Drive Magazine November 2013

TOP 5 PASSION RATINGS Every Car Category Rated Monthly!

NEW LAUNCHES!

BMW refreshes iconic 5-Series saloon Kia Cerato 5 door hatchback hits the street Renault ready to clean up with new Duster

NOVEMBER 2013

IT'S GTI TIME! Iconic vs left-field Golf VII takes on swift Swede!

The French Connection Peugeot 208 GTi comes clean

CONTENTS A LITTLE TORQUE 5 Not just e-Tolls are poorly considered For the sake of "our own safety", the Western Cape authorities have gone and crushed all possible motoring fun on the long and boring West Coast Road. Along with a significant slice of the economic opportunity for the region..

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DRIVE TESTS

6 Intro - We've reorganised our magazine to reflect who we are better, and since our road tests are really the prime reason for the existence of Drive, we've brought these right up to the front for easier reading. This was GTI month for us, with both the much-awaited Golf 7 GTI and the Peugeot 208 GTi arriving in our garage to be put through their paces. We've also sampled a MINI Cooper S Paceman, oddball Hyundai Veloster, the new and greener than ever Jaguar XF 2.0, and polar opposites in the gargantuan Ford Tourneo Custom and Renault Clio 4.

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8 Performance Purity We lined up the new hot-hatch benchmark, the Golf 7 GTI, against a new player into the segment the Volvo V40 T5 R-Design, to find out if the new gold standard could still show pretenders like this scorching little Swede the way home.

18 Giant Slayer Peugeot has ties to the GTi nomenclature almost as historical as VW itself, with a rich history of making small hatches with outsized performance. Unfortunately, not so much in South Africa, but the new 208 GTi looks set to remedy that shortfall in the local market.

26 All That!

MINI's Cooper S Paceman is one confused car. The largest MINI ever made converted to an impractical 2-door? Seems particularly silly when you start evaluating the result from a pure performance perspective, which is what we at Drive habitually do.

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32 Best of Both?

Our roving correspondent was pretty impressed with the new Hyundai Veloster at the launch event, but then as we've stated time and time again these huge-budget dos are specifically designed to achieve this result! Out in the real world, although we "get" the 3-door coupe idea, we found that it would be well worth waiting on this one.

38 Skinned Cat? The Leaping Cat motif will surely morph into a sad little house cat with the dumping of oversized V-shaped petrol engines in favour of a more economical 2.0-litre turbo motor from the Evoque, wouldn't it? Well actually, this new XF for the green(er) generation turns out to be more than enough prestigious saloon for us.

42 Among Giants Ford's Tourneo Custom is clearly a great people-mover. It just isn't so much fun for the people who are moving the people in it. Particularly when you factor in tight, crowded Cape Town city roads.

46 Petite styling - Upsize personality Renault's new little Clio dazzled us on the launch, and actually manages to maintain its shine when tasked with the daily transportation of a family full of rug-rats. Now that's a feat worth paying attention to, and explains why this stylish number is currently flying off Renault SA showroom floors.

50 A Generational Thing Isuzu's sixth-generation KB is following the overarching trend and moving towards being a "lifestyle bakkie" rather than a thoroughbred workhorse. So we pit it against one of the clearest-cut players in this particular niche, the refreshed VW Amarok BiTDI, to discover if experience allows the KB to actually pull the transition off convincingly.

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NOVEMBER 2013 DRIVE FEATURES INTRO

54 In addition to our full lineup of road tests for this month, we've also been to the key local-market launches taking place for first tastes of the newest metal. BMW has refreshed its iconic executive saloon the 5-Series, Kia introduces the Cerato V (for five-door hatchback), and Renault prepares to clean house with the introduction of the new Duster.

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LAUNCH DRIVES 56 Five By 2

It isn't an all-new 5-Series, after all the current model range has only been with us a couple of years. But nevertheless BMW has refreshed this iconic, aspirational saloon with a few choice tweaks and changes to create an even more appealing exec limo than ever.

62 Five for Fighting

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The Kia Cerato now also comes as a five-door hatchback.

Which, unfortunately, is about as underwhelming as that revelation sounds. The 1.6-litre GDi turbo motor can't come soon enough for us!

66 Done and Duster-ed The Dacia Sandero is a so-called "world car" because of just how versatile the underpinning platform is, allowing a wide range of vehicles to be produced without retooling or redeveloping the basic architecture. Enter the latest iteration, the Renault Duster, to the South African market.

We aren't fans, but we know that most of you are!

TOP 5S EVERY MOTORING NICHE THAT MATTERS

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Check out our Top 5 selections of just about every motoring niche that you could be interested in. Updated monthly from our own enthusiastic angle.

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nditio o c d n a s m r te

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Brought to you by

TORQUE EDITORS LETTER TOP 5 PASSION RATINGS Every Car Category Rated Monthly!

NEW LAUNCHES!

BMW refreshes iconic 5-Series saloon Kia Cerato 5 door hatchback hits the street Renault ready to clean up with new Duster

NOVEMBER 2013

IT'S GTI TIME! Iconic vs left-field Golf VII takes on swift Swede!

The French Connection Peugeot 208 GTi comes clean

EDITORIAL EDITOR-IN-CHIEF Russell Bennett DESIGN STUDIO James Clark TRAFFIC Juanita Heilbron FINANCIAL MANAGER Marisa George WEB ADMINISTRATOR Russell Bennett

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subs@drivemagazine.co.za PUBLISHED BY REALE MEDIA Neale Petersen (CEO), B.Taylor

www.drivemagazine.co.za All rights reserved. No portion of this publication may be reproduced or used in any form without prior written consent and permission from Real Estate Media. The publisher gives no written guarantees or assurances and makes no representation regarding any goods or services written or advertised within this edition. Prospective investors should always consult their attorneys, advisors or accountants.

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NOT JUST E-TOLLS ARE POORLY CONSIDERED

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ery quietly and, the less generous among us would say, sneakily, an affront to our ability to enjoy the drive has gone up in the Western Cape. And unlike the abominations that are e-toll gantries, not a single civil society has stood up and bemoaned this concerted effort by our government to curtail any form of passion while simultaneously bleeding us the motorist of even more of our hard-earned cash on a regular basis.

But of course, the topic I'm talking about is one of those unspoken taboos, because the system in question is a well-established form of additional taxation which has through the years been morphed into a completely falsified justification - "For our own safety".

Naturally, it's speeding on our roads, the so-called "crime" which supposedly kills thousands of South Africans on public roads each year.

Specifically in this case, the new average speed enforcement cameras which have just blanketed the lovely West Coast Road. Which, incidentally, must have cost the relevant department a pretty penny, considering that each tower includes connectivity back to a central database as well as their own self-contained power stations utilising both solar and wind power to ensure that the system never falls over even should the power supply be interrupted.

My problems with this new system are numerous enough to write an entire feature on.

The fact that speeding is responsible for less road deaths than things like unroadworthy vehicles and incompetent drivers and substance abuse, all violations which can only be kept in check by so-called "visible policing" efforts all of which will now cease on this road with the introduction of automated revenue-collecting machines. The erosion of our personal freedoms. The obviously capitalistic reasons for the deployment. However for this brief little editor's rant, let me focus on one which hasn't been considered at all...

The economic impact of the system on the largely service-oriented businesses which keep the West Coast going. The coffee shops, restaurants, and B&Bs which are the backbone of the local economy. It being gorgeous springtime in the region, there have been a large number of organised motoring events out here in the last four weeks. I spoke to no less than seven of these various motoring clubs, and of these seven said that next year they'd be planning their annual springtime run for another location. Inland perhaps, or heading east along the coastline perhaps. These runs are a crucial source of off-season revenue for our local industry, all now evaporated by a traffic authority desperate to milk the last few cents from the cash-strapped consumer.

Great job there chaps. Well thought out. Thanks.

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Russell Bennett Editor-in-Chief 5

ROAD TESTS INTRO

From sublime to ridiculous T his month's road-test lineup is dominated by three letters which instantly invoke images of a small car with big performance - the iconic GTi label. Or, as VW quietly morphed it to in recent interations, GTI.

I remember being slightly annoyed by the change, and arrogantly refusing to write it the way the manufacturer now insisted it be written. Although to be honest, VW was never as adamant about ensuring the press got the capitalisation right as BMW was about the all-caps MINI brand. And to be fair, technically it was VW that gave birth to the GTI nomenclature, so at the end of the day I suppose they can do pretty much what they like with it.

Particularly since every VW barring the series III and IV bearing the GTI name has been brilliant. A paragon of driving fun. So really, getting all hot and bothered about a capital I seems more than a little churlish when faced with a genre-defining product.

The French version retains the original cases, but faces a much sterner test. After all, back in the 80s, Peugeot nearly usurped the position of GTi king from the hands of the unfocussed VWs of the time. But then promptly lost it again, and never quite regained that level of purity. Now the latest version of this upstart claims it has regained some of that fiery soul - a claim which is at least worth checking up on.

To keep the Golf VII GTI honest, we pitched it against a left-field hot-hatch contender in the form of the Volvo V40 T5 R-Design. The T5 Volvo hatch has been around since Volvo started making hatches with the C30, and although dodgy in its first-generation form quickly morphed into a surprisingly serious contender. Although the skin of the V40 is all-new, the Swedish company has stuck with these tried-and-tested internals for their performance hatch. Pretty much the exact opposite approach to what VW has taken with the new Golf, apart of course from the zero-effort styling. Let's see who it works out best for.

In addition, we have the smallest-engined Jaguar luxury saloon ever, one crazy conundrum of a MINI in the Cooper S Paceman, the aesthetically-intriguing Hyundai Veloster, one megalithic monster in the Ford Tourneo Custom, and a pair of new-generation lifestyle bakkies squaring off for honours in this ridiculously popular local niche. Oh and we've even taken another look at the Renault Clio 4, this time from the perspective of a mom-on-the-run.

Hopefully these real-world tests will prove both enlightening and entertaining. Thanks for reading!

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ROAD TEST

VW Golf GTI vs Volvo V40 T5 R-Design

Performance Purity

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D R IV E MA GA ZIN E N OV E MB ER 2013

Y

ou really can see why VW draw parallels between the Golf GTI and another great sporting nametag within its stable - the Porsche 911. After all, although 11 years older than the seminal hot hatch, this unique rear-engined sports coupe is also up to its 7th generation in the latest 991. And it's also a car which has carved it's very own unique niche in the hall of legends of performance motoring.

A new V40 T5 R-Design to be precise, the hottest of the V40 range and quite possibly one of the hottest Volvo on sale today.

Despite remaining resolutely FWD, unlike the awesome one-off Polestar special built around this same body, the Volvo's packs a mildly mad 187kW from its 2.5-litre five-cylinder turbo motor.

Even with the only gearbox option being a Geartronic six-speed auto, that apparently translates to a 0-100km/h time of 6.1s.

However, should that really be considered a good enough The smaller 2.0-litre turbo of the Golf only produces 162kW, excuse for VW to get away with some of the laziest styling ever but in six-speed manual form like we specified our test car in this Mk VII GTI? Really, look at it. Me, I'm not so sure. should be that still means the benchmark sprint is done in 6.5s.

