just locally that this is happening. If we cast our net of observation a

This country is rushing headlong down

bit wider and consider the international

a very rocky path. And if anyone is able

motoring industry, one look at the news

to clamp on a last-minute handbrake

coming out of Geneva is enough to re-

before the looming precipice is beneath

veal that the manufacturers are throw-

our wheels, well now is most definitely

ing all their weight behind eco-friendly

the time!

motoring. Even the giants of the industry, players like Ferrari and Mercedes,

Russell Bennett

have new hybrid or all-electric options on display. Very similar technology to 76

D R I VE MA G A Z IN E

M ARCH 2010

D r ive Column

I

jumped on the Old Daytona this week for a quick trip to the airport. Not an ideal traffic buster I know but I only had an envelope to drop off and the little Triumph hadn’t been out for a while. And then it happened like it does every time you ride a sports bike, someone wanted to race me away from the light. It never happens when you’re on a motard or naked or any other type of bike, even though just about any bike will out accelerate anything short of a supercar.

over the road showering all in his wake with gravel and dust. Discretion being the better part of valour, I backed off and let him go. That will of course have made him feel like the king of the hill and I’m sure that he told all of his colleagues that his car is faster than a superbike.

But here’s the thing, not only did his car cost ten times as much as the bike but he probably used as much fuel in that

So our wanabe racer sitting in a brand

little escapade as my tank holds. And

new BMW X5M, which cost in excess

then there was the familiar wiggle of a

of a million, obviously wanted to justify

car under serious braking as he caught

the purchase to himself by proving that

up with the traffic ahead. And that’s

he was the fastest man in town. I as

when I eased past and crept up to the

usual was half asleep and only realised

front of the queue at the next lights.

that the race was on when I heard the

Without any trouble at all, I left him as a

urgency of his pullaway.

distant memory in my mirror. At least I would have if the Triumph actually had

Now I’m not a big fan of street racing

mirrors fitted.

but you somehow get drawn into the situation so I cranked the throttle open.

The point I’m making is that whilst I love

It soon became apparent that Mr. X5

fast cars, they are not going to help you

was no race driver, his car moving all

get to work any quicker. A car moves at

78

D R I VE MA G A Z IN E

M ARCH 2010

D r i v e C ol um n

the speed of the traffic. Any bike will get

rush hour traffic.

you to work quicker than any car in traffic. I didn’t need to be on a track orien-

There is of course the vulnerability as-

tated sports bike, I would have beaten

pect given the appalling state of our

the X5 on a scooter. As I keep saying

roads. The authorities in Gauteng seem

when people complain about the traffic,

to believe that road users are expend-

if two wheels is the answer why do you

able and have no interest in safely lay-

keep asking the question?

ing out road works, repairing pot holes and re-painting white lines.

I once left Randburg on route to our office in Kempton Park. My colleagues

Another good reason for buying a bike

left at the same time in a car. It took me

is that you avoid the ridiculous carbon

35 minutes to get back and the boys ar-

tax. Although it remains unclear weath-

rived nearly 2 hours later. I felt as fresh

er bikes are going to be affected by the

as a daisy whilst they got back irritable

new tax, in the main, motorcycles will

and tired.

be under the threshold. Keep your eyes wide open and the potholes should be

I do accept that the weather is a factor

less of a problem than they are for cars.

for us 2-wheel pilots but if you can save

You only need a thin strip of tar be-

2 hours a day, that’s like having an ex-

tween the holes. Save time, save fuel

tra day off every week. Carrying capac-

and save on carbon tax, use the cash

ity is also a problem. I’m not advocat-

saved to buy a rain suit.

ing a complete switch by the motoring public to 2 wheels but there is a huge

Steve Allison

saving both in time and fuel for those that simply go to the office and back in MA R C H 2 0 1 0

DRIVE M AGAZINE

79

80 Drive Tests Chrysler Sebring Convertible

92 Drive Tests Renault Clio Sport

102 Drive Versus Mitsubishi Outlander versus Subaru Outback

112 Drive Tests Volkswagen Golf Mk1

120 Drive Tests Yamaha YZF-R6

128 Drive Tests Suzuki GSX-R 1000

136 Drive Tests Volkswagen CC 2.0 TDI DSG

142 Drive Tests Nissan Qashqai n-tec

Chrysler Sebring Convertible

B

rangelina’s pending divorce. Not a subject you were likely expecting to come across in this hardcore motoring magazine, yes? Not a subject, to be honest, I expected to find myself writing about...

But this hottest of Hollywood couples is calling it a day. Enough. Done.

Pay the Piper and get on with life.

D r ive Te st

Now pretty much every even half-hete-

must say this is very unlikely, she’s like

ro man is looking at Brad and thinking

the veritable one-armed Albanian in the

“Good grief, what a schmuck!”. And the

sack? Who knows, but clearly there’s

ladies are sneering at Angelina thinking

something.

“Your loss, girl”. But you know, there must be underlying reasons for his

Of course these same arguments apply

wanting to spend the US2.5bn (!!!!!) to

from the lady’s point of view as well. But

“I think I got more attention in this than I did swanning around in that sensational R8!” end it with one of the most aesthetically

I’m a man, so just flip it around yourself

exquisite specimens of sultry woman-

OK?

hood on our planet today. Perhaps she snores like some sort of cave-dwelling

The point is, that even the most sen-

dragon-troll? Maybe she cooks like a

sational-looking people in the world

Prawn from District 9? Maybe, and I

have flaws. Quirks, foibles, which at

82

D R I VE MA GA Z IN E

M ARCH 2010

Dr i v e T e s t of the world still looks at the seductive face and flawless bod and stops in their tracks, Brad is more inclined to walk on by and try another model. Maybe something a bit more... athletic.

The biggest difference between these scenarios is that, to be honest, I never found the Sebring convertible to be particularly pretty. But judging from the reactions of the average SA citizens, I must be more than slightly loony. You utterly adored this car! I think I got more attention in this than I did swanning around in that sensational R8! Sefirst glance you’d never guess at, and

riously, there were men driving in traffic

would take some time of living with

in front of me who were only very lucky

to fully understand the depth of. But

not to have accidents, as their eyes re-

when you do, it’s likely that no amount

mained locked on the Sebrings shovel

of exterior beauty could save the sub-

face.

ject of scrutiny from being disliked by the knowledgeable scrutineer. Even though the rest of the world might go “You’re mad! She’s perfection on legs!” But a man’s gotta do...

Getting to the point, the Chrysler

Sebring

Con-

vertible is a little bit like what Angelina now is to Brad. Whereas the rest M AR C H 2 0 1 0

DRIVE M AGAZINE

83

D r ive Te st

“this is not a convertible you can quickly drop the roof of at a traffic light”

Beneath the apparently striking exteri-

for the standard Boston Premium Audio

or however is a car which is very much

arrangement is delightfully uncluttered

still a Chrysler to its core. The interior

and clean-looking, bar a single bank of

is an eclectic mix of lovely, soft cream

switches between the audio system and

leather trimmings and cheap scratchy

ventilation controls beneath. Despite

dashboard plastics, festooned here and

the exterior bulkiness, the rear seats

there in supposedly heavily varnished

are typically useable only by children

and polished wood featuring a pattern

or double leg amputees.

more akin to that semi-prescious stone, Tiger’s Eye. The driver’s seat is adjust-

The button to operate the roof is affixed

ed electrically while the passenger has

to the facia to the right of the wheel.

to use good old manual levers, and the

Although modern enough to be a fold-

centre console featuring the head unit

ing hardtop rather than fabric, the roof

84

D R I VE MA GA Z IN E

M ARCH 2010

Dr i v e T e s t some pretty burdened-sounding electrical motors whirring away performing every little action.

With the roof down, there’s a significant amount of buffeting as there is no wind-deflector – the only way to reduce this is to raise the windows, which does help quite a lot. At least you can drive at speed without feeling like you need one of those pairs of WW-I flyboy goggles to avoid being blinded by random road debris pelting the inside of the cabin, you included.

Still, despite some chintzy and plenty of downright nasty materials, it does feel pretty good in there. The seats are very plush and would be comfortable on any length journey, the audio system powtucks itself away laboriously indeed –

erful enough to ward off the beats of

this is not a convertible you can quickly

the most over-ICEd Corsa pulling up

drop the roof of at a traffic light for instance, the time taken to stow the roof demanding a more deliberate stop, and nor will it operate when in motion at all. It also arcs very high in its operation, so beware of low-hanging tree branches overhead or a low parkinglot ceiling. And you hear M AR C H 2 0 1 0

DRIVE M AGAZINE

85

alongside you when your roof is down, and the overall experience more magisterial than you’d expect of an American vehicle of this price.