The VW is helped by a healthy weight advantage over the V40 Overboosted frenzies - 1367kg versus an even 1500, mostly down to the hefty engine in the nose since the smaller 1.6-litre V40s weigh in at similar That said, the Golf GTI has for a long time been about one thing, to the GTI. and it ain't the looks. This car should, as the ultimate hot hatch and the successor to several generations of vehicles which have Hit for a Six somehow managed to hold onto this crown despite a dismally dreary period between the Mk II and Mk V, and competitors Although the figures are close, the Volvo is the first to get bat to literally whipping themselves up into a frenzy of overboosted, ball. To my eyes, it wallops a comfortable six with its modern, too-powerful variants concieved exclusively to knock the Golf graceful styling. Resplendant in Rebel Blue and adorned with from its lofty perch. some big wheels featuring ultra low-profile performance rubber, park the V40 next to the GTI and the VW simply To keep the new GTI honest, we wanted to bring along something disappears completely. Like it was never there. that was the polar opposite. And found it, strangely enough, bearing a badge which could very easily just a few years ago have If anything this distinction is even more marked inside. The stood for the values being paid homage to by the Golf VII - solid, Volvo features powered front seats, an electronic dash that you practical, down-to-earth motoring with some forced-induction can flip through a trio of themes of, and an interior architecture fun thrown in just to keep things interesting. As you can see, our which makes the Golf look like it's been designed by a stylist left-field challenger for this particular head-to-head, is a Volvo. with only a set-square at their disposal and nothing else. Even

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ROAD TEST

VW Golf GTI vs Volvo V40 T5 R-Design

the materials in the VW are entirely run-of-the-mill. It's not an uncomfortable car to be sat in at all, but it's also not going to be impressing anyone.

Crank their respective engines into life however, and this initial advantage quickly just up and vanishes. Right from the getgo, there's no denying which car is the better-resolved driving proposition.

Amazingly there isn't a lot in their soundtracks to tell them apart. Both feature promising bass at idle and ramp up to a deeper booming with revs. The Volvo doesn't sound like a 5-cylinder at all, while the Golf has fortunately been blessed

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with a bit more of a voice than the stock Mk VI GTI. The bigger motor does start to sound quite strained as it passes through the 6000rpm mark though, whereas the beautifully engineered lump in the nose of the VW will spin oh so sweetly and without any signs of fuss past the 6600rpm redline all the way round to 7000 on the dial. Neither Mk V nor Mk VI 2.0-litre turbo engines were this keen.

Perceived performance In part due to this relative lack of top-end fireworks, the more powerful Volvo which should be marginally quicker off the line according to the quoted figures doesn't feel as rapid as the

D R IV E MA GA ZIN E N OV E MB ER 2013

Golf. In fact, until we actually lined the two cars up for some good old-fashioned drags, I was convinced the GTI would pip the V40 by at least a small margin.

Interestingly, in the end these two screaming hatches stay neck and neck all the way round to 150km/h, at which point the Golf does start opening up a marginal gap thanks to that top end of the rev range which is more willing to give it's all.

Although this result doesn't quite add up against the claims, it is still at least a moral victory for the V40, which would have been pretty embarassed had the smaller-engined, cheaper, and ostensibly less-powerful VW run off with the straight-line crown.

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So far so good for the latest T5 incarnation. In all honesty, the expectations of the Golf VII GTI are so high, that this all-new upstart from the Swedes was never really in with a shout.

Unless it turned out to be an absolute belter of a car, something really special capable of turning the hot-hatch playing field on its head. Even though it's already becoming clear that it isn't that, it's so far at least managed to avoid having its pants pulled down around its ankles by the established class-leader.

Here come the cracks!

Sooner or later though, it all had to come crashing down. And it's in the drags that the slide starts. The GTI is so much nicer a

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ROAD TEST

VW Golf GTI vs Volvo V40 T5 R-Design

car to be chasing maximum acceleration in. A lot of which comes down to the joy of a trad three-pedal layout providing access to a sweet, slick but satisfyingly notchy six-speed transmission. In contrast, the Geartronic affair in the V40 is one big, soggy mess.

It's slow to respond to up or down shifts, changes cogs slowly and laboriously like an old-school slush 'box, and is generally just not encouraging of enthusiastic driving.

When you get too sick of the slow responses and knock the stubby gear selector over into the tiptronic shifting mode, you immediately wish you hadn't gone searching for that missing layer of involvement. Operated like this, the Geartronic setup feels even worse, the lever slushes up and down with no tactile precision whatsoever feeling more like it actuates a factory full of dead, floppy fish than a bell housing full of cogs wanting to make you go faster. It's an absolute disaster for the drivers' credentials of this still-sexy car.

In fact, the entire driving experience mirrors this disappointing experience. Where the GTI is stiff enough to feel alert all the

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time, the T5 is that touch too firm that tips it over the invisible barrier into crashy and brittle-feeling territory.

The payoff for this sacrificed comfort is decent body control through the bends, but the GTI can deliver even more ultimate bite and cornering balance, with much less of a ride compromise. The lighter weight is paying dividends here, as is the electronic XDS front differential of the VW. Both cars allow their ESP electronics to be completely disabled if the driver so chooses, but even in this mode both are balanced enough to be largely benign as long as you watch out for the inevitable understeer which only materialises when you've really gone too far.

In fact, although the new GTI appears to have hardly changed at all - similar power, similar appearance - it's now even more of a gem to drive than ever. It's that lightening which is the key, and the great new engine with probably the most sonorous soundtrack since the company went for forced-induction GTIs. This hatchback skips confidently down any road, always ready

D R IV E MA GA ZIN E N OV E MB ER 2013

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ROAD TEST

VW Golf GTI vs Volvo V40 T5 R-Design

and willing to pull hard and with genuinely thrilling conviction and a compelling soundtrack to and through the red markings on the tacho.

That lightness of foot translates into a helm which is deft, agile, and exceptionally chuckable. It isn't the most feelsome perhaps, but then that's the price we pay for modern, more efficient power steering systems. The transmission is a tactile joy and genuinely rewarding when you nail the perfect shift.

Pedals are perfectly positioned allowing you to employ all the fancy footwork you can handle to keep the turbo motor on boost and on your side at all times.

The Volvo V40 T5, on the other hand, suffers from most of the compromises VW has artfully avoided. To deliver a hatchback which can handle the excessive power, Volvo has compromised on road comfort and created an almost excessively stiff platform. The 2.5-litre five-pot is a well-behaved unit but doesn't actually excite in the same multi-faceted way the VW does thanks to the oddly muted soundtrack, while the

This ability to package a sparkling driving experience in an otherwise decidedly humdrum, conventional every day machine is precisely what has kept the GTI on the throne for all these years, and now in seventh-generation form the recipe remains just as true as ever. VW know that a hot hatchback must be useable every day while also delivering the thrills of more specialised, more compromised sports machines. It knows there's little need for 200kW and more in these conditions - indeed such a heavily boosted motor is sure to introduce compromise in the daily commute whether that be a surging throttle, lumpen idle or excessive strain on friction plates.

R You Serious?

Sure, for the absolutely power-obsessed there will still be a more powerful version of this car. That Golf R will certainly compete on an even keel with the bigger-hitting competition out there on the street, however this vanilla GTI will deliver all the thrills if not quite the outright pace of those cars but still be comfortable and refined in traffic, reasonable at the fuel pumps, supple over any road and practical to boot. Once again, it is the definitive "complete hot hatch package".

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comic books - specifically Archie comics. And during my whole week with these cars, an analogy from that gentler time kept on punching me square in the schnozz.

If you, the driver, are the erstwhile hero of the series ol' Archiekins himself, then the V40 is pure Veronica Lodge. Simply stunning to behold, with exotic airs and numerous hard-to-livewith character traits boasting little more to offer than surface charms. The Golf GTI on the other hand is pure Betty. Also beautiful if in a decidedly more conventional way, but equally at home preparing a delicious picnic for the guys or repairing the old jalopy yet again, as she is steaming up Arch's eyeballs when the lights are low and it's time for a little fun. The perfect girl next door. And who isn't going to fall for that?

As much as we here at Drive would love to have seen a relative newcomer properly take the fight to the established class leader, this is not that upstart model. The Volvo is certainly a car which will attract a lot of attention and packs more than enough poke to blow that attention to the weeds at will, but it isn't a patch on the Golf VII GTI. As for other competitors currently available - the Renault Megane RS is now quite longin-the-tooth and was always far more hardcore and focussed than the standard GTI, the Cooper S doesn't quite play in these performance leagues, the Astra VXR fell to the trap of too much power for a FWD car as is Opel's particular style, leaving the Focus ST as just about the only real competitor still left standing. transmission is not intended for enthusiast use. Rather it's a solution for older drivers who can't be bothered with the fuss of changing gear themselves any more.

The Archie Paradox As a voracious reader one of the things that satisfied my constant craving for the written word when I was younger were

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Frankly, if it were me buying one however, a Golf VI Edition 35 would be my final answer. More power than this vanilla newgeneration GTI and a cheaper price for a car which is more visually striking. In fact, the Ed 35 could quite possibly be called the only real chink in the formidable Golf GTI armour, so it's fortunate for VW that production of that car ended when the new VIIs began rolling off the lines.

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ROAD TEST

VW Golf GTI vs Volvo V40 T5 R-Design

Drive Ratings:

VW Golf GTI

Volvo V40 T5 R-Design

Handling:

18/20

18/20

Ride:

17/20

15/20

Performance:

18/20

17/20

Fun Value:

19/20

14/20

Practicality:

17/20

17/20

Total:

89/100

81/100

The Data Drive likes: GTI Light, responsive helm.

Engine eager to rev and rev.

Six-speed manual still available

Drive likes: V40 T5 Simply bewitching looks.

Top-class performance, if a little understated.

Drive dislikes: GTI Has become quite costly.

A styling non-starter.

Drive dislikes: V40 T5 Horrendous disaster of a gearbox.

Brittle-feeling ride.

Some interior squeaks irked.

Key facts:

Volkswagen Golf VII GTI Manual

Volvo V40 T5 R-Design

Pricing:

R363 800

R406 000

Engine:

2.0-litre four-cylinder turbo petrol.

2.5-litre five-cylinder turbo petrol

Power:

162kW @ 5300-6200rpm

187kW @ 5400rpm

Torque:

350Nm @ 1700-5200rpm

360Nm @ 1800-4200rpm

0-100km/h:

6.5s

6.1s

Top speed:

246km/h

250km/h

Kerb weight:

1367kg

1500kg

Transmission:

6-speed manual

6-speed auto

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ROAD TEST

Peugeot 208 GTi

Giant Slayer

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D R IV E MA GA ZIN E N OV E MB ER 2013

W

ay back in the mid-80s, almost ten years after the car erroneously described as the daddy of the hot hatch niche was released, French manufacturer Peugeot managed to stun the world with a car which actually managed to surpass VW's Golf GTi - the 205 GTi. Originally released as a nat-asp 1.6 and then boosted with the introduction of an even pokier 1.9 for its ultimate incarnation, the 205 GTi was nothing short of a revelation. In fact, its stellar credentials won it the CAR Magazine "Car of the decade" award in 1990. Yep, a car built exclusively for the sake of having fun. You won't see that happening these days.

It wasn't like this titchy little thoroughbred was perfect either. Unlike the Golf, the 205 didn't really suffer fools, and was a smorgasbord of lift-off oversteer just waiting to catch out the less handy behind the wheel. And catch them out it did, with many of these cars ending their celebrated lives in ditches. But this was a time in which a little bit of a "challenge" was appreciated by keen drivers.

A Bygone Age However, the mid-80s was oh so long ago at this point. It was an entirely different time - an age when you had to be connected via a cable to the POTS network to make or receive calls. When to do research on a subject you headed off to a library. And when driving was about employing all your considerable grey matter as the driver to keep all four wheels on the tarmac, with no edges softened or rounded-off by the mind-numbing array of digital assistants riding shotgun in pretty much every modern car on sale today.

And unlike VW, Peugeot was never really able to carry this success into the new millennium, or even the 90s for that matter. The 206 and then 207 GTis that followed just never fired the spirit in the way of that original car, whereas VW may have flopped a bit with the Mk III and IV Golf, but then found their form again brilliantly with the Mk V and haven't dropped the crown again since.

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ROAD TEST

Peugeot 208 GTi

In addition to being long enough ago to seem quite irrelevant today, the SA market never officially got the 205 GTi, so it was a car I only ever knew about from legend and voracious consumption of all motoring media both local and international that I could get my hands on as a teen. Sure a couple made it out here as special imports by the real hard core of motoring enthusiasts that grace our shores, but that wasn't enough for it to have any kind of noticeable impact on the road. Which makes Peugeot's current job of flogging the new 208 GTi as a true successor to this legendary original even more difficult here.

Also making it difficult for this new player are, of course, cars like the new Ford Fiesta ST and Clio RS 200 about to be launched. Not to mention more established players like the MINI Cooper S, MiTo Quadrifoglio, and so forth. Not so much the new Golf GTI anymore, which has grown up and moved on into a whole new segment. Still, the Fiesta alone is more than enough to test the mettle of this compact Peugeot.

Upping the Aggro The new 208 is a handsome, pert, and modern shape for sure.

But I certainly wouldn't rush to defend it if anyone were to use the words "bland", "unappealing" or "powered shopping cart" to describe it (see insert). However for the GTi the French company has done a solid job of ramping up this non-existent excitement factor as far as they could with larger wheels, a lowered ride, and a fairly restrained amount of detail touches like the twin stylised tailpipes and flashes of red piping in the grille and on the brake calipers. Of course the 2-door shape already lends an air of sporty intent to this compact little terrier, and to our eyes at least the 208 GTi really looks the part.

And once you're settled into the bolstered drivers' seat, that feel-good impression gets cranked up even more. The interior of the GTi may be overstyled for some tastes, but to us all the red highlighting on the panels and red fabric stitched into the upholstery really help get the juices appropriately flowing before even firing up the motor. It even looks a bit spartan in here compared to some competitors. Although the specification is quite comprehensive, including touch-screen infotainment system with navigation, automatic lights and wipers, automatic climate control and satellite controls on the wheel, all of this tech doesn't end up cluttering the dash and console like it sometimes can.

Simplicity in fact is a key to the 208 GTis ultimate charm. There's only one transmission option available - a trad six-speed manual shifter. There's no electronic wizardry beyond ABS and ESP, which fortunately can be quite easily disabled at the press of a button.

There's no sound-enhancing app fooling your ears, despite the fact that the 208 does actually lack a high-performance voice.

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ROAD TEST

Peugeot 208 GTi

Power Sharing Speaking of the heart of the vehicle, the 1.6-litre turbocharged four-cylinder in the nose, it's a bit of a strange unit. So ridiculously overused has this engine become, available as an option in just about every Peugeot, Citroen, and MINI on the road and more besides, you might think that those with regular exposure to this wide a variety of vehicles would get a bit bored with how it performs.

However, although in the 208 this motor does lack the effervescent vocals of a Cooper S with its Sport button depressed, it's still a supremely charming unit. Producing 147kW and 275Nm in this particular application, it feels more than able to propel the dainty little Frenchie down the road at an exciting pace. It's strong in the mid-range thanks to that exhaust-driven 'blower too, and the urge only just starts to let up as the tacho kisses the red line - even if by this point the burbly low-down undertrack has been replaced by a slightly strained, thrashy scream.

Nonetheless, it's overflowing with character. Down to touching little side-effects such as starting to pop and ping quite noticeably when you've been tapping into the full breadth of the performance despite being smooth and civilised when driven without this kind of lunatic provocation. We've said it before - this engine is definitely a keeper and seems to excel regardless of where it gets applied.

The six-speed manual transmission on the other hand is nice to use but doesn't have the slickness of the Fiesta ST in operation.

Still, it's never obstructive of your enjoyment of the drive either,

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with well-spaced ratios and clearly very little regard for faking CO2 outputs thanks to ludicrously tall top gears. Like the rest of the car, it's clearly been optimised for fun, not playing politics.

As a robot-to-robot racer, the 208 GTi easily holds it's own in just about any company. Even though the Golf GTI now plays in a level above this Peugeot, a 6.9s sprint from rest to 100km/h could even give a ham-fisted driver of this performance hatchback icon something to think about on the flat.

A Soft Touch None of these attributes however would be enough to unseat the new Fiesta ST as our current hot junior hatch of choice though. After all the Ford is stellar in all of these areas too better in fact in some like the gearchange action and the more vocal 1.6-litre turbo motor. It's only once you've driven the 208

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"SOMEHOW, THE FRENCH MARQUE HAS PERFORMED, AGAIN, A LITTLEKNOWN FEAT OF BLACK MAGIC ON THE CHASSIS."

GTi in anger on some challenging country roads that the Ford's top spot looks under any threat at all...

And that's entirely down to the fact that, somehow, the French marque has performed, again, a little-known feat of black magic on the chassis of this car. At first you may be mildly concerned that this car doesn't feel like a skateboard in normal driving, bouncing roughly over bumps and crashing into sharp compressions like you've just dinged a shiny alloy.

But once you're really on it, it comes together beautifully. This is a car which really knows how to breathe with a road - how to flow with any tarmac rhythm while both feeding the driver a rich seam of feedback and cosseting his or her internals against the roughest of the road imperfections. That slight softness in the chassis/suspension balance is never enough to allow for any scrappy wallow - the 208 is a lightweight little car after all - but is just sufficient that the driver can properly connect with the platform and capitalise fully on its strengths.

Since the majority of our SA roads are a bit roughed-up and scarred, bar the highways perhaps which are instead now speedcamera'd into driving pleasure oblivion by the increasingly draconian authorities, this suppleness in the chassis actually makes the 208 GTi a quicker car across the ground. While the stiffer Fiesta would undoubtedly score a few tenths of a second on a baize-smooth racetrack, the extra confidence and security of the GTi footwork will be both faster and less taxing in a realworld situation.

That softer approach to lightweight high-performance motoring pays dividends even on those rare occasions you are willing to risk going for big speeds on the highways. Whereas the Fiesta ST starts to feel a bit like a small scar could catapult you off into the atmosphere at 200km/h-plus, the 208 soaks up the punishment much better and any deferral from your chosen trajectory is calmly and naturally dealt with.

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ROAD TEST

Peugeot 208 GTi

This slack never translates into waywardness either. This 208 GTi never scares you like the 205 apparently could. Sure there's some useful rearwards mobility if you really start working the car fully-loaded through the bends, with a sharp lift tightening the line nicely, but it remains well under control even when deliberately provoked.

Having said that, we haven't driven the new Clio RS as yet, but since that car only has a dual-clutch gearbox it's very unlikely to be able to unseat the 208 from its newly-acquired throne.

The Data Drive likes:

A Rare Character The Peugeot 208 GTi is one of those rare cars in today's motoring market. One which you have to warm up to a bit.

On the surface, it's a good little pocket rocket - well worth the reasonable asking price and a great, quirky alternative to the STs that everyone else who thinks with the same conformist mind is likely to be in. But once you've scratched a little deeper, gotten comfortable in the 208 GTi embrace and experience and enjoyed the benefits of that supple suspension setup, it'll be the Peugeot that gets the nod especially if it's a car you'll be using every day.

So to peg our flag to a mast, here at Drive we rate this Peugeot 208 GTi as the best compact hot hatch money can buy today.

Drive Ratings:

Superbly sharp styling.

Gutsy if somewhat muted motor.

Sublimely supple springing.

Drive dislikes: That it'll never get the kudos of the ST. A touch too safe on the limit - no really lunatic side as such.

Key facts: Peugeot 208 GTi 1.6 THP Pricing:

R262 500

Engine:

1598cc four-cylinder turbo petrol

Power:

147kW @ 5800rpm

Torque:

275Nm @ 1700rpm

Handling:

17/20

Ride:

18/20

Performance:

18/20

Fun Value:

19/20

Top speed:

Practicality:

15/20

Kerb weight:

86/100

Transmission:

Total: 24

0-100km/h:

6.8s 220km/h 1160kg 6-speed manual

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ROAD TEST

MINI Cooper S Paceman Auto

All that!

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I

s it just me, or is the MINI range gone full retard of late? It just doesn't seem to make any sense anymore, and this car, the Cooper S Paceman, was the veritable straw that broke the camels back.

It all started out innocently enough. Adding-on to the standard two-door hatchback form it originally relaunched in, came the quirky Clubman with its oddball third suicide door. Sure, I understood that, some people needed a MINI with a bit more space and actual access to the rear seats for a grown-up now and again.

Moar Models, Moar!

But then the brand seemed to start just adding models for the sake of having more models. Again, the Convertible is forgivable, I know all too well the allure of open-topped motoring so it had to be an option for the sun-chasers out there. But then came the Coupe. A 2-door version of an exclusively 2-door car, except with a generous helping of weird thrown in to the recipe for good measure in the form of that freaky roof. And then the Roadster was even stranger, as it was basically the 2-door with the weird roof, but without the roof. Oh, like the Convertible

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then? Oh no, apparently, this was an altogether different proposition...

The craziness all sort of looked to be calming down then, with the arrival of the Countryman. Because some people need a MINI with four doors, the option of AWD, and a marginal rideheight bump, right? Sure. We get that. But then, the Paceman pitched up...

So here we have it. The Paceman is essentially that four-door, optional AWD model, except with only two doors. Like all the ones that came before the Countryman, effectively, except with a slightly higher ride and the option of AWD. Oh yes, and a touch more heft even without the AWD, by virtue of the larger body style. It's just excessive methinks.

The Essence Anyway, it isn't like it's a bad-looking MINI. Except maybe for the "mouth", which just looks a little sad and dour now that the grille has to stretch over a taller frontal area. Still there are those who will like that, both Angelina Jolie and Julia Roberts are wildly popular despite somewhat larger-than-normal mouths.

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MINI Cooper S Paceman Auto Although 7.8s sounds feasibly fast - competitive with things like the Nissan Juke DiG-T for instance which is similarly-sized, it's almost a full second down on the Cooper S hatch which is a disappointment. The Paceman is very nearly 200kg heavier than the hatch after all, 1405kg versus 1240kg for the hatch, in auto guise. Yet it's nearly R60K dearer - Cooper S auto is R317, this thing is R382k. Want the ALL4 drivetrain? That'll come to a wallet-wilting R432k. Ouch.

Blunted Not only is the Paceman taller and heavier, it's also less efficient at managing airflow at high speed. That's why despite identical power outputs, the Paceman is also notably slower at the top end than a conventional hatch, which will clock 223km/h in automatic form while this car will only manage 212. Irrelevant perhaps, or is it?

The essence of MINI remains intact, it still has that squat pugnacious stance and almost kart-like wheel-at-each-corner dimensions.

Ours is a Cooper S Paceman, so slotting the key in fires up the familiar 1.6-litre turbocharged four-cylinder petrol unit good for 135kW and 260Nm on Overboost - 240Nm under "normal" conditions. In this case the motor is slightly hobbled by an automatic transmission, so 0-100km/h comes up in a manufacturer-claimed 7.8s, as opposed to 7.5 for the trad manual option in the same car.