The same can be said of the drive, in truth. You don’t expect that much of a 2.7-litre V6 propelling this ponderous weight of metal and plastic through

a six-speed automatic gearbox to be scorching, and it really isn’t. Thanks to some noticeably peculiar gearing, which uses first, second, and third-gear ratios just short enough to dispatch with the 100km/h sprint, it’s all right in this discipline. Then there’s this huge chasm as fourth engages, and acceleration becomes largely academic, something

which once you’ve floored the accelerator will happen when it happens, no rush.

We managed a maximum of 180km/h in the Sebring Convertible and it should see 200 with a long straight, which is enough.

But that V6 does make just the sort of noise you want, and the lack of a roof

feeds the growly V6 roar to your eardrums gratuitously. It always sounds like you’re going faster than you really are which for the most part is quite engaging.

That said, it can also be quite embarrassing when there’s a three-litre turbodiesel bakkie holding station alongside you despite all the effort evident from the noise spilling out of the engine bay.

D r ive Te st

What’s more, our demo model arrived with less than 2000kms on the clock, so I’m sure the motor will loosen up a

you have to assume the handling is going to be pretty much akin to trying to drive a jellyfish. The real surprise is, it

“Unfortunately, we just couldn’t get hold of any E85 in SA to test this with.” bit more with time and feel closer to the quoted power outputs, which incidentally are 141kW and 260Nm.

isn’t. No it’s not scalpel-sharp, but the basic chassis responds quite well to enthusiastic driving. The tyres make one hell of a noise when you are approach-

So, it’s a front-drive, four-speed autoboxed American V6 with the chassis rigidity of a piece of thin cardboard, so 88

D R I VE MA GA Z IN E

ing the admittedly low limits, clearly telegraphing precisely how close they are to letting go, but there is a certain M ARCH 2010

and seriously unanticipated keenness to enjoy up to that point. It’s good fun, rather than in any way competitionwinning. Ain’t ever going to be a drift king though, but that’s hardly the point of this car.

Speaking of torsional rigidity, again the Sebring is surprising. I’ve driven much sportier German droptops that flex a lot more over knobbly roads. OK the Sebring’s big advantage here is really its soft, spongy suspension setup which doesn’t ask too much of the actual MARCH 2010

DRIVE M AGAZINE

D r ive Te st chassis at any point, but nevertheless scuttle-shake is only evident on the nastiest bits of SA tarmac.

Yes, all right, there are some buildquality concerns. The movable panels which rise above the boot to fold the roof down look like they’ve never been particularly interested in actually liningup with the crease-lines running into

them, the big gaps between the door mouldings and dash don’t speak of micron-based engineering precision, and the non-functioning boot-release button next to the roof switch is some sort of a sign. And sometimes, the radio refuses outright to come on until you’re a good fifteen minutes into your journey, which is a bit strange.

Does it make any difference whatsoever that this clever V6 is also, potentially, 90

D R I VE MA GA Z IN E

quite green? No, it isn’t light on thirst, averaging over 13l/100km over the test week, but it is a FlexFuel design. Which means it can run E85 bio-ethanol just as easily as it can run regular Unleaded. Unfortunately, we just couldn’t get hold of any E85 in SA to test this with.

So no, here, it really doesn’t, except perhaps as an interesting side-note to eagle-eyed friends who may have been admiring your cabbie on the way into the bar.

At the end of the test period, we were pretty unanimous that the Sebring Convertible wasn’t a car that any of us would actually buy. But that’s purely a taste thing, and our insatiable lust for sportscar dynamics of course, and fortunately for Chrysler there are clearly many customers out there who don’t share our sentiments. Because the Sebring Convertible was undeniably a show-stopper – young black upwardlymobile ladies would stop and stare from a few hundred metres away, and even continued to look interested when they noted a middle-aged and overweight white bloke was behind the wheel so blinding was the Sebring itself.

In fact, during our time with it we startM ARCH 2010

Dr i v e T e s t ed to see several of them appearing on our roads, so that distinctive look is definitely moving it out of Chrysler dealerships well enough. And it’s priced well too, no R344K will be getting you a V6-

powered folding hardtop from any other stable we can guarantee you.

Russell Bennett

Liked Throaty V6 Plush interior Boston audio

Disliked Relaxed nature of performance Build-quality “quirks” Slow and ponderour roof mechanism

Statistics Engine

V6 petrol

Induction

Natural

Capacity

2736cc

Power

141 kW @ 6400rpm

Torque

260 Nm @ 4000rpm

Kerb weight

1697kg

Driven wheels

Front

0-100km/h

Data not available

Price

R344 000

M AR C H 2 0 1 0

DRIVE M AGAZINE

91

Renault Clio Sport

T

he latest Renault Clio RS has been called many things and its picture embellished by many a descriptive-butwitty adjective by the motoring press of the globe. Spectacular, scintillating, sizzling, and countless more, and that’s just the ones starting with the letter s!

D r ive Te st

Our time discovering the reality behind

Gauteng conditions. Most of them have

this sea of glowing press started really

been done in Europe, where the air is

well too. I’d driven it less than 500m

cold and dense, you only get major el-

when I had rude signs gestured at me

evation above sea-level when you’re

by an old lady loitering in her own drive-

heading for an alpine resort, they have

way, alerted to my evil by the explicit

a substantially better grade of fuel

soundtrack from the twin exhausts. All

pumping through their cars veins, and

I did was pull off and accelerate hard

for the most part roads are if not baize-

in the first two gears. A good start for

smooth at least quite well maintained

a car which is meant to be oozing at-

on the whole. Even the local launch,

titude.

as reported on in this magazine, was at coastal altitudes, and by all reports

However most of these glowing road

the Clio excelled. So just how does this

tests haven’t been conducted in our

latest French pocket-rocket fare in our

94

D R I VE MA GA Z IN E

M ARCH 2010

Dr i v e T e s t oxygen-starved climate driving on real-

unmistakably finely-tuned blares from

world tarmac?

the pair of tailpipes separated at the rear by a very obvious diffuser. Looks

Sadly only one adjective describes it

rather a lot like one of those guys who

perfectly.

wear pants which are usually mostly fallen-off, like it’s trying too hard to

It’s broken.

show off its huge diffuser. But the noise starts at a burble, passes into a rasp

It’s all about the engine, you see. It’s a

at 5000 and then morphs into a rabid

racy 2.0-litre four now revving to within

animal in the high-sixes culminating in

a few hundred rpms of 8000! It develops

a strained shriek as the shift indicator

147.5kW @ 7100rpm (very nearly a nice

beeps at you on the redline itself. And

round 100bhp per litre in old money),

then you ram hard into the limiter, a bit

“Sadly only one adjective describes it perfectly.

It’s broken.” and at the coast will apparently dip be-

before the indicated 7600rpm redline

low 7s to 100 from rest. But only 215Nm,

most of the time.

and at a heady 5400rpm. The first sign.

It also has looks which really ought to There’s one of those deeply enjoyable,

M AR C H 2 0 1 0

be a boy racer’s dream. Look up either

DRIVE M AGAZINE

95

D r ive Te st flank from the rear with enough angle

just feels all wrong as it is. There isn’t

to clearly see the vents exiting from the

nearly as much power as the looks

chunky front arches and you’re pretty

and sound should support, and as that

much sold on an emotional level. Inside

torque figure I mentioned earlier attests

you get grippy cloth-covered sports

to, you really have to go looking for that

seats, tasteful silver seatbelts and silver

power hard, scaring literally hundreds

RS stitching with accompanying flash-

of old ladies into flagrant rudeness in

es on the facia brightwork. And a rev

the process. Then there’s the closed-

counter, yellow like a Ferraris, redlined

throttle jerkiness. It feels frighteningly

closer to 8 than 7. Oh and even one of

reminiscent of what my old ’83 Escort

those rally-aping centre strips of stitch-

used to do in bad traffic – which is to

ing on the great-feeling wheel.

say overheat and get all recalcitrant on me!

But that engine.

The Clios water and oil temps stayed Now I’ve no doubt that a remap for lo-

perfect but the scrappy chuntering - and

cal variables would really help things, it

you can run into it just about all over the

96

D R I VE MA GA Z IN E

M ARCH 2010

Dr i v e T e s t rev range and in any gear, obviously 4000rpm+ in 1st or 2nd are the most devastating. It sometimes even happened on sudden throttle openings, but usually when you came off the throttle after accelerating hard through first and most of second.

What’s more the inconsistency makes the throttle modulation right at the top of the travel in-

keep it in if you’re waiting for a gap and

teresting. Going to about 30% throttle

need the power available ASAP. Makes

is a light switch. There’s nothing in-be-

it sound exactly like you’re piloting this

tween. It’s a beastly trait for a road car,

mad hatter of a car from inside a very

surely curable though? Unlike the vibra-

active beehive.

tion which sets in at the 4500rpm mark, shaking panels about despite the cabin

It feels a lot like one of those tuning

feeling exceptionally solidly put togeth-

jobs you got in the 80s where the tun-

er, and at exactly the zone you need to

ing gods gas-flowed, free-flowed, and popped the wildest possible cam with massive lift and then over-fuelled it to keep the mixture in the same ballpark. There’s power there for sure, but the overall drivability has suffered in the extraction process. Suffered tragically.

Apart from this quirk of being 1700m above sea level, the Clio RS has a chassis and steering which genuinely deserve all the kindest adjectives I spoke of

M AR C H 2 0 1 0

DRIVE M AGAZINE

97

D r ive Te st at the beginning. The pretty firm ride

ing their own performance brakes, their

(firmer than the Twingo RS) translates

own seats, their own bespoke steer-

into breathtaking cornering prowess,

ing wheels. Guys like Brembo, Recaro,

“you have a great car in desperate need of a likeable motor.” although again the dimpled tarmac of

Momo, are world-renowned for a rea-

real-world roads can upset the aggres-

son. May as well not only incorporate

sive setup mid-corner. It doesn’t really

their expertise, but be proud of it too.

matter though, because the interface

The stoppers on the Clio RS prove this

between the driver and the car, through

emphatically, being both resilient and

the combination of crystal-clear steer-

tremendously feelsome.

ing and a chassis which is literally an In fact, this car is far more savage through the corners and on the brakes than it ever gets from pure throttle usage. Add that dysfunctional fuelling map and, well, you have a great car in desperate need of a likeable motor. The old 2.0-litre Clio engine mated to this chassis would be open book, has you almost peerlessly

riveting, breathtaking, and all those

engaged.

good things. Like this, there’s mostly frustration.

It also has epic brakes. We at Drive like the Brembo logo proudly displayed

Yes there is real excitement and enjoy-

through the sexy alloys – all too often

ment on tap when the road opens, the

these days manufacturers are creat-

traffic clears, and you can carry on driv-

98

D R I VE MA GA Z IN E

M ARCH 2010

Dr i v e T e s t ing with the throttle either fully planted

sheer pace – perhaps the Multiair pow-

or fully released. But in between it gets

erplants coming soon will change that,

painful.

but then they’ll also undoubtedly up the cost as well right out of this apparently

Then, when we came to compare it

underplayed bracket.

against its rivals in the vast hot hatch battlefield, we had another problem.

Sure Renault themselves have recog-

There isn’t really anything to compare

nised this, and the real hot-hatch game

it to directly, anymore. The Cooper S

is now played by the Megane RS, leav-

is about the closest – R20K more and

ing this old original the class leader of

force-fed. Mazda and Ford hot hatches

a class which has largely disappeared.

are blown, a lot gruntier, and crossing

While the old great Clios literally led

R300K. The hot hatch segment ap-

the pack, this one now limps along be-

“the class leader of a class which has largely disappeared.” pears to have largely been vacated, for

hind it, the baby brother of the real con-

the premium hatch price range. Per-

tender.

haps the MiTo, but although impressive we don’t think the regular 1.4 turbo

Lumbered even more, at Jo’Burg al-

we’ve tried so far is quite up there for

titude and with African fuel pumping

M AR C H 2 0 1 0

DRIVE M AGAZINE

99

D r ive Te st through its filters, by a surly tramp of

the thoroughbred. But can’t back up

a motor hell-bent on making any drive

the flamboyant and admittedly impres-

with a potential lady friend make it look

sive prancing with winning pace on the

like you’ve no idea what you’re do-

course.

ing behind the wheel of such a highly-strung car. It’s like it’s trying to play

Russell Bennett

Liked Pin-sharp chassis Strong Brembo brakes Aggressive looks

Disliked Jerky, inconsistent engine Cabin vibrations

Statistics Engine

Four-cylinder petrol

Induction

Natural

Capacity

1998cc

Power

147.5 kW @ 7100rpm

Torque

215 Nm @ 5400rpm

Kerb weight

1240 kg

Driven wheels

Front

0-100km/h

6.9 Seconds

Price

R258 900

100

D R I VE MA GA Z IN E

M ARCH 2010

Dr i v e T e s t

Second Opinion: Renault Clio Sport

A smootherride.

I

really enjoyed my time with the little hot hatch. Yes the engine struggles to deliver all of its power at altitude but it delivers it smoothly. I had none of the jerky throttle problems experienced by our ed. I will be in serious trouble for suggesting that his right foot is probably heavier than mine but I managed to get the Clio off the line without a stutter.

just to hear more of it. Even on a long motorway, the Clio burbles along and crackles every time you feather the throtle. Even cruising along in top gear the throttle response is instant if not brutal.

The overall experience though, considering the excellent roadholding and

The power thing is slightly dissapoint-

braking ability is of being in a true hot

ing since expectations were so high

hatch. It looks cool and will win favora-

but we can hardly blame Renault for

ble comments down the pub. The inte-

the Gauteng altitude. Sure they could

rior is sports focused and yet surpris-

have gone the Mini route of a 1.6 turbo

ingly comfortable. The price is a factor

but we are if we’re honest a very small

that cannot be ignored, you get all of

market compared to Europe. Even

the sporting prowess and sexy looks

smaller when you consider the number

for a lot less money than the competi-

of coastal customers in this country.

tion. The street cred alone will make it the choice of the younger buyer. When

The RS took me back to my youth and

you need to impress your friends and

made me feel like a boy racer again,

more importantly girls, you want a car

albeit one whos hair has long since de-

that looks fast and has a rally car feel

parted. I found myself getting involved

inside. The exhaust note only adds to

in childish drag races away from the

the overall experience.

lights. The engine note is spectacular enough for you to turn the radio down

M AR C H 2 0 1 0

Steve Allison DRIVE M AGAZINE

101

Y

es here it is! The battle SA motoring enthusiasts have been waiting for for at least a decade, playing out on local shores! It’s the classic Red versus Blue. Mitsubishi squaring up against Subaru. This is it!

Except, not quite. No, still no Lancer Evo...

Instead we have a pair clearly quite intent on taking you and your family, well, out. Somewhere. In the red corner, the new Mitsubishi Outlander 2.4 CVT. In the blue, Subaru’s 2010 Outback 2.5i CVT. And without further ado, let the battle for the soccer-mommy shoppingcar category commence.

D r ive Te st All right, they may not be the rally refu-

targeting the same sort of space.

gees the intro first suggests, but make no mistake, the competition these two

In fact, look a little beyond the striking,

find themselves entering is fierce. El-

shapely new face of the Outlander with

“Instead we have a pair clearly quite intent on taking you and your family, well, out.

Somewhere.� bow-singing, eye-gouging, back-biting

its distinctive modern-Mitsubishi styling,

kind of fierce. This is a key customer

and surprisingly you find – yes, basical-

zone for any mainstream manufactur-

ly a crossover! When I came across an

er today, just take a look at all these

older-generation version of this same

crossovers coming out at the moment,

car on the road, it struck me... the Out-

104

D R I VE MA GA Z IN E

M ARCH 2010

Dr i v e T e s t

lander used to

though even it is looking slightly taller

be

than it used to, but it hasn’t gone to

an

estate.

Exactly like the Outback in fact.

Now it’s something, well a little bit more. A... tall estate, of

shades

SUV

pre-

tensions,

lines

which are sporty despite the obvious bulk. That’s

“the competition these two find themselves entering is fierce.

Elbow-singing, eye-gouging, back-biting kind of fierce.”

a crossover to the Tee.

quite the same lengths. The new sheet metal for 2010 is bulky, typically boxy,

The

Subaru

but distinctively Subaru.

has stuck to its original brief, alM AR C H 2 0 1 0

Both are handsome cars and this would DRIVE M AGAZINE

105

D r ive Te st have to come down to personal taste.

uously-variable transmissions (CVT),

My wife adored the Outback, I preferred

and the Mitsubishi features a 2.4-litre

the more modern looks of the Mitsubishi

four-cylinder, the Subaru a 2.5-litre

overall. They’re both very well execut-

boxer four. Both offer limited off-road

ed in their own right, with nice detailing

capabilities thanks to AWD hardware,

and cohesive shapes. The bigger car

and both sport five seats and the most

is actually the sportier-looking of the

practical boot possible.

two with that Lancer front-end, and to my eye more a car of “today”. But that

Fair enough? We thought so – and it al-

could just be me.

lows us to pit these two perennial competitors toe to toe in our usual, unique

At this point, you may be asking, why

sort of way.

compare an estate to a crossover?