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So what are you actually getting for all that extra car, apart from a vehicle which is slower, less fuel efficient and has the option of getting you to pay through the bum for even more unnecessary, fuel-sapping weight in the form of ALL4?

There is a little bit of extra space, I won't deny. But not a lot.

Fully-grown adults still won't be particularly comfortable in that back seat for long, and there's still just about no boot space so it's still not the ideal shopping car. And yes, the doors are larger which can make getting in and out a touch easier.

Oh, unless there happens to be another car parked alongside you, when the loooong doors actually become an impediment as you can't open them fully and therefore have to wriggle out while trying to keep from scratching the neighbours paintjob.

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“DRIVE THE PACEMAN STRAIGHT AFTER PEDALLING A STOCK COOPER S HATCH THOUGH, AND THERE IS A TANGIBLE LAYER OF FLUFFINESS�

How about dynamically then? Well, again, here it's a touch strange. I'd expected the somewhat more relaxed nature of the Paceman to translate into a softening of the notoriously stiff MINI suspension. But that hasn't happened. The Paceman still crashes into road imperfections and skitters around rougher tarmac unable to quite key in to the road.

When it is flowing on smoother-surfaced tarmac, there is impressively minimal body roll thanks to this stiff platform. And, therefore, there's a similarly go-kart like feel to the handling the steering is super quick and ultra direct and there seems to be no delay in the response time between driver input and chassis reaction. That's when driven in isolation, at least.

Drive the Paceman straight after pedalling a stock Cooper S hatch though, and there is a tangible layer of fluffiness that's been added. And when you gauge the limited advantages of spending this much more to acquire and then run the Cooper S Paceman, well, you start to feel more than a little dof.

A drivers' car?

All that being said, the Cooper S Pacemen, in isolation, isn't at all a bad car to drive. Sure, that combination of automatic gearbox and extra weight dull the performance quite dramatically, but it still feels like it moves along at a fair lick - just not an exceptional one. And the interior is very typically MINI, which is to say ultra-chic and almost over-styled but still a pretty unique place to be covered in delightful touches and all built to a very exacting quality-control standard.

Dynamically it may not quite be up to the standard set by the stock Cooper S hatch, but in this class of car it stands head and shoulders above the competition. Provided you can live with the crashy ride day-to-day of course, this Paceman S can deliver D RIV E M AG AZ I NE N OV EMB ER 2 0 1 3

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ROAD TEST

MINI Cooper S Paceman Auto Drive Ratings: Handling:

19/20

Ride:

12/20

Performance:

16/20

Fun Value:

18/20

Practicality:

16/20

Total:

81/100

The Data Drive likes: a very similar sensory buzz at the end of a twisty mountain pass that the hatch does thanks to a superbly controlled and beautifully balanced chassis all given even more impetus by the raucous, throaty holler spewing from those twin tail pipes particularly with the Sport button pressed.

This then is definitely a car for spirited driving, for enthusiast drivers, and that's undoubtedly a great thing. I thoroughly enjoyed my time with the Cooper S Paceman, even if my cynical mind was, that entire time, concocting the arguments presented above against it. It's a lovely little car, just one which is too expensive, too compromised a drivers' tool versus its own convoluted product line, and very strangely positioned in a motoring landscape already riddled with too many choices.

If you do have the money to burn of course, don't mind the pricier fuel costs, and aren't after the ultimate kart-like performance but still want a sexy 2-door shape with at least some ground clearance in case you have to navigate a field or dirt road, the Paceman S can surely not be matched. Oh, unless you're a fan of the Juke's love-it-or-hate-it styling, in which case you can save some cash and get that instead. It doesn't quite corner like the MINI though... very little that you might call a conventional car does.

If you want all this and still demand top-notch performance, you can have your Paceman in full JCW spec. Which will positively fly, but is also likely to cause all manner of internal injuries if you do have to drive even a short distance on a rougher dirt track.

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Still probably the best-sounding blown 1.6 in the market.

Superb body control makes for exemplary handling.

Fun-loving, quirky interior design.

Drive dislikes: Auto strangles the performance.

Additional weight dents every dynamic envelope slightly.

Makes very little sense in an already bewildering range.

Key facts: MINI Cooper S Paceman Pricing:

R382 100

Engine:

1.6-litre four-cylinder turbo petrol

Power:

135kW @ 5500rpm

Torque:

240Nm @ 1600-5000rpm

0-100km/h:

7.8s

Top speed:

212km/h

Kerb weight:

1405kg

Transmission:

6-speed auto

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ROAD TEST Hyundai Veloster 1.6 GDi Dual Clutch

Best of both?

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ROAD TEST Hyundai Veloster 1.6 GDi Dual Clutch

W

hen a manufacturer of cars tells you that what they're trying to sell you is a 2-door with the space and practicality of a four-door model, you pretty much know they're lying to your face. It doesn't ever really work out that way, except perhaps in exceptional cases.

Which is why, when sports car manufacturers wanted to start offering more grown-up, four-seat executive saloons to augment ailing sports car sales, they didn't just stick with one of their customary 2-door bodies. They designed all new 4-door shapes so that their executive express could actually provide the required space and comfort of a car of this nature.

However, the low-slung coupe lines also survived. Because there's a major market for both of course. Slinky coupes have their days after all. The very shape just lends itself to the notions of sportiness, of cars built exclusively for speed, for the drivers and not the passengers. It's uniquely compelling somehow, and an effect that can only be credited to the art in automotive design. There is no other reason to want to buy a 2-door - they're less practical but more expensive, inherently less efficient... But their sculpted shapes talk to our souls and get them to fall in love, and for that reason they not only continue to exist but are mostly seen as the pinnacle of the automotive pyramid.

Two-in-one With the Veloster, Hyundai thought to plug another invisible gap in the market. But rather than follow the herd and just make a four-door with graceful lines and call it a four-door coupe and be done, they built a car which actually fulfils both needs. Or tries to. But can the Hyundai magic even make such a seemingly impossible thing achievable?

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Well, I can tell you the psychology of it alone really does work.

Approach the car primarily from the drivers' side, and in your head it's nothing but a sleek and sexy sports coupe. The flowing 2-door bodywork on this side is evocative and uncompromised by tricks like having a door just hiding it away with unseen door handles. It looks purpose-built for the task of seducing.

The 1.6-litre GDi motor is lacklustre. Not simply down on power like the 2-litre in the Toyota 86, but downright lacking in any sparkle whatsoever. The dual-clutch automatic transmission is also deceptive. I tend to think of dual-clutchers as sports autos, but this one doesn't live up to that sort of expectation. It feels as draining of the limited power available as a conventional torqueconverter auto would be, and the performance figures for the auto versus the manual support this sensation - the auto taking over 10s for the 0-100kph sprint where the manual at least keeps this benchmark under 10.

However those approaching from the passenger side, will see a sensible, practical family hatchback. One with a slightly chopped roofline yes and an interesting design, but nonetheless a sensible vehicle sporting all the doors and therefore space “AT THE MOMENT THOUGH WHEN you could need. This simple, YOU DO EXPECT SOME SPORTY different-thinking approach bends the Veloster into a dualRESPONSES, THE VELOSTER ONLY reality proposition. It's a very VERY PARTIALLY DELIVERS.� clever take.

Sports pretensions?

Get in to drive the thing, and the last visual impression you have of the car, that of the sports coupe, becomes the overriding impression. Which means you tend to drive it with a bit more verve than you might a conventional hatch. It is also nice and low to the ground, so you sit lower than the standard vehicles in traffic around you, which enhances the whole image.

At the moment though when you do expect some sporty responses, the Veloster only very partially delivers. Because it is quite light, this FWD platform can shine albeit fairly dimly.

There's definitely a healthy hint more agility in the chassis than you'd find in a bog Elantra say. But that's just about where the interesting bits end.

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While it won't for everyone, unfortunately for me this sort of shatters the feel-good coupe factor the Veloster has tried so hard to build until this point is reached. It still feels like you're driving a seriously cool car, but the dynamics are too close to that comparative Elantra for comfort. And an Elantra is one of the most sensible, humdrum car options available on showroom floors at the moment.

Bring the Boost!

The good news is that there is a turbo version coming. Towards the end of the year, this Veloster as well as a variety of other cars in the range, will gain a 1.6-litre turbo putting out in the region of 150kW, which isn't far off the stats of the 2.0-litre turbo charged Golf GTI. But this car weighs quite a bit less, so it should be good fun.

Although the Veloster handles a bit better than an Accent or Elantra, there's still no real performance focus to the chassis.

And even with the limited power being fed to them in this form

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ROAD TEST Hyundai Veloster 1.6 GDi Dual Clutch (103kW, although the real story is the 167Nm of torque all the way up at 4750rpm), the front wheels do let go fairly easily. It's certainly no Renault Megane, and there's plenty of scope to tighten things up a bit for the more powerful and significantly torquier turbo motor.

I just hope they don't wreck the equation with the pricing of the blown model, although it's almost a certainty that they will. After all, this 1.6 GDi Dual-Clutch will hit you up for R290k, which is a lot for a small Hyundai. Spec the manual instead which will undoubtedly be a more satisfying steer overall, and you'll still be shelling out R270k. In its current form the only real reason you're paying all that money is for the quirkiness factor. And that interesting dual-character configuration. It's just a pity that the aura of sportiness the drivers' side exudes is shattered as soon as you're actually out on the road driving it.

A lot like the infamous Tiburon coupe then, for the moment the Veloster is interesting to see, but should be completely overlooked by serious drivers. A shortcoming which was just never addressed in that car. Let's hope the Veloster Turbo shows up here soon.

Drive Ratings:

The Data Drive likes: Love the personality disorder shape.

Light so quite a zippy helm.

Nice interior to be sat in.

Drive dislikes: Expensive.

Gutless.

And what's up with that name?

Key facts: Hyundai Veloster 1.6 GDi Dual-clutch Pricing:

R289 900

Engine:

1.6-litre four-cylinder petrol

Power:

103kW @ 6300rpm 167Nm @ 4850rpm

Handling:

15/20

Torque:

Ride:

16/20

0-100km/h:

Performance:

11/20

Top speed:

Fun Value:

16/20

Kerb weight:

Practicality:

15/20

Total:

36

10.3s 200km/h 1215kg

Transmission:

6-speed auto

73/100

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ROAD TEST

Jaguar XF 2.0 i4

SKINNED CAT? All right, now this is a weird eco perspective...

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S

o, basically, you want to be seen as a big, selfish, uncaring exec by virtue of the fact that you drive a big, luxurious, gas-guzzling saloon - just because you can of course. But at the same time, you don't really want to foot the significant fuel costs of the flash wheels, because well you know even the top tiers are feeling the belt being forcefully tightened at this point. And yet you don't want to go the whole hog and plump for the 2.2 diesel, because after all diesels are for farmers and cheapskates - neither being an image you want to project.

V8 bad, 4-cyl turbo good Well, sir, your car may well have just arrived. Say hello to the new Jaguar XF 2.0 i4. Very briefly, it's a fully-fledged XF with all the luxury trimming and big-saloon appeal bar the sonorous V8 soundtrack more normally associated with these vehicles.

In its place is the 2.0-litre turbo charged petrol engine from the Evoque.

And what an engine it is too. This mill deserves to be spread around the group as widely as VW/Audi's 2.0-litre turbo has been, or the BMW-Peugeot 1.6-litre turbo. It's almost a pity JLR don't have more cars they could squeeze this motor into just to give it it's due. It's a gem.