Well, obviously, apart from the fact that

Back to the cars though. And let’s talk

the Outlander has sneakily grown into

engines.

what it is today from an estate originally, and now is in fact called a Crossover

Although very similar in capacity and

by Subaru, there’s the price. And the

power output (123kW(Subaru) versus

specifications. They’re both compet-

125(Mitsu), 229Nm versus 226), the

ing for just under R350K for entry-level

Subaru’s flat-four wins the perform-

models, close to R400 for the ones we

ance race, but the Mitsubishi fights

have on test. Both boast clever contin-

back by being smoother and more re-

106

D R I VE MA GA Z IN E

M ARCH 2010

Dr i v e T e s t fined. For the target market, that would

aru simply boasts the Asymmetric All-

make the Outlander a more liveable car

Wheel Drive which, again, is a strong

“honestly neither of these cars are meant to be scaling cliffs in the rain” day to day, but if you love your engines,

feature of the heritage of the brand.

there’ll be no choice whatsoever. The Subaru has by far the most character,

The diff-lock function of the Outlander

thanks mostly to the characteristic bur-

is likely to make it that bit more effective

ble which the brand literally made fa-

off-road, but honestly neither of these

mous. The Mitsubishi’s sounds like a

cars are meant to be scaling cliffs in

sewing machine – in fact an unforgiv-

the rain despite an acceptable 215mm

ably noisy, thrashy sewing machine at

or so of ground clearance each, so it’s

that. Not appealing to the heart-strings

value is questionable. What’s more the

no, but it is basically as effective at

full-time 4WD car, with the bigger motor,

hauling the car around at our Gauteng

is actually lighter on fuel than the one

altitudes.

which can be set to FWD only, which is unexpected. Outlander, 12.4L/100km-

When it comes to the drivetrain, there

Outback, 11.8.

are more option in the Outlander, as it can be set to FWD, AWD, or Lock

Again, however, both ride brilliantly.

modes for the 4WD system. The Sub-

The fidgety primary ride of the Outland-

M AR C H 2 0 1 0

DRIVE M AGAZINE

107

D r ive Te st er seems to magically disappear when

the position of your throttle pedal. So

you come to some dirt, and the car is

floor it and the revs will soar to just un-

very comfortable even barrelling along

der 6000 rpm and stay there, right the

with gravel pinging up against the un-

way to V-max, without any detectable

derside. The Outback initially feels

shifting whatsoever. Because it doesn’t

softer and more prone to wallowing, but it handles beautifully and also takes rougher back-roads in its stride without forcing complaints from the dash area.

Although both offer CVT gearboxes, the execution is completely different in these cars. The Subaru’s is defined into shift, it merely varies the transmission ratio of its effectively single gear.

There is a manual mode, which boasts six preset ratios just like the Subaru’s does, operated on the shifter itself and not via paddles. It works well, and is actually better for fuel economy than six pre-set gear ratios, and sports love-

the Auto CVT option, particularly if you

ly aluminium paddles behind the wheel

drive like us, which is to say accelera-

for shifting up or down if you don’t feel

tor stuck open most of the time. Must

like letting the ‘box’s own brain sort it

be because it introduces the traditional

“it’s difficult to imagine two so similar cars that could deliver a more intrinsically different feel.” out. The Mitsubishi’s is that rather un-

flaring and dipping of the revs through

settling manner of CVT box which con-

the ratios as you accelerate up to speed,

stantly adjusts its ratio depending on

while the CVT will just maintain power

108

D R I VE MA GA Z IN E

M ARCH 2010

Dr i v e T e s t peak, and max fuel consumption, until

swanky with the extension of this hide

you’ve reached your target speed.

to the top and frontal areas of the dash itself. Both seats, as well as the usual

This comparison has really turned out

niceties (windows, mirrors), are oper-

to be very interesting indeed, it’s diffi-

ated using electricity, although only the

cult to imagine two so similar cars that

Outback has a memory function, while

could deliver a more intrinsically differ-

only the Outlander offers a two-stage

ent feel. The transmissions highlight

seat heating element for those colder

once more that the Outback is by far

mornings. And there’s plenty of room,

the smoothest and most mainstream-

in the Outback it’s just there, in the Out-

oriented. It’s a gearbox for those who

lander you can have it or not, thanks to

have never cared to even know what

rear seats on their own slide rails.

gear their car happens to be in, only that it’s in the right one when they want

But then the Mitsubishi, in this range-

it to be. While the Subaru is more a

topping GLS specification, incorporates

reflection of the rally-winning icon, for

some handy comfort features not in the

those with a family and probably a dog

Subaru. Keyless go, at first a novelty,

to take along.

is really nice to have when you do, while the Outback doesn’t even have

And finally we get to the interior. There’s

automatic-locking on pulloff, a strange

good-quality leather filling both, al-

omission given our necessary security-

though the Outlander is that touch more

consciousness in SA. The Mitsubishi

M AR C H 2 0 1 0

DRIVE M AGAZINE

109

D r ive Te st has PDC as well, and a thumping Rockford-Fosgate sound system including a significant and meanlooking sub mounted in the capacious boot.

There isn’t even anything to separate your options on the pricing front. There are only two Outlanders on offer, both mechanically identical but differently appointed, the cheapest coming in at a very reasonable R337 500 (GLX), while our test model will set you back R397 500 (GLS) with all the nice trimmings. Outback pricing begins at R345 000 for a manual ‘box in the 2.5i Premium, up to R358 000 for the Lineartronic CVT transmission, while the range-topper sports an entirely different, six-pot 3.6-litre engine, and is over R450K. What sort of advice then can we offer you, considering how basically inseparable the Outback and Outlander have turned out to be? They’ve traded points incredibly evenly throughout this comparison, and any margin is more perception than quantitative data... they really are just equally good cars.

But completely different. The Outlander is Mitsubishi falling-back onto a market 110

D R I VE MA GA Z IN E

it knows pretty well, mainstream consumer, but with an impressive amount of style and panache. The Outback is Subaru, a company born in the heat of the WRC, moving to broaden its market share.

And for everyday use they reflect these backgrounds. The Outlander is the perfect choice for the shopping and/or school run, for the driver who wants to focus more on the road and other traffic than on the experience of driving itself, and the Subaru is the car which the enthusiast who now finds themselves blessed with family would be drawn to, retaining that spirit of performance but adding massive capability as generalpurpose runabout.

In the right hands, neither will disappoint, or feel worth less than what you paid, for a moment.

Russell Bennett M ARCH 2010

Dr i v e T e s t

Liked Generous spec on the Mitsubishi Flat-four beat of the Subaru Evo-esque Outlander nose

Disliked CVT ‘box, but can see it’s appeal for those who aren’t that interested in actual driving.

Bland Mitsu engine note

Drive Vitals: Mitsubishi Outlander GLS 4X4 Auto Engine

Four-cylinder petrol

Capacity (cc)

2360

Power (kW)

125 @ 6000rpm

Torque (Nm)

226 @ 4100rpm

Kerb weight (kg)

1587

Driven wheels

Front/All (selectable)

Wheel/tyre

225/55 R18

Price

R394 500

Drive Vitals: Subaru Outback 2.5i Premium CVT Engine

Four-cylinder Boxer, Petrol

Capacity (cc)

2495

Power (kW)

123 @ 5600rpm

Torque (Nm)

229 @ 4000rpm

Kerb weight (kg)

1552

Driven wheels

Symmetrical AWD

Wheel/tyre

225/55 R17

Price

R358 000

M AR C H 2 0 1 0

DRIVE M AGAZINE

111

Golf MkI

T

his is the last of its kind. A limited-edition example of a genuine real-world classic. Exclusive enough that by the time you read this they’ll probably all be sold. And yet, at a price which matches the heritage. A real people’s exclusive.

No, I’m not being paid to write VW PR gumpf, but I’ve been driv-

“A real people’s exclusive.” ing the Mk1 all week now and it actually manages to live up to the hype. And it should make hardcore South African petrolheads sad to see it go.

D r ive Te st

The thing is, yes it has no ABS, air-

do so is sent. A chunky three-spoke

bags, ESP, power steering, or even

leather wheel with solitary airbag (take

aircon (really the biggest shame of the

that safety moaners!). Even sporty alu-

lot). Instead it cuts straight to the es-

minium pedals, and an aluminium-look

sence of the car. There are four attrac-

bezel on the dials themselves.

tive wheels, a tin box for sitting in, another wheel for steering the whole lot

My kids were probably most delighted,

and then three pedals and a stick for

having never seen anything like them

deciding how fast you want it all to go.

before, at the manual-winding windows, but there is still more quite exciting stuff

And to this basic home recipe is add-

to this limited edition. There’s a grumbly,

ed some deeply tantalising spice for

rough, old-school 1.6-litre injected mo-

the Mk1. Part-leather seats, complete

tor up front, propelling a chassis sitting

with red stitching just like in an old CTI.

10mm lower than “regular” Citi models.