Producing 177kW and 340Nm, this unit drives the rear wheels via an 8-speed ZF automatic transmission. The combo can manage 0-100km/h in 7.9s, and pushes on to a flat-out velocity of 240. These performance figures might be substantially off those posted by the old-school 5.0-litre V8, but they're also comfortably more engaging than the 2.2 diesel can manage.

Not all that much quicker, mind, but infinitely more engaging.

As good as the 2.2 diesel is, and it really is, this 2.0-litre turbo petrol has a wider breadth of charms for the petrolhead. It spins harder of course - peak power comes in at 5500 rpm but it'll happily rev beyond that. And sound like it can take it all day long. Like it revels in being thrashed.

Tamed?

The weight of this big car blunts most of that 177kW punch, but there's enough to make the XF feel effortlessly rapid in most conditions. It won't sprint away from a hot hatch with disdain, no, but it will maintain an imperious 160km/h cruise with power in reserve for a comfortable overtake if needs be.

It'll even squat meaningfully away from the lights and make an admirable effort of firing you up the road. Just with a lighter charge of powder on the other end of the fuse.

Inside there's all the opulence any XF owner would demand. The seats are luxuriously quilted leather while the same cow-hide covers a sizeable expanse of dash. There's loads of standard kit including satnav, adaptive cruise control, park-distance sensors, a premium Meridian sound system, keyless entry, a blind spot monitor and an automatic high-beam function. It feels like an interior built for the epitome of the premium saloon. Very Jag. On the outside, I worry that the magnetic pull of the XF shape is fading somewhat. It just doesn't look as fresh as it did when first introduced to the road - and certainly hasn't maintained its modern image with anything like the longevity of the enginesharing Evoque. It's still certainly a handsome car to see wafting D RIV E M AG AZ I NE N OV EMB ER 2 0 1 3

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ROAD TEST

Jaguar XF 2.0 i4

around, but it's no longer genuinely striking either. Especially without the V8 rumble backing it up.

So it's comparatively anonymous. That isn't the worst thing for a car to be of course. Depending on the buyer.

Dynamically, you also get this slight sense of blandness.

Whereas in the V8 the chassis is being kept alert all the time by the torque of that sizeable V8, which causes some bucking to run up the spine of the car and all-too-frequent shimmying of the rear diff, in this variant the motor can't really overcome the grip which is an equation of large sticky tyres and significant weight trying to cause these tyres to merge with the tarmac semi-permanently. It really doesn't play much even with TC firmly disabled (the infamous 10-second press), and can only be coaxed into a drift using uncomfortable entry speeds.

40

Drive it like you're meant to Naturally drifting an XF around every bend isn't exactly in keeping with the image. This is a svelte cocoon of pampering which also happens to cover ground at a decent lick. And driven to this tune the i4 makes a lot of sense. It's quiet, refined, consummately grippy, and never ruffled not even by the most crinkled tarmac.

By the brand alone, it also exudes a kind of devil-may-care swashbuckling charm that you'd miss in a severe, hyper-

D R IV E MA GA ZIN E N OV E MB ER 2013

efficient German marque. If a 5 Series is for financial gurus, an XF would be more likely to find itself parked in the Creative Director's spot. It's the alternative choice, and it plays to this role very well.

The lighter nose does give it nice sharp turn-in when pushing hard, without getting at all frantic or nervous. Our test car did exhibit some peculiar high-speed traits which were a bit worrying - a distinct floating sensation which starts just beyond 200km/h and makes the helm seem vaguely disconnected from the road. But that's probably an issue unique to our car, and is most likely due to a fault easily fixed.

Not that light after all Barring this freak foible, the XF 2.0 is extremely satisfying to live with. The one thing it isn't really is particularly frugal.

Yes compared to any of the V8-powered models, an average consumption of just over 11l/100km isn't bad, but it's still hardly what you might call "budget motoring". Nor is the nearly R8k worth of carbon tax you're paying on this list price encouraging to the eco brigade.

These disappointing figures are despite the inclusion of the new ZF 8-speed automatic to the XF arsenal. Although having this many ratios certainly can help out on the open road provided you have the self-control to short-shift into top and not punch the throttles wide every few minutes with yet another resultant burst of acceleration.

In the end, the XF 2.0 i4 is a truly smart addition to Jaguar's current range. Hardly a teatotaller, but definitely more sensible than any other petrol model on offer. Without completely sacrificing the joys of petrol power. It may be ultra-niche, but still to us, that's a triumph.

Drive Ratings: Handling:

16/20

Ride:

17/20

Performance:

14/20

Fun Value:

15/20

Practicality:

17/20

Total:

81/100

The Data Drive likes: Great engine even makes an appealing noise.

More than enough power and character for the job.

Sumptuous, almost regal-feeling interior.

Drive dislikes: Not exactly light on juice.

Softer suspension can cause some wallowing.

Key facts: Jaguar XF 2.0 i4 Premium Luxury Pricing:

R254 500

Engine:

1999cc four-cylinder turbo petrol

Power:

177kW @ 5500rpm

Torque:

340Nm @ 2000 - 4000rpm

0-100km/h: Top speed: Kerb weight: Transmission: D RIV E M AG AZ I NE N OV EMB ER 2 0 1 3

7.9s 240km/h 1660kg 8-speed ZF auto 41

ROAD TEST

Ford Tourneo Custom LWB - MP

Among Giants

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W

hen I brought the Ford Tourneo Custom out to "my" little West-Coast dirtwater Saldanha Bay, just about everyone here immediately adored it. Pretty much exclusively because it's just so big - so spacious. What family of five complete with a mountain of kids paraphernalia to carry about all over the place wouldn't love the kind of space that makes a good ol' VW Kombi look a bit cramped?

I won't go into the styling of the Tourneo Custom at all. After all, this vehicle has been designed to a purpose, and it achieves this purpose well. The fact that it isn't exactly a striking rolling sculpture really doesn't matter whatsoever.

Space for space's sake Inside, there's a lot more than ample room. And it's all so easy to access thanks to that pair of sliding side doors. If you have a small kickboxing team to transport with associated gear, it's just about the ideal choice. Any more carrying space than this, and you would certainly need a licence for a larger class of vehicle.

The compact 2.2-litre turbo diesel motor in the nose is similarly utilitarian. It gets this giant of a car moving well enough, and does so without crippling your fuel budget every time you start her up. In fact, it's commendably light on juice, even if that does also make it entirely devoid of joy or character, even if in this guise it can churn out 350Nm of torque.

Big, bigger, biggest However, I had my misgivings. And when I next drove it through to The Big Smoke, at least when the Cape Doctor isn't doing it's thing, it very quickly became clear why I'd had my reservations.

The thing is, I'm a very big person. Standing comfortably over 2.1m tall I'm beyond that point of "just being a tall guy" and encroaching on the "freakishly huge" line from the wrong side.

And the thing about being this tall, is that while it makes me an immensely useful person to have around come certain situations like changing light bulbs and unpacking high cupboards, in normal day to day pursuits I'm a bit too cumbersome to be properly catered for. So I know the syndrome well. That's precisely where the Tourneo Custom's problems begin.

It, too, is just too big in this LWB form. In every dimension.

Parking it in tight Cape Town bays is a nightmare, and pulling it into a multi-story car-park is fraught with unknown dangers.

This Ford, too, is over 2m tall, and just just manages to squeeze beneath the cramped concrete of most of these structures.

Add in an approach ramp to the equation, and you find yourself all-too-often inching gingerly ahead expecting a hideous crunching from above to herald that moment where roof panel meets grey and unadorned ceiling.

Not to mention once you're in the car park, finding and slotting this gentle giant into just one allocated bay. Which is a whole new nightmare to negotiate.

Not for shopping Now this over-endowed nature of the beast is fine if you've purchased a Tourneo Custom for very specific jobs. As a larney hotel-to-airport shuttle for instance, where it would spend it's D RIV E M AG AZ I NE N OV EMB ER 2 0 1 3

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ROAD TEST

Ford Tourneo Custom LWB - MP

time going from airport drop-and-go bays to spacious foyer parking, the Tourneo Custom would be awesome. Or even just to be the soccer mom with the mostest in a small, quiet, outof-the-way dorpie.

However if like many of us South Africans you're looking for a vehicle which can carry a substantial load and also be used for the shopping run, the Tourneo Custom is not ideal. The very thing which makes it so good at impressing those obsessed with space limit it to wide-open conditions. Navigating this brute through tight, crowded inner-city streets or the parking lots of the many large malls is as much an exercise in precision driving as handbrake-parking a MINI into a parallel-parking bay.

Best left to the professionals or, failing that, leaning heavily on the kindness of Lady Luck.

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If you're looking for a delivery vehicle with the most secure space available, the standard Tourneo would be a great choice.

Again these types of vehicles generally go from loading-bay to loading-bay capable of catering to small trucks at least, and in these environs the Tourneo would feel almost normal-sized.

But among the general traffic, hustling and bustling for your spot in traffic or the best parking, the Tourneo Custom feels at least two full sizes too large. Even large SUVs like a Land Rover Discovery or Toyota Fortuner seem to shrivel up to the size of a regular car when the Tourneo hoves into view.

Only in the States?

Perhaps in the US, vehicles of this size wouldn't be an issue, but I'd imagine that even in the cities of Europe a bus this brash is just a few degrees beyond manageable dimensions. Only consider if your perception of space is absolutely flawless, and even then be prepared to overlook the occasional scratch and ding surfacing out of nowhere.

Drive Ratings: Handling:

12/20

Ride:

11/20

The Data Drive likes: Very frugal diesel engine.

Enough room for anything. And then a bit more.

Drive dislikes: Uncomfortably large.

A working-class car, totally lacking any measure of pleasure.

Key facts: Ford Tourneo Custom Trend LWB - MP Pricing:

R415 100

Engine:

2198cc four-cylinder turbo diesel

Power:

92kW @ 3500rpm

Torque:

350Nm @ 1450rpm

0-100km/h: Top speed:

Performance:

8/20

Fun Value:

9/20

Kerb weight:

Practicality:

28/20

Transmission:

Total:

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N/A 157km/h 2085kg 6-speed manual

68/100

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ROAD TEST

Renault Clio

Petite styling – Upsize personality

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LISA BENNETT

W

hen I saw the Clio 4 in my garage, my first thought was, “Hang about! There's something different about this one.” I saw immediately what it was as well. In all its incarnations the Clio has never been, in my opinion, petite. There are similar adjectives which have popped into my head upon seeing these cars over the years. 'Dumpy' springs immediately to mind, as does the phrase 'it's really wide for such a little car' and I'm sure I have even, at more than one point, referred to it as 'small' but none of these has the same connotations as 'petite' and petite is what this new model is. It's got a delicate smallness to it which was absent in all previous designs and which I think is fantastic from an aesthetic point of view.

What implications will this new design have for the Clio's continued racing success? Well, I don't know and, frankly, I don't care much because … well, I'm a girl and that kind of thing just isn't as important as how pretty it is and how much space it has and how it feels to drive. And it's certainly pretty. The sweeping black and chrome detailing set into the bottom of the doors is, at the risk of sounding like a drama queen, breathtaking and contributes greatly to that impression of petiteness that I mentioned earlier. It seems to be generally slimmer, without straying into that strange realm of unbalanced skinniness observed in Daihatsus and other cars of that ilk.