There’s central locking, even if it is of

A pair of fruity (if dainty) tailpipes which

the dinosaur variety, each door whirring

rasp aggressively at every opportunity.

loudly into its locked position a good four

And then there’s the exterior.

seconds after the original command to 114

D R I VE MA GA Z IN E

M ARCH 2010

Dr i v e T e s t

It’s subtle to be sure. You’d never no-

some youngster with a can of silver

tice the ride-height drop without a very

spraypaint but halfway decent taste has

trained eye, but the blue-to-black paint-

sorted it out on his own. Which is sad,

job and the distinctive chrome/silver

because you’d really like to respond to

“Most are likely to think some youngster with a can of silver spraypaint but halfway decent taste has sorted it out on his own.” flashes are unmistakable. That is if you

these imaginary onlookers in-the-know

haven’t already spotted the little silver

“Yes, it is, and it really is that brilliant.”

Citi silhouette on the fenders and hatch lid itself.

Girls aren’t going to appreciate it too much either. The lack of power-steering,

Which, sadly, means you’re never go-

compared to the finger-twirling steering

ing to have people sauntering up to you

wheels of today’s city-car, makes for

in parking lots and going “Hey, is that

shockingly heavyweight parking ma-

a Mk1 then?” Most are likely to think

noeuvres for such a little car, while the

M AR C H 2 0 1 0

DRIVE M AGAZINE

115

D r ive Te st absence of aircon in place of a basic

gine clatters noisily and unevenly when

fan/heater arrangement will likely make

cold. The gearbox takes some warming

this dark tin box a pretty close environ-

of its oils before it gets exactly smooth

ment in our SA summer. Then there are

either. Sadly, the brakes don’t ever

the brakes. About an inch and a half

“come to temperature”, so to speak.

of completely dead travel at the top of

And then you need some beefy fore-

the pedal action does not inspire confi-

arms to muscle it out onto the road so

dence if yours in any way wavers.

that you can set about working it all up to temp.

No, this is a lads car. It stinks when you start it up in the morning, and the en116

D R I VE MA GA Z IN E

Once you have though, it is such a M ARCH 2010

Dr i v e T e s t sweet little car. It hammers home the

able muscle all the way through its rev

fact that beneath all of this, is the chas-

range. Yes, it sounds rather thrashed

sis which gave birth to the hot hatch

a lot of the time, but that’s part of the

genre. A design a few decades old per-

charm really. And the chassis isn’t in

haps, but an example which is brand-

any way filtered, diluted, or restrained.

Just the interface between the raw, primal forces being exerted on the vehicle by the drive, to the driver. A direct, hard line.

“No, this is a lads car. It stinks when you start it up in the morning, and the engine clatters noisily and unevenly when cold.”

It is just a huge amount of fun. Yes, it absolutely feels the dinosaur it is, but it’s a lovable one. Like the ones from kid’s cartoons more than the one from Spielberg’s murdered movie series.

And the “new” looks even mean that new and fighting fit. If this were thirty

you glance admiringly back over your

years ago, you’d have been the king of

shoulder when you do park and walk

the road in one of these.

away, even if no-one else really does.

It’s a special feeling which a numbered

The four-pot motor is constantly gnash-

plaque on the dash reminds you of eve-

ing its teeth, and offers up plenty of use-

ry moment you’re inside it. And there is

M AR C H 2 0 1 0

DRIVE M AGAZINE

117

D r ive Te st quite literally no other car on the mar-

long. It’s a triumph. And a tribute. On

ket for R120K that even comes close to

wheels.

giving you that. None.

“If this were thirty years ago, you’d have been the king of the road in one of these.”

We will also probably never see it’s like That price allows the indomitable Citi

again. Cheap cars are now emaciated,

to exit, stage left, as gracefully as it ar-

jokey, Pikachu cars with sewing-ma-

rived. The Mk1 epitomises the entire

chine engines and chassis’ of jelly. Nei-

model range, basic ingredients, huge

ther heart, nor soul. Mere innocuous

heart, massive fun, for not a lot of mon-

transport. Nowadays you’ve got to pay

ey. VW could have gotten greedy with

more handsomely for any fun or charm

these last 1000 models, deigning them

whatsoever.

to be for collectors only, but instead

But sadly, our loss doesn’t mean it isn’t

have priced them to sell to the people

time for the Citi to leave us. It is un-

who made this dinosaur so great for so

questionably a car of yesterday. But like

118

D R I VE MA GA Z IN E

M ARCH 2010

Dr i v e T e s t say a Nissan 1400 bakkie, it’s a true

ends the production with a flourish.

people’s hero. Affordable, adorable, reliable, dependable, and utterly loveable

Russell Bennett

to enthusiasts everywhere.

And the Mk1, the last of a great line,

Liked Character. In spades.

Fruity exhaust note.

Subtle silver/chrome bling

Disliked The end of an era All the safety moaners who had a hand in killing it.

Statistics Engine

Four-cylinder petrol

Induction

Natural

Capacity

1595cc

Power

74 kW @ 5400rpm

Torque

140 Nm @ 4400rpm

Kerb weight

858 kg

Driven wheels

Front

0-100km/h

9.7 Seconds

Price

R113 500

M AR C H 2 0 1 0

DRIVE M AGAZINE

119

Yamaha YZF-R6

T

he YZF R6 is Yamahas take on the hotly contested middleweight supersport market. On the face of it, the little R6 is fairly similar to the competition. It has 4 cylinders and a capacity of 600cc.

It has a sports bike riding position and a full fairing. So what exactly does it do to distinguish itself from the competition?

Well, where it does win hands down is on aesthetics, it definitely looks much better than the competition, well, the Japanese competition at least.

D r ive Te st

As I mentioned earlier, the R6 is one of

ha family feel, looking very similar to its

the most attractive sports bikes around.

big brother the R1. The sharp angular

It looks good from any angle and the red

nose looks like it cuts through the air

and white livery of our test bike enhanc-

efficiently. The only thing that spoils the

es its beauty. It has a distinctive Yama-

handsome lines are the mirrors which

122

D R I VE MA GA Z IN E

M ARCH 2010

Dr i v e T e s t look like an afterthought. They do work

you run out of talent, they’ll pull you up

very well though so we shouldn’t criti-

in plenty of time before you run off the

cise them too much. Nice to be able to

road.

see traffic behind you instead of admiring your leather clad forearms.

The moment you swing your leg over the bike, you know what it’s all about.

The R6 has dual speed compression

The foot pegs are set high and well to

damping so you can really fine tune the

the rear. Your weight is over the front

suspension for your own riding style.

wheel and the bars are nice and low.

Stiffen it right up for the track and when

The riding position is arguably the most

you get out on the road, whilst fairly stiff,

focused of the Japanese middleweights.

“The R6 has dual speed compression damping so you can really fine tune the suspension for your own riding style.” it doesn’t shake your fillings out. What

Flick the starter button and even with

it does lack is a steering damper. Not too much of a problem but once you start pushing

hard,

particularly on a rough

surface,

it will shake its head a bit. The brakes are phenomenal.

You

should be able to outbrake all but the bravest of riders and if M AR C H 2 0 1 0

DRIVE M AGAZINE

123

“This is without doubt a bike for those that will be spending most of their time on the track and the rest of it on a breakfast run.”

the standard exhaust it makes a pret-

like a diesel car that’s fallen out of the

ty decent noise. The pipe even looks

turbo band. Now you know why Cal

good. Somehow they’ve managed to

Crutchlow struggled with his starts in

get past the ecomentalists without fit-

last year’s Supersport championship.

ting a can the size of a dustbin.

This is without doubt a bike for those Grab a handful of throttle and the noise

that will be spending most of their time

gets even better right up until the tacho

on the track and the rest of it on a

needle passes 11 grand when the R6

breakfast run. The fact that the engine

develops a high pitched scream that

really does nothing at all below 9000

makes earplugs essential. And it’s only

rpm makes it less than ideal as a daily

then that you really get the power that’s

commuter. Not that that’s a problem, it’s

on offer. The little Yamaha bogs down

just a question of choosing the bike for

what you actually want to do with it.

ble machine and with the high revving engine, there is a hightened sense

What you do get is a bike that is always

of speed. Keep the revs soaring and

involving to ride. You don’t ever get off

the acceleration is impressive. Sliding

the bike with the feeling that you can’t

down behind the rather small screen

really remember the ride. That’s what

I managed an indicated 250 km/h but

sports bikes are all about. What the R6

what impressed me the most was how

doesn’t do is make excuses for what

quickly it got to its top end. At 250 it

it is. Many have criticised the bike for

seemed to hit an acceleration brick wall

being too focused but it’s a sport bike

so I’m not sure a lightweight rider would

through and through.

have achieved a higher speed.

Out on the open road the R6 is a sta-

Despite being a very focused machine,

D r ive Te st

126

D R I VE MA GA Z IN E

M ARCH 2010

Dr i v e T e s t the R6 is nevertheless reasonably easy

I know that you don’t buy a bike like this

to ride. The clutch is light and the bril-

because it’s economical but even so,

liant brakes have good feel. They’ll

petrol is expensive. So it’s worth not-

The clutch is light and the brilliant brakes have good feel. stop you as quickly as you like without

ing that despite running the little engine

feeling like you’re about to go over the

continually at high revs, we managed

bars. As you might expect from such a

more than 200k’s on the 17,5 litres that

focused machine, the riding position is

the tank holds.

ideal for hanging off in corners. Before too long you’ll need a new set of knee

The YZF-R6 may not be the best all

sliders.

rounder but as a sports bike it really does hold its head high. The very things

Desirability is a subjective thing but

that other comentators have criticised

helped by the fact that this is the bike

are the things that apeal to me. It’s fo-

that won a Supersport World champi-

cused, it’s about going fast, it’s about

onship last year, it will no doubt be a

good lap times on the track. It keeps

good seller. On top of that, the brand as

the adrenalin flowing every time you

a whole has credibility having won just

ride.

about every 2-wheeled world champi-

Steve Allison

onship last year.

Drive Vitals

Yamaha YZF -R6

Engine

inline 4-cylinder

Capacity

599cc

Power

99.6kW

Torque

Not available

Dry weight

161kg

Price

R106 999

M AR C H 2 0 1 0

DRIVE M AGAZINE

127

D r ive Te st

Suzuki GSX-R 1000

T

he GSX-R range has been around for several years and in 2001 Suzuki increased the capacity in line with World Superbike Rule changes. Yes the 750 remains on the price list to this day but the range topper was upped to a full litre. The Gixxer beat the competition in group tests year after year and the K5 was considered to be the ultimate superbike. But, in common with so many manufacturers, by the time the K7 was introduced it had put on weight and lost its edginess. It beat the competition in 2007 but that was because they were all suffering from similar problems. Until along came the new Fireblade which took the market by storm so Suzuki worked hard to bring us a completely new bike in the K9.

128

D R I VE MA GA Z IN E

M ARCH 2010

Dr i v e T e s t

M AR C H 2 0 1 0

DRIVE M AGAZINE

129

D r ive Te st

Now you might think that being a ground up completely new bike that it would look different but you’d be wrong. Put the two bikes side by side and the un-initiated would be hard pressed to tell you which is which. I understand that Suzuki didn’t want to alienate its loyal supporters but brand loyal buyers are exactly that. Honda went for a completely new look with the FireBlade and whilst it was initially met with scepticism Honda fans bought them in droves. Power remains unchanged and the bike hasn’t lost much weight so what have they done with all these new parts? Throw your leg over the bike and, you 130

D R I VE MA GA Z IN E

M ARCH 2010

Dr i v e T e s t rear end grip under power, which is often the road to high side city. By now you might think I’m a little bit down on the new bike. On the contrary, what the bike is like out on the road is what really counts and that’s where you realise that this really is a new bike. It has regained the hard-edged feel of the old K5 with all of the refinement of the K7.

In order to solve the rear traction problems, the wheelbase is now 10mm shorter allowing for a 32mm longer swingarm without changing the overall dimensions. The swingarm is a race bred gull arm, which is unfortunately hidden by the exhaust pipes. Perhaps the designers though they would try to emulate the swingarm in the pipes to guessed it, it feels exactly the same as

compensate for it being hidden? At the

the outgoing model.

front, the forks are now of the really

“Even in A mode it’s as docile as a Labrador puppy at low revs.”

I liked the K7. You could easily keep

trick looking Showa big piston variety.

up with your mates on the breakfast

Keeping it in the family, the rear shock

run even if they were doing 300. You

is also supplied by Showa.

wouldn’t embarrass yourself at a track day and the bike was easy to ride. But

The

superbike ownership is about bragging

GSX-R fare but you do get a lap timer.

rights not ease of use. And pushed to

The Multi mode switch is still there so

the absolute limit, the K7 would lose

you can flick it over to C mode if the

M AR C H 2 0 1 0

instrument

panel

is

standard

DRIVE M AGAZINE

131

“You feel like you sit inside the bike rather than being perched on top of it.�

roads are all wet and slippery. That will soften the power and the overall riding experience preventing you from overdoing things with your right hand while you concentrate on the road and traffic. Other than that, ignore B mode and leave it on A for the full house superbike experience. Even in A mode it’s as docile as a Labrador puppy at low revs.

The K9 GSX-R has that endearing Suzuki characteristic of being a docile easy to ride bike at low speed and then turns into the devil incarnate as you wind the throttle on. The engine doesn’t develop any more power than the K7 but delivery is so much more progressive. Fuelling is as smooth and accurate as we have come to expect from the Gixxer range. The acceleration when you do get the needle to the top of the dial is phenomenal. The noise is slightly muffled with the standard pipes fitted but the induction roar lets you know that the bike is working hard.

The ride is all sorts of soft and comfortable, surprising considering the piss poor road surfaces we have to endure. So you would expect it to be a bit wallowy through corners on standard settings but it isn’t. I don’t know how they’ve managed to pull that little trick off. Sure the standard settings are too soft for hard track riding but road riders don’t really need to get the screwdrivers out for the best setting, the factory have already done that for you.

The big piston forks that keep the front end in contact with the tarmac feel different to conventional units. I like them but they do take a bit of getting

D r ive Te st and easy to use. Gear ratios are well spaced although first is slightly long. Hamfisted downshifts are taken care of by the excellent slipper clutch. You can get the back to step out if you try but for day to day riding you’ll have to try very hard to find a situation that the slipper can’t cope with.

The GSX-R 1000 has a comfortable riding position with plenty of space. You don’t get that cramped feeling with all of your weight on your wrists riding style so common on other sports bikes. That’s probably why Gixxers have always been popular amongst the middle-aged rider. As years pass, us older riders don’t want to be used to. Fork dive is kept to a minimum under braking and they chatter fast

less

through

bumpy

corners.

Should things get out of hand though, there is an electronic steering damper to calm a potential tank slapper.

The gearbox is slick 134

D R I VE MA GA Z IN E

M ARCH 2010

Dr i v e T e s t but it remains a fact that most riders will be limited by finance and family pressure and will only own a single motorcycle.

The Suzuki GSX-R 1000 is a suprbike for all seasons. It is as fast and brisk off the line as any of the competition. We saw an indicated 300 without any real effort. You can use it for track days

“We saw an indicated 300 without any real effort.” squeezed onto a frame designed for a 5 foot 60 kilo race rider. You feel like you sit inside the bike rather than being perched on top of it.

with a bit of suspension tweaking and then you can ride it to work on Monday.

And that’s what has always made the GSX-R 1000 a poular choice.

There are some fortunate people out there that have more than one bike

Steve Allison

Drive Vitals

Suzuki

Engine

4-stroke, liquid-cooled, DOHC

Number of Cylinders

4

Displacement

999 cm³

Compression Ratio

12.8:1

Kerb weight

203kg

Price

R155 000

M AR C H 2 0 1 0

DRIVE M AGAZINE

135

Volkswagen CC 2.0 TDI DSG Š Christo Valentyn | February 2010 A member of the South African Guild of Motoring Journalists

A

sk any branding expert and they will soon extol to you the virtues of having a proper corporate identity, and rightly so. Without strong corporate identities, people would have no frame of reference for discerning the good from the bad or the good from the better. Some manufacturers, like Toyota and Volkswagen, have such a well-established brand image and corporate identity that they manage to sell cars based solely on their image and reputation.

However, when it comes to corporate identity in automotive design, things can easily get monotonous and just plain uninspired, the aforementioned manufacturers being prime examples.

History has given us numerous examples of the successful implementation of corporate identity in design, with Audi being an excellent example from recent history. While their cars all have a distinct identity, the family genes are easily identifiable. The same can’t be said of all Volkswagen designs, however.

D r ive Te st The ‘smiley face’ grille years were in my opinion quite unsuccessful in creating a look that is memorable and striking.

Yes, the Polo and Golf 5 sold in dozens locally, but they weren’t the most exciting designs to start with, even if they were hugely successful. The Passat is another prime example, as is the larger Phaeton in European markets: excellent, underrated cars, but boring as hell to look at.

Enter the Volkswagen CC, or Comfort Coupe (in Europe also known as the Passat CC). Now why VW decided to sell it simply as the CC in South Africa, no-one really knows, but it could be because the Passats of yore were crap or because they just wanted to confuse everyone, which is what the Germans

138

D R I VE MA GA Z IN E

are quite good at.