Dressed for success The wheels are truly gorgeous and classically Renault – they manage to look both organic and future industrial at the same time and I can't imagine the car would work as a visual package without exactly those wheels on it. That's the thing about this car's looks – it's just so well put together. Each element of the design is vital to its overall effectiveness and they all work perfectly together to make something which is a pleasure to look at.

It occurs to me that I might be giving the impression that the Renault Clio is a delicate damsel, simpering on the sidelines and looking pretty while being pretty useless. It's really not.

It's more like those tiny girls (we all know at least one) who look harmless and fragile but pack a surprisingly solid punch and don't take 'kak' from nobody.

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ROAD TEST

Renault Clio

Punch with panache So, what is this punch the Clio is packing? Well, the one I got to drive around for a week was sporting the 900cc, 66kW Energy engine and you might be surprised to know that, as lyrical as it seems I am able to wax now about its looks, at the time that I was driving my kids to yoga and kick boxing etc. in it, the subject of how it looked barely came up. The first thing I told anyone who expressed an interest in the car was that I couldn't believe it had a smaller-than-1-litre engine. I never got used to how easily it passed other cars on our quiet West Coast roads or the panache with which it slid up a steep hill.

Now, I may not be up on all the racing statistics and I may be fuzzy on what a DSG gearbox is but I am married to a petrolhead so I do understand that the whole 'tiny turbo petrol engine' thing is a bit of a hoax to make people believe they're doing their bit for the environment and the economy by driving a tiny car when, actually, the turbo is causing the car to use at least as much fuel as a larger capacity, naturally aspirated engine would use to produce the same power. I'm aware of this trickery and, in a lesser car, it might have been cause for complaint or, at the very least, a little grousing but, in the Clio, it just doesn't seem to matter.

It doesn't matter because that little Energy engine is so sweet and so good at what it does, that I found myself more than happy to feed it as often as it needed feeding which wasn't even a particularly unreasonable number of times. It's not a bus, after all.

Gender-neutral The controls and steering are light but responsive almost as though the car was designed with women in mind which I, obviously, appreciated. In an interesting dichotomy (for lack of a better word), everything else on the inside of this car is decidedly male. Not ruggedly male like Bear Grylls or Chuck Norris but more of a sophisticated, metrosexual maleness ‌ imagine the interior of a car James Bond would buy for himself if he suddenly found himself in the real world without the endless resources of MI6 at his disposal.

On this model specifically, the actual clever gadgetry is at a bare minimum but our budget Bond would certainly feel at home surrounded by all the two tone fabrics and finishes, the hightech looking digital dashboard and the arbitrary little extras which come as standard like electric defrosting wing mirrors and, yes, I chuckled a little inside when I wrote that because, let's face it, that seems a frivolous addition to a car in which only the front windows open and close using that new-fangled electrickery.

Keeping with the interior and I can tell you that Mrs. Bond and all the little Bondlets (as long as there aren't too many of them) will also fit fairly comfortably in the little Clio with enough baggage for ‌ well, maybe for a couple of nights away but really not much more than that. It is a supermini, after all. The car is equipped with the minimum of entertainment options, with the radio and USB ports being chief among them which might be a problem for passengers but, as the driver, I always found myself more than entertained by the way the Clio handles. This sounds racy, considering I spent all my time with the Clio ferrying my children around but, believe it or not, it is possible to enjoy a car's handling at reasonable and safe speeds. So I did and it was really good fun. It's absolutely stable

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on the road and fairly sails round any bend with admirable accuracy. Good fun indeed.

Drive Ratings:

Great - for the unanchored

Handling:

17/20

Ride:

16/20

Performance:

13/20

Fun Value:

17/20

Practicality:

14/20

So, to wrap it up, this was a great car to live with for a week. In terms of aesthetics, it borders on revolutionary. On top of that it's lovely to drive and it really does have a big personality – it just made me smile. Would I have one? I would. I really would.

Unfortunately, I couldn't. It's really not a family car. Sure, you can use it as a couple and probably even as a family with only one child, leaving two seats free for extra ‌ stuff. With a family any larger than that, this car really is an unjustifiable compromise and I don't think it could function at all as a family's only mode of transport. I would definitely recommend it to all you fancyfree young 'uns, though

Total:

77/100

The Data Drive likes: Dainty, attractive styling.

Amazing urge for such a dinky motor.

Nicely priced too.

Drive dislikes: Not the most generous spec. Does give you all you'd expect for the price however.

Key facts: Renault Clio 66kW Expression Pricing:

R176 900

Engine:

898cc three-cylinder turbo petrol

Power:

66kW @ 5250rpm

Torque:

135Nm @ 2500rpm

0-100km/h: Top speed: Kerb weight: Transmission:

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12.2s 182km/h 1009kg 5-speed manual

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Drive Vs VW Amarok BiTDi Highline 4X2 D/C vs Isuzu KB300 D-TEQ LX

IT'S A GENERATIONAL THING W ith the introduction of the Amarok one-ton bakkie, VW achieved precisely what it set out to do. Which wasn't, at first, to sell a significant stream of this new model straight away. No, instead, the Amarok was designed to really set the cat among the pigeons, as it were.

bolster the impression of low-down grunt while simultaneously driving down fuel consumption.

So, finally, three years after being introduced, the Amarok was really ready to take on the established one-ton legends at their own game. Or so VW maintained.

With big, bold, and square styling which would perfectly complement a US-style "truck" but a compact, fuel-saving 2.0-litre turbo diesel engine under the hood, the Amarok was instantly appealing to a wide variety of bakkie buyers. No, perhaps not as instantly interesting as one of the tried-andtrusted bakkie leaders, like the Toyota Hilux for instance, but nevertheless quite an appealing alternative.

Since we have a "regular" 6-speed manual BiTDi Amarok at our disposal, we decided not to rope in the giant of this niche, the Toyota Hilux, in order to test the refreshed Veedubs mettle. But then again the competitor we did end up with has just recently made it to its sixth generation, so it has a legend in its own right. Yep, it's the new Isuzu KB.

Totally Tweaked

The advantage of experience

It has taken a good few revisions before Amarok actually came right however. First the torque-light four-cylinder turbo diesel engine (the only engine available in the Amarok, albeit with different induction setups for different power outputs) was given a beefier mid-range when the double-cab was introduced in 2011. Then early in 2013 an excellent new 8-speed torque converter automatic transmission was introduced to further

Now although you might instantly think Hilux or Hardbody the moment a one-tonner is mentioned, the KB is likely what you're actually thinking of in place of the Nissan. Isuzu's KB range competes head-on with the biggest boys in this market, but even so the company has bravely gone with a clean-sheet design for this latest version.

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One of the most interesting trends which has been redefining the bakkie market in the last decade, is the rise of the "lifestyle bakkie". Like the Navara and, to a large extent, the Amarok.

Bakkies which are workhorses when they need to be, but can also double as comfortable family drives. With this sixth-gen model, the KB has finally joined the party.

Big Men on campus It starts with the styling. The new Isuzu KB is actually, dare I say it, rather a pretty vehicle. The new face is heavily styled but nothing like as bluff as the VW, with more of an organic feel on the whole. Which is to say, it often looks like it's smiling at you, whereas the Amarok never, ever smiles. It's too hardcore for that, or at least that's the impression it'd like to put out there.

Both are truly large, imposing vehicles. This KB has grown by at least 3% in all directions, and although the softer lines mask this bulk to some extent in the flesh it's still a whole lotta machine to contemplate. The Amarok on the other hand wears its XXL dimensions with pride, the size adding to the undeniable road presence the Amarok styling still commands.

That said, it has lost some of its impact since being launched here in 2010. Whereas the new KB actually manages to make a one-ton bakkie look svelte, almost sexy, despite being similarly sized. To my eyes, the stare-factor contest is definitely a win for the newer KB.

Eminently comparable Both of our test vehicles were highly-specced double-cab but

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4X2 models, so each boasts similar space and equipment levels inside. Both are also almost luxuriously appointed, for bakkies, with comfortable and nicely upholstered seating for five and just about all the mod cons you'd expect of a mid-level saloon.

Although the VW cabin is typically square and austere compared to the more stylised interior of the KB, it also feels ever so slightly the more robust. So by a nose, chalk that battle up to the VW. Which means the decision between these two has to come down to how they actually drive.

Ordinarily, trying to separate bakkies on dynamic criteria like these is a bit of a farce. With their tri-purpose suspension setups and basic workhorse architecture, most of them drive very similarly to each other. Too similarly to really clearly differentiate a winner from a loser.

However, in this case, there's actually quite the tangible difference between these two products. Although all of these modern lifestyle bakkies claim to offer the comfort of a family car with the strength of a workhorse, most of these claims are pure guff. Any car which might occasionally go off-road, and can lug 1000kg over its back wheels without bending the chassis, is going to be inherently compromised in this pursuit.

However, the Amarok does quite a stellar job of actually delivering on this claim. Yes, so the ride is quite unsettled with an empty load bed, it's still surprisingly smooth and that tiny diesel motor is eerily refined. Consumes fuel like a regular sedan too which is always a boon as the petrol price continues to squeeze.

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Drive Vs VW Amarok BiTDi Highline 4X2 D/C vs Isuzu KB300 D-TEQ LX

But it isn't enough to best the sixth-gen KB. The ride on this bakkie is nothing short of remarkable. It soaks up bumps effortlessly without ever feeling like it could float beyond your control - all manner of surface imperfection just gets absorbed into the suspension and chassis without any fuss whatsoever.

Very much like a decent saloon in fact. It's highly impressive.

The KB also has the nicer engine. Although to achieve parity both in price and power we've put a KB 300 D-TEQ (3-litre turbo diesel) against the Amarok BiTDi (2-litre twin-turbo diesel). The numbers show nothing in it, the larger Isuzu unit manages 130kW and 380Nm, while the little VW pips it with 132kW and 400Nm! Pricing? R413 700 for the VW, R410 400 for the Isuzu.

Out on the road though, the bigger D-TEQ definitely feels the more muscular. Where the BiTDi VW can still catch you languishing and threaten to stall on pull off, the D-TEQ feels like it has enough grunt to pull away with no throttle whatsoever.

The Amarok mill is undoubtedly a step on from the original, which felt woefully underpowered, but still can't quite match the more "traditional" capacities for effortlessness.

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Bundu-bashing?

Neither of our test models are full 4X4s, so we didn't take them on our regular off-road test circuit. But both boast enough ground clearance for the odd ditch or donga to pose no obstacle. Again here the more settled suspension of the Isuzu pays off, with this bakkie delivering exceptional ride comfort in any conditions even when the Amarok starts to buck and bounce a little.

When it comes down to it then, the sixth-generation Isuzu KB still has the edge over the newer player by covering all the basics so very well, and then adding some modern style on top of that foundation. The engine is strong and reliable - it may not be quite as modern and therefore not quite as frugal as the smaller mill in the VW, but the payoff is a more effortless driving style. Both vehicles are available as automatics, and I suspect that if we were in these models this judgement would be reversed as the newer, 8-speed VW tranny makes its presence felt.

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However, the very fact that this twice-refreshed Amarok can stand toe to toe with an established player like the venerable KB as the decision comes to a very close call, has to be considered a great job by the team behind the big, burly German bakkie. By the sixth generation of this vehicle, there's every possibility it could have evolved into the undisputed leader from this strong start.

For now though, unless the US-style truck road presence is far more appealing to you than the swoopier shapes of modern automotive design, we highly recommend the new Isuzu KB.

The Data Drive likes: Isuzu KB Nice new suit.