The concept is simple though: take the underrated Passat and make it lower, wider and longer. Then smooth out the roofline to make it look more like a coupe and spec it higher than most cars in its segment. Oh but wait, there isn’t a segment for reasonably priced four-door coupes yet. There’s just the Mercedes-Benz CLS, and let’s face it, the Passat…uhm, I mean CC…doesn’t get close. Or does it?

With the CC, Volkswagen finally designed a car on which its ‘smiley face’ look actually worked. The front is low and the infamous grille wide, giving the CC a stance that’s both sporty and elegant in execution. The low roofline

M ARCH 2010

Dr i v e T e s t does wonders to create a sleek profile, especially combined with the lines and chrome detailing running along the

“With the CC, Volkswagen finally designed a car on which its ‘smiley face’ look actually worked. flanks. It all tapers at the rear, where the boot lid provides a cheeky lip to emphasise the inherent sportiness of the car.

It’s not all successful though, and that’s unfortunate. The overall elegance of the design is thrown out of balance by the car’s oversized taillights that make it look tacky instead of classy.

Aesthetically, this is probably my only criticism of the design – the CC is incredibly sexy and drew much more attention that I ever thought possible of a Volkswagen.

Our test model was fitted with the VW Group’s well-known 2.0-litre turbodiesel engine, mated to their equally respected DSG double-clutch automatic gearbox. I initially thought that the engine’s 125kW was a bit on the low side for a car of these proportions, but I was surprised at it’s flexibility and eager-

ness. At lower speeds there’s a tiny bit of lag before the 350Nm of torque kicks in at a low 1 750r/min, but the CC is definitely not underpowered in urban circumstances.

I was even more surprised when taking the CC out on the open road where one can generally achieve and maintain higher speeds. Thanks to its lowered suspension and squat stance, the CC also handles like a dream, belying a much sportier persona than its elegant

M AR C H 2 0 1 0

DRIVE M AGAZINE

139

D r ive Te st in without chopping your head off.

Yes, the downside of that sleek exterior styling is that the A-pillar is incredibly low, requiring you to have contortionist talents to get in and out without bumping your head. I had several people get behind the wheel to see if it’s just me, but everyone – especially the taller ones – complained about it. Those, like me, who have a bit of a ‘boep’, complained even more.

What was quite nice though was the exterior displays. The DSG gearbox remains one of my favourite autoboxes and works very well with the smaller diesel engine. It accelerates the CC from standstill to 100km/h in 9.58 seconds seconds, all the way up to its top speed of 224km/h.

I doubt whether CC owners have acquired one for enthusiastic driving, though. Typical CC owners would be people requiring a large, striking vehicle

electric panoramic sunroof that could, for a change, actually open up 40mm to let some air in, stretching all the way back to the B-pillars. It certainly opened up the cabin, especially considering the small glass house. In general, though, I couldn’t find too much fault with the CC’s interior.

It’s a pure four-seater though, reflecting the coupé philosophy with its seat layout. In both the front and rear, er-

“It’s a pure four-seater though, reflecting the coupé philosophy with its seat layout” that’s a bit different from the traditional German offerings and who doesn’t have a Mercedes-Benz CLS budget.

In that sense, CC ownership should be quite rewarding…that’s if you can get 140

D R I VE MA GA Z IN E

gonomically designed individual sport seats are used. The CC is also the first Volkswagen to have a newly developed climate control system user interface, M ARCH 2010

Dr i v e T e s t which is quite intuitive and extremely

engine and instead consider the 3.2 V6

well organised in its layout.

petrol model which, while offering the same amount of torque, has almost

I quite liked the fact that the numbers

double the power output (at R100 000

and markings glow in a white light, as

more).

does the multi-functional display. The The Volkswagen CC is undoubtedly one of the best VW designs of the past decade, definitely top 3 in my books (along with the Scirocco and forthcoming Amarok). At a mere R349 000, it offers a significant package, although I would suggest taking one on a test drive before putting pen to paper. numeric dials with their chrome bezels

I just can’t see myself living with the dif-

and white on black design looks ex-

ficulty with which I got in and out every

tremely classy and is superbly legible.

time. As a concept it comes so very

Speaking of chrome, there are touch-

close, but ultimately still misses out

es all over the cabin. Using it around the gear lever was perhaps not the brightest idea, because with the steep sloping windscreen, the sun is always reflecting off it, which is quite irritating.

I desperately wanted to love the CC, simply because it attempts to provide something you would

on the cigar. In the CC’s case, beauty

have to pay significantly more for oth-

really is pain, and I for one can think

erwise. But the CC falls short on a few

of more pleasurable ways to bump my

points. Personally I’d ditch the 2.0TDI

head on a daily basis.

M AR C H 2 0 1 0

DRIVE M AGAZINE

141

Nissan Qashqai n-tec Š Christo Valentyn | February 2010 A member of the South African Guild of Motoring Journalists

D r ive Te st

T

he concept of a crossover vehicle is not entirely new anymore and generally applies to vehicles that take the good elements of one type of vehicle and tries to marry it with the good elements of another type of vehicle.

Manufacturers have tried it with metal, fold-away roofs on convertibles (the CC, or ‘coupe convertible’) and low-slung profiles on four-door passenger cars (‘fourdoor coupes’).

in very small segments of the market, it’s the crossing of passenger cars with off-road vehicles that have made the biggest impact on the market. As such, Nissan’s Qashqai is probably one of the best-executed crossovers ever to reach the market. Locally, almost 5 000 Qashqais have found a home.

Combining the driving characteristics of a hatchback with the space and practicality of a small MPV and the ride

But while the aforementioned crosso-

height of a small SUV, the Qashqai of-

vers have become successful over the

fers the benefits of all three in a pack-

past few years for specific reasons and

age that is attractive without being os-

144

D R I VE MA GA Z IN E

M ARCH 2010

Dr i v e T e s t

tentatious. I’ve always considered it

the UK (one of Qashqai’s biggest mar-

to offer excellent value for money for

kets) to bring us a special, limited edi-

those with active lifestyles (and even

tion Qashqai, simply dubbed the ‘n-tec’.

with young families) who like to ven-

It takes the already excellent Qashqai

“I’ve always considered it to offer excellent value for money for those with active lifestyles...” ture off the beaten track occasionally

but adds styling that’s thoroughly up-

but who don’t necessarily need proper

dated as well as a few other nifty specs.

4X4 credentials.

And it’s definitely limited, as Nissan SA only brought in 200 Qashqai n-tecs.

To celebrate the success of the Qashqai in South Africa, Nissan has looked to M AR C H 2 0 1 0

The first and most noticeable differDRIVE M AGAZINE

145

D r ive Te st ence between the n-tec and the stand-

sidered using a grey plastic in my opin-

ard Qashqai is a set of stylish 18-inch

ion.

diamond-cut alloy wheels that does wonders to the Qashqai’s image, hun-

To pimp your Qashqai n-tec even more,

kering it down and bringing out an even

it’s offered with an exclusive accesso-

Added to this is tinted glass at the rear that adds much to the stylish look of the n-tec package. sportier persona. And it’s not just plain

ries package at an additional R17 500.

old alloys either, but finished in a very

This package includes an advanced

stylish and sexy gunmetal grey.

infotainment system

fea-

Added to this is tinted glass at the rear

turing satellite

that adds much to the stylish look of

navigation,

the n-tec package. Rounding off the

fully-integrat-

aesthetic changes are chrome-finished

ed

roof rails, door handles and front grille

functionality

in the same gunmetal shade as the

and an auxil-

alloy wheels, thereby completing the

iary input for

package.

your iPod or

Bluetooth

compatible Depending on the paint colour you

MP3 player.

choose, this could create a very striking image. Our test unit was finished in

This is a simi-

black, which made the car look dusty

lar

most of the time. I suspect the chrome

to that used

finishes will truly come to life on darker

in the Navara

or sharper colours. The plastic mould-

King Cab (see

ings around the wheel arches, front,

Drive October

back and side remains black for practi-

2009) and I

cal purposes, but Nissan could’ve con-

still find it dif-

146

D R I VE MA GA Z IN E

package

M ARCH 2010

Dr i v e T e s t ficult to use – there are much more in-

full complement of Nissan’s advanced

tuitive systems available. The package

airbags (driver, passenger and curtain)

also includes leather upholstery, which

system, disc brakes front and rear fea-

really should’ve been standard in my

turing ABS, EBD and Brake Assist, as

opinion.

well as a full VDC (Vehicle Dynamic Control) stability management system.

Strip away the aesthetic additions of the n-tec package and you’re left with a

Powered by the same 2.0-litre, four cyl-

bog standard Qashqai 2.0 Acenta. This

inder petrol engine found in the ‘nor-

is not necessarily a bad thing, as you

mal’ Acenta spec Qashqai, the unit de-

get a 5-star Euro-NCAP safety rating,

velops 102kW of power and 198Nm of

ISOFIX child-seat anchoring points, a

torque, 90% of it available from 2 000r/

M AR C H 2 0 1 0

DRIVE M AGAZINE

147

D r ive Te st min and easily putting it in line with sev-

In addition, the rear shock absorbers

eral of its non-linear competitors. The

are tilted to ensure minimal intrusion

Mercedes-Benz A200, for example,

into the trunk area. Rebound springs

produces 100kW and 185Nm of torque

reduce body roll to give a greater feel-

at a slightly better price, but without the

ing of security behind the wheel while

practical space and ride height.

ride comfort is enhanced by the adoption of friction control dampers.

Driving the Qashqai remains one of the main reasons I love it so much –

The Qashqai comes complete with

it drives like a car! Handling is precise

a full 3-year/90 000km Service Plan,

and stability excellent at speed thanks

3-year/100 000km warranty as well as

to a fully independent multi-link rear

Roadside Assistance for peace of mind

suspension. Attached to the vehicle via

motoring. All new Nissan vehicles are

a rigid rear subframe to keep unwanted

also fitted with the Microdot hi-tech an-

noise and vibrations to a minimum, the

ti-theft security feature as standard.

compact assembly features an aluminium rear upper link to reduce weight

The Nissan Qashqai has always of-

(about 4kg).

fered a unique blend of street-smart

148

D R I VE MA GA Z IN E

M ARCH 2010

Dr i v e T e s t presence

and

go-almost-anywhere

Since its introduction locally in 2007,

practicality without sacrificing on inte-

Nissan has held firm that the Qashqai

rior space, comfort levels or ride and

competes with C-segment hatchbacks;

“...I love it so much – it drives like a car!” handling characteristics. I’ve always

that it is in fact a C-segment hatch-

considered it one of the best crossover

back, but with crossover elements to

MPV/SUVs out there.

make it stand out from the crowd. The fact is, however, that Qashqai is more

However, at R289 500, I’m not con-

MPV than hatchback, and the market

vinced that the n-tec package is worth

has also responded in that way. Those

the R8 500 premium you’re paying over

who want hatchbacks, buy hatchbacks.

the 2.0 Acenta specification – after all,

Those who want MPV practicality with-

you’re only getting a larger set of al-

out having to buy a mom’s taxi have

loy wheels and tinted glass extra. Nis-

looked at the Qashqai.

san could’ve – at least – thrown in the leather seats as well. I also prefer the

As a concept then the n-tec has certain-

Qashqai’s original, chunky off-roader

ly breathed new life into the Qashqai

image.

range. It’s an image builder at heart though, trying too hard to move the Qashqai into that sporty C-segment hatchback character than acknowledging that it isn’t entirely that, contrary to what Nissan believes. It’s nice to look at, but give me the chunky,

original

Qashqai instead.

M AR C H 2 0 1 0

DRIVE M AGAZINE

149

D r ive Tu nes

THE FALL NORAH JONES Marketed and distributed by EMI Music

Occasionally, I’m a bit late to join the

rates opens the album and you imme-

bandwagon. Such was the case when

diately wonder whether this is really

Norah Jones’s first album, Come Away

Norah Jones. But the album flows from

With Me, was released in 2002. I didn’t

one style to the next with absolutely no

immediately like the first single, Don’t

effort, exploring different types of melo-

Know Why, and as such didn’t under-

dies along the way without losing touch

stand or appreciate the fuss…until I got

with the jazzy sound that made her fa-

the album and got properly introduced

mous. It’s a feel-good album of note

to Norah Jones. I was blown away, to

and has been my first choice for those

be honest, and wasn’t surprised when

laid-back Sunday afternoon drives.

she walked away with eight Grammy Awards in 2003. Her follow-up albums,

BEST SONGS: Chasing Pirates, Light

Feels Like Home and Not Too Late,

As A Feather, Waiting, Back to Manhat-

were critically at least on par, but I did

tan

find them a bit more difficult to get into. I was thus eagerly anticipating her fourth

GET IT IF YOU LIKE: Slow, sexy, jazzy

album, The Fall, and my, oh my, is Ms.

sounds and smouldering, smooth vo-

Jones back on top form! Chasing Pi-

cals

150

D R I VE MA GA Z IN E

M ARCH 2010

D r i v e T une s

THIS IS WAR 30 SECONDS TO MARS Marketed and distributed by EMI Music

It seems everyone really does want

vocal delivery pained. The first single,

to be a rock star, even if they already

Kings and Queens, is all over radio,

seem to have everything most guys

and This Is War is bound to continue

would kill for. Take Jared Leto as an

30 Seconds to Mars’s meteoric rise to

example. He already had a success-

the top.

ful Hollywood acting career and had women throwing themselves at him

BEST SONGS: Kings and Queens,

wherever he went, but no, Jared want-

This Is War, Vox Populi, Stranger in a

ed to be a rock star. 30 Seconds to

Strange Land

Mars really took off with its second album, though, a dramatic change from

GET IT IF YOU LIKE: Intelligent, mean-

the style of their debut album from the

ingful rock with touches of electronica

early 2000s. This departure continues with This Is War, an angry collection of heavily instrumented songs about faith and spiritual matters. It works brilliantly, the lush instrumentation always having the sound of fighting in them and the

M AR C H 2 0 1 0

DRIVE M AGAZINE

151

D r ive Tu nes

THE SEA CORINNE BAIYLEY RAE Marketed and distributed by EMI Music

I remember being in the car on my

ite piece of clothing over time – it has

way to some arbitrary destination

an inexplicable feel-good capability.

when a local radio station first played

It’s not something I’d listen to at night

Corinne Bailey Rae’s debut single,

(or on a long journey), but it works a

Put Your Records On. It was a sweet

charm in traffic: your cares just flow

song, but I wasn’t entirely convinced

out the window when her voice hits

with the global success that followed.

your heart.

However, Corinne Bailey Rae’s talent didn’t lie in the actual song, but in her

BEST SONGS: Are You Here, Feels

voice. If there was ever a voice that

Like The First Time, Paris Nights/

would be the perfect sound of nos-

New York Mornings

talgia, it would be hers. This magic comes to the fore on her latest re-

GET IT IF YOU LIKE: Feel-good,

lease, The Sea, which again isn’t a

floating vocals and textured melo-

chart-topping pop album. No, The Sea

dies

is a deeply layered, heavily textured treasure that becomes like a favour-

152

D R I VE MA GA Z IN E

M ARCH 2010

D r i v e T une s

OCEAN EYES OWL CITY Marketed and distributed by Universal Music

You’ll be forgiven for not being familiar

body of work that deserves the current

with Owl City prior to the release of the

interest in the project. Fireflies went all

massive hit single, Fireflies. Owl City is

the way to number one on the Billboard

in fact not even a band, in the technical

Hot 100, and deservedly so as it’s prob-

sense of the word, but rather a musical

ably the highlight of the album. Howev-

project headed by Adam Young. Starting

er, we’re bound to hear more from Owl

in his parents basement, Young’s music

City in the near future, so best you get

eventually found its way onto MySpace

familiar now!

before Universal Republic showed interested and ultimately signed the project.

BEST SONGS: Fireflies, The Bird and

Ocean Eyes, while being his first major

The Worm, The Saltwater Room, Va-

label album, is therefore technically his

nilla Twilight

third. Influenced by disco and European electronic music, it’s no surprise that

GET IT IF YOU LIKE: Lighthearted pop

the entire album is basically a collection

with a retro, disco, electronica feel

of synthesizer pop tunes which, while initially annoying, becomes a clever

M AR C H 2 0 1 0

DRIVE M AGAZINE

153

D r ive Tu nes

I AM...SASHA FIERCE PLATINUM EDITION BEYONCE Marketed and distributed by Sony Music While her dress sense is not always

Were A Boy, Halo and Sweet Dreams,

spot-on, Beyonce’s musical choices

the DVD with eight music videos is

have always been excellent. With the

a delightful bonus – let’s face it, Be-

groundwork laid down while fronting

yonce’s not bad to look at either…

Destiny’s Child, it’s no surprise that her solo career is going from strength

BEST SONGS: Single Ladies (Put A

to strength, as recently highlighted

Ring On It), If I Were A Boy, Halo,

with the numerous Grammy awards

Sweet Dreams, Ego

won for work from this album, I Am… Sasha Fierce. Yes, it’s not a new al-

GET IT IF YOU LIKE: Top notch

bum as such, but the Platinum Edition

dance/ R&B music

does add four new songs and a bonus DVD to the already successful package. Featuring the well-known hits Single Ladies (Put a Ring On It), If I

Christo Valentyn A member of the Southern African Freelancers’ Association A member of the South African Guild of Motoring Journalists 154

D R I VE MA GA Z IN E

M ARCH 2010