Drive Ratings:

Isuzu KB

VW Amarok

Amazingly refined ride.

Handling:

16/20

16/20

Drive likes: VW Amarok

Ride:

17/20

15/20

Typically impregnable build.

Performance:

15/20

14/20

Fuel efficiency.

Fun Value:

NA

NA

Drive dislikes: Isuzu KB

Practicality:

18/20

18/20

Engine a bit old-school diesel.

Total:

66/80

63/80

Drive dislikes: VW Amarok Motor could still use more guts.

Key facts:

Isuzu KB300 D-TEQ LX

VW Amarok BiTDi 4X2 Highline

Pricing:

R410 400

R413 900

Engine:

2998cc four-cylinder turbo diesel

1968cc four-cylinder turbo diesel

Power:

130kW @ 3600rpm

132kW @ 4000rpm

Torque:

380Nm @ 1800-2800rpm

400Nm @ 1500-2250rpm

6-speed manual

6-speed manual

1142kg

923kg

Transmission: Payload: D RIV E M AG AZ I NE N OV EMB ER 2 0 1 3

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LAUNCH DRIVE INTRO

Money for nothing?

L

eading off our small selection of launch drives in this test-drive-packed issue, is the iconic mid-level limo from BMW, the 5-Series. This first of the F-Series nomenclature was only initially released 2 years ago now, yet BMW reckons it's already worth a mid-life facelift. Which makes some sense considering it's a surprisingly strong seller at the price. Interestingly however they've stopped short of doing, well, anything particularly interesting with this update. Still, a great car to drive or own this one.

Our roving launch reporter also sampled a car you can expect to see in much bigger numbers on our roads, the new Kia Cerato V. Which isn't the fifth generation of the Cerato, but merely a Cerato with five doors (like any other family hatch). With, apparently, a generous dose of Sportitude. Delivered solely through styling alone, at least until the eagerly-anticipated 1.6-litre turbo packing a 152kW punch eventually does arrive. Not exactly how we usually define sportiness here at Drive.

Finally Renault's latest Eastern-European sourced "budget" model, the oddly-named Duster, is aiming high. It intends redefining the compact, affordable SUV segment with an elevated rides and chunky looks. We're just not convinced that something which originally bore the Dacia brand, alongside which at least the name is alliterative, is actually capable of redefining anything. Nevertheless with prices starting at under R200k, it's certainly on the money on the affordability front, which let's face it is really what most people buy cars based on. So we expect to see a generous smattering of Dusters creeping onto our roads and well-manicured fields.

These three cars each represent very different takes on the motoring landscape. A high-end German limo, mid-level family hatch, and "budget" compact SUV have pretty much nothing in common. Although it is interesting to note how carefully and deliberately the Duster undercuts the Cerato in price. The 5-Series, meanwhile, is on that loftier level where it is able to effectively ignore this facet of motoring ownership and simply rely on being a product which defines the pinnacle of its genre, a bit like the Golf GTI in the road tests section, and charge whatever amount BMW like.

If you think about it, very similar levels of engineering effort have gone into all three of these cars. While I may not be a huge fan of the Dacia quality control, there's no doubt it will be a reliable and quite comfortable car to own. Any and all manufacturer is capable of producing cars to at least this basic level of liveability. So the price you pay for the BMW has far more to do with that propeller-shaped branding tacked to the nose, boot, and steering wheel. And not a lot to do with the value of the work that has gone into creating it.

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LAUNCH DRIVE BMW 5-Series

Five By 2 F

irst sight of the newly modified BMW 5 Series and Gran Turismos at a boutique hotel in Sandton impressed with their elegance and size.

The 3 Series sedans are the big sellers for this manufacturer in South Africa, and the Gran Turismos, with their bigger boot space and extra legroom, were added to the 3 range earlier this year.

Strong seller The 5 Series is not in the same class as the 3 when it comes to sales but has nevertheless been a big success in its own right.

More than 7 000 units of the current generation 5 Series have been sold in South Africa over the past three years. The refreshing of the range, as revealed at the recent launch, does not interfere with the basic recipe of big, powerful, luxurious cars packed with advanced technology.

I’m aware that not everyone likes the GT models but they really catch my fancy. The 5 GT is based on a 7 Series platform which puts it a step above the rest of the range in terms of interior space.

In China, that hugely desirable and growing market for luxury car-makers, demand for the GT is high. Buyers there see it as more limo-like than other models and one can picture up-and-coming executives enjoying the generous rear space while being driven to and from appointments. Being in the back would also allow one to use the enormous range of electronic connectivity that business people want to have at their fingertips, all the time.

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BRUCE BENNETT

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LAUNCH DRIVE BMW 5-Series

Of course they would then not have the enjoyment of getting behind the wheel of the car, which would be a shame.

Simply Superb The GT 530d I drove on the roads in northern Gauteng and Northwest, beyond Hartbeespoort and the Cradle of Humankind, was nothing short of superb.

It's rear-wheel-drive, coupled with an amazingly smooth, clever eight-speed auto gearbox and elegant 3-litre, six-cylinder

58

turbodiesel made it an absolute pleasure.

At 120km/h the motor is turning over at a mere 1 500rpm, and the aerodynamics have been improved too, so it won’t just be quiet on the road but also easy on fuel.

BMW says the suspension has been reworked for a better balance between sporty handling and a comfortable ride.

The motor is not dramatic in terms of growling exhaust notes.

This car has the understated efficiency of a bygone era, when

D R IV E MA GA ZIN E N OV E MB ER 2013

the sort of people who now own 5 Series BMWs had butlers and other household servants.

Overtaking slower traffic on the narrow country roads was achieved with instant yet quiet high-speed acceleration.

Pre-emptive performance

If there is one criticism that comes to mind it is that the car is so well-built and full of features that the person behind the wheel can become removed from the driving experience.

It seems to know what you want before you ask, and to attend to those needs extremely quickly and efficiently.

The six-cylinder, three-litre diesel of the 530d puts out 190kW and an enormous 560Nm and all this seems to be available instantaneously.

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It’s like the difference, I suppose, between being a passenger in an airliner and flying a biplane.

But the 5 Series is firmly placed in the 21st century and is jam-

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LAUNCH DRIVE BMW 5-Series dynamic stability control and dynamic traction control, as well as a “brake energy regenerator,” to name but a few.

A built-in concierge service (a call centre that can make arrangements for the driver) and real-time traffic information will be available in 2014. There already is an office feature dealing with messages, diaries, contacts, notes and voice memos, calendars … enough to boggle the minds of normal motorists. BMW Online is now available on Android as well as Apple smartphones.

Other notable features include Driving Assistant Plus, which helps maintain distances to cars in front and slows down or stops if needed. There is also something called Glare Free High Beam Assistant, which allows you to leave your headlights on bright all the time and blocks or reduces the beam for oncoming traffic.

Priced for prestige Prices range from R529 440 all the way up to R952 000 in the sedans, and from R775 000 to R987 644 for the GTs. These prices do not include things like Smart Line and Luxury Line treatments and that long list of expensive optional extras. packed with cameras, computers and radar-like instruments that “read” the road and make appropriate inputs.

Comprehensively covered The range includes four petrol and three diesel units for the sedans and two petrol and two diesels for the GTs. In addition – sometimes, but not always, at extra cost – there is all the hi-tech magic one has come to expect of BMW. There is also a full-hybrid sedan.

One low-tech improvement: the cupholders have been made bigger!

Both lineups boast the 550i as the range-topper. Its 4.4-litre V8 twin turbo produces 330kW and 650Nm. This is said to propel the car from 0-100km/h in 4.6 seconds and claimed to use only 8.6l/100km and produce emissions of 199gCO2/km.

There is an M5 sedan (R1 235 991, 412kW, 680Nm) but it is part of the M range, not the 5 Series.

As far as looks go the sedan is big, stately and impressive. It is at home in any high-priced environment.

As is expected in this market niche, the styling is conservative.

To my eye – and I am probably in a minority here - the GT is more attractive, being more adventurous in its design and, in addition, more functional. There is better leg-room for rear passengers and the boot can take 500litres of luggage (up to 1 700litres with the rear seats folded).

Bewildering options The variety of standard and optional goodies is truly bewildering because some features are standard on some models but optional on others.

Across the range BMW has included Xenon headlights, auto stop-start devices, keyless entry, auto wipers and headlights, 60

Should you buy one? Yes, if you want the prestige of a 5 Series sedan or GT, and have a lot money to spend. I’d suggest having a look at the 3 Series anyway though, especially the GT.

THE DATA BMW 5 Series sedan (four petrol and three diesel models) and Gran Turismo (two petrol engines and two diesels.)

Engines: petrol - from 1997cc (520i and 528i) to 2979cc (535i) to 4395cc (550i). The diesels go from 1995cc (520d) to 2993cc (530d and 535d) Power: 135kW (520i); 135kW (520d); 180kW (528i); 190kW (530d); 225kW (535i); 230kW (535d); 330kW (550i).

Torque: 270Nm (520i); 380Nm (520d); 350Nm (528i); 560Nm (530d); 400Nm (535i); 630Nm (535d); 650Nm (550i).

0-100km/h: From 8.1 seconds (520d) to 4.6 seconds (550i) and lots of impressive times in between for the others.

Top speed: 226 and 225km/h for 520i and 520d, the rest governed at 250km/h Fuel consumption: lowest, claimed, of 5.3l/100km (520d) to 8.6l/100km (550i).

CO2: From 119g/km (520d) up to 199g/km (550i). (all above figures claimed) Sedan pricing: R529 449 (520i); R558 500 (520d); R637757 (528i); R722436 (530d); R719348 (535i); R787475 (ActiveHybrid); R834346 (R535d); R952 605 (550i).

GT pricing: R597962 (520d); R761 785 (530d); R775887 (535i); R987644 (550i).

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LAUNCH DRIVE M5 Competition Package

Big Daddy uprated for track

A

lthough we didn't get to drive it at this launch event, the iconic M5 performance saloon was updated alongside its more conventional 5-Series brethren.

Although the tech and cosmetic updates added to the M5 package are largely the same as those detailed in the launch article, BMW also added the Competition Package as an option for all new M5 customers.

For this ultimate incarnation of the current M5, power is bumped by 11kW for a mammoth total of 423kW, while the optional carbonceramic brake package (a ludicrous R110k option) is fitted as standard. Torque remains unchanged, but now stretches all the way to the 6000rpm mark on the tacho, where it previously tailed off from 5750rpm. All of this apparently cuts 0.1s off the 0-100km/h sprint time of the standard car, an already blistering 4.3s.

But it isn't the whole tale - in fact BMW would rather highlight the track-oriented platform changes in the Competition Package which are extensive. There's are new settings for the M-Diff as well as the hydraulic power steering setup, stiffer spring and damper rates all round, stiffer anti-roll bars, and a lowered ride height.

Cosmetic tweaks, in addition to the new head- and tail-light clusters from the rest of the range, include new 20" alloys, new blacktipped exhaust pipes, and even a redesigned steering wheel aping the new twin-spoke wheel design.

All sounds very tasty indeed, although Car & Driver which has already tested these new models wasn't particularly impressed with the even firmer ride of a so-equipped M5.

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63

ROAD TEST

Kia Cerato V

F

ive for Fighting MERC S- CLASS

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BRUCE BENNETT

T

he news is that the turbocharged Kia Coup is arriving in South Africa very soon. It boasts a 1,6-litre GDI turbocharged four-cylinder engine which produces 152 kW at 6 000 rpm and 264 Nm of torque between 1 750 and 4 500 rpm.

While I have not driven it yet it promises to be a welcome addition to the Kia range which, while it has improved in leaps and bounds since hiring designer Peter Schreyer, has been lacking in the performance stakes.

Striking new 5 A case in point is the striking new Cerato hatch, known as the 5 because of the number of doors (if you count a hatchback opening as a door).

MERC S- CLASS

Now, it looks really good, as almost all the newest Kias do.

I think it is one of the best-looking vehicles in the lineup, along with the Koup. Having seen the new Koup at the 2013 Johannesburg International Motor Show I would have to say the hatch is a more striking car. Of course, it doesn’t have the power …

At the Cerato hatch launch in early October only the entrylevel 1.6 EX was available for driving – pity, because the route was as good as you’ll get on the Highveld, in the region around the Cradle of Humankind, Hartbeespoort and Magaliesberg. There are plenty of long straights mixed with high-speed sweeps and more-twisty bits.

The car comes with a choice of six-speed manual and auto gearboxes. Kia’s claimed figures reveal a modest 95kW at 6 300rpm and a mere 157Nm at 4 850rpm, a 0-100km/h time of 10.1 seconds for the manual (11.6 seconds for the auto) and a top speed, for the manual, of 200km/h (195km/h auto).

Actual fuel consumption over about 180km of country roads was 6.9l/100km and the tank holds 50 litres.

The car is fairly well priced at R229 995 for the1.6 EX sixspeed manual and R239 995 for the auto. The 2-litre EX and more luxurious SX are expected soon. They will have a healthier 118 kW and 194Nm.

Underwhelming?

But at the launch it was up to the 1.6-litre to fly the flag and, as far as performance went, one is tempted to say it was a bit of a half-mast affair. No, that’s too harsh. The 1.6-litre engine felt willing enough on pulloff and, overall, driving the Cerato hatch was a pleasant experience. There was, I must add, not much danger of over-excitement.

On the open road it cruised easily at high speeds but on long uphills (even those that were not particularly steep) I had to use the six-speed manual gearbox to maintain speed. I did not drive the auto-gearbox version.

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65

ROAD TEST

Kia Cerato V inch alloys, steeply raked windshield and swept-back headlights all play their part in achieving this.

There are many useful standard features, including a fullsize alloy spare, 385-litre boot, welcome-home lighting, cruise control, Bluetooth, electric windows and side mirrors, LED daytime running lights, a radio with MP3, iPod and USB compatibility, rear air-vents, six speakers, audio and other controls on the steering wheel.

The entry-level version is equipped with, among many other features, anti–lock braking with electronic brake-force distribution, passenger airbag on/off switch, foglights and six airbags.

Cornering and handling were acceptable. The typical Cerato hatch buyer will probably not push it as hard as people on a media launch so they may be happy with its performance.

The sporty steering wheel and smart instrument panel catch the eye and the rest of the cabin has a quality feel as well.

Kia does not release monthly sales figures for individual models but we are seeing a lot of these increasingly attractive cars on the roads.

One of the big drawcards is the fact that the Cerato range comes standard with Kia’s 5-year/150000km warranty, 5-year/90000km service plan and a 3-year/unlimited km roadside assistance plan.

The new Cerato sedan came to South Africa in May but Kia expects the hatchback to be twice as popular as the sedan.

South Africans have had a long love affair with this class of car.

The Cerato hatch represents Kia’s latest bid to compete at the highest levels of the motor industry, with “five-door” practicality added to a sporty and elegant appearance.

Distinctive tiger, but not in the tank When I first saw the Cerato hatch it struck me as a longer, bigger car than before. Yes, dimensions have increased but it looks as if clever design has made it look even larger than it is.

It has the Kia family’s distinctive tiger grille and the rest of the styling ingredients are masterfully pulled together for a result that is sharp and striking. It does not have to stand back, lookswise, for anything in the very competitive C segment. The 16-

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LAUNCH DRIVE Renault Duster

DONE AND DUST

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By BRUCE BENNETT

TER-ED

W

hy call it a Duster? This was one of the questions at the recent launch of Renault’s new SUV, which comes with petrol and diesel engines and, in the topof-the-range model, four-wheel-drive.

The assembled execs could not really answer the rather irate motoring writer who posed the question, although they did say something about it kicking up dust, and so on.

The fact is the name goes well when you call it a Dacia Duster, Dacia being the east European vehicle firm bought out by Renault so it could have some cheapie options in its range. Dacia not being a well-known name in South Africa, the decision was taken to call it a Renault Duster, which loses the alliteration.

Cleaning those corners Unfortunately in South Africa the word “Duster” brings to mind something you use to clean dirty corners of your house, or perhaps a rag used to polish bits and pieces. It would have cost too much to re-brand this vehicle as a Renault Raider or some such, so Duster it’s going to be.

The thing is, I expect the Duster to be good enough to overcome any irritation or amusement there might be around its name.

Renault has planned it as a world vehicle to outsell the Clio and it has been promoting it hard since its launch here.

I have also noticed some excitement among friends of mine who fall into this target market.

Pricing is the key, as it has been with the Sandero and Sandero Stepway. These vehicles are built to a lesser standard than cars like the Clio but they have given Renault an entrée into the cheapie market and have done well.

The Duster seems to me to be a step up, in terms of quality, from the Sandero. Sure, there is hard plastic on the dashboard, but certainly nothing looked liked it was falling apart. On the contrary, the word “durable” came to mind.

From the outside it is handsome and robust, and inside it is comfortable and fairly spacious, with a big boot.

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LAUNCH DRIVE Renault Duster

When the dust settles...

The 1.6 Expression 4x2 starts at just under R194 900; , the 1.6 Dynamique 4x2, at R204 900; the 1.5 dCi (diesel) Dynamique 4x2, at R219 900 ; and the 1.5 dCi Dynamique 4x4 at R239 900.

The petrol engines produce 75kW and 145Nm while the diesel’s figures are 80kW and a respectable 240Nm. There’s not much to choose in sprint times, with claimed 0-100km/h of 11.5 seconds for the petrol and 11.8 for the diesel. Claimed top speeds are respectively 165km/h and 171km/h while Renault says fuel consumption is 7.5l/100km/h for the petrol and 5.5l/100km. Probably a bit optimistic.

There’s about R45 000 between the cheapest and most expensive models and to my mind the 4x4 is worth the extra money. The cheaper diesel is also a good buy considering how few drivers really go offroad, as opposed to, at worst, attempting gravel tracks. It’s just a question of the 4x4 offering greater confidence, a “just in case” factor.

I can’t think of any other diesel 4x4s in this price range – the cheapest Daihatsu Terios 4x4 is R10 000 more, and that’s with a 1.5-litre petrol engine and a 5-speed gearbox that gets very revvy at highway cruising speeds. The Suzuki Jimny, while amazingly capable offroad, is also not great on long high-speed journeys. And it has only a 1.3-litre petrol engine.

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Renault is not expecting big things from the entry-level 1.6 Expression but has pinned its hopes on the other three, especially the two diesels, both fitted with the 1.5 dCi motor.

Dusting off Renault have pitched the Duster against hatchbacks and saloons in the same price range and are confident its relatively good fuel consumption, value for money and SUV characteristics -including high ride height, “butch” looks and off-road ability - will give it an advantage.

And the appearance won’t hurt. There is a bold front end, with large grille and Renault badge, while at the rear there is a big chrome plate with the word “Duster”. It’s not subtle but Renault’s immediate goal is to establish the Duster brand in this country. Their advertising has been bold, widespread and, I would say, effective.

At the launch only the top-of-range 1.5 dCi Dynamique 4x4 was available. It was put through its paces on tar and gravel sections through the lovely mountains east and north of Cape Town and on a 4x4 course above Hermanus.

It drew admiration for its ability in all these tasks.

Dust Master It does not have a low-range gearbox, but the first gear is so short it allows the Duster to crawl slowly over the sort of D R IV E MA GA ZIN E N OV E MB ER 2013

The 4x4 system is from the Nissan X-Trail, so it is tried and tested. There is a quick-change dial, from 4x2 (front-wheeldrive) to auto (power sent to front or rear wheels as needed) and lock (a permanent 4x4 mode for the tricky bits).

Apart from overcoming the 4x4 course with relative ease, the Duster also shone on the dirt roads, which were muddy in sections, dusty in others and, elsewhere, corrugated. It’s the sort of vehicle that is going to make you seek out the sort of back road we travelled to get back to Cape Town. This part of the world was so magnificent, with the sun setting over the mountains, it was hard to believe it was only a short distance from what we call civilisation.

The auto mode gave a feeling of solid stability on the gravel, and also came in useful on wet, slippery tar over Sir Lowry’s Pass, the Franschhoek Pass and Helshoogte.

Renault have put in a lot of standard items, even in the “cheapie” 1.6 Expression. There are the useful audio controls on a stalk attached to the steering column, so they don’t move around with the wheel, and the familiar onboard computer control at the end of the wiper stalk.

There are roof rails, airbags for front occupants as well as head and thorax bags, electric windows and mirrors, anti-lock braking with electronic stability control, aircon, reverse parking sensors, tinted windows and a radio/CD with MPS, a USB port and Bluetooth. Not bad for cheapie cars.

obstacles most owners will not even attempt. Ground clearance is a useful 220mm.

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The Dynamique models add a touch-screen satnav system, protective skidplate, leather-covered steering wheel, six-speed gearboxes (against the Expression’s five-speed) and other goodies. There are 16-inch alloy wheels on all versions except the 1.6 Expression, which makes do with a space-saver spare while the others get full-size spare wheels.

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LAUNCH DRIVE Renault Duster Renault is aiming this vehicle at people who want a family car costing between R195 000 and R240 000. They should find a lot of takers as the Duster ticks all the usual boxes and offers, in addition, genuine 4x4 ability on the range-topper.

THE DATA: Renault Duster

Dusting for (sales) prints

(two four-cylinder engines, four models)

The Duster represents the ambition of Renault-Nissan CEO Carlos Ghosn, who has decreed that Renault needed a global car. The idea is that it will create competitive economies of scale and high sales volumes. Priority markets have included Latin America, India (where the Dusters coming to South Africa are built), Europe and Russia.

Engine: 1 598cc petrol and 1 461cc turbodiesel

The plan is to make it the “most-sold” model in the Renault group, with a target of 400 000 global sales in 2013 already within reach.

0-100km/h: 11.5 seconds (petrol) and 11.8 seconds for the diesel

The Dusters come with Renault’s standard five-year/150 000 warranty and a three-year, 45 000 service plan – I’d have liked to have seen that distance extended, more as an initial confidence-booster than anything else.

Power: 75kW at 5 850rpm (petrol) and 80kW at 3 900rpm (diesel) Torque: 145Nm at 3 750rpm (petrol) and 240Nm at 2 250rpm (diesel)

Top speed: 165km/h (petrol) and 171km/h for the diesel Fuel consumption: 7.5l/100km (petrol) and 5.5l/100km (diesel).

CO2: 180g/km (petrol) and 143g/km (diesel) (all above figures claimed) Fuel tank: 50 litres Pricing: R194 900 (1.6 Expression 4x2); R204 900 (1.6 Dynamique 4x2); R219 900 (1.5 dCi Dynamique 4x2); R239 900 (1.5 dCi Dynamique 4x4)

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Renault Duster sidebar

No Limits!

While the Duster may only have made it to SA shores this year, the car was actually launched to international markets way back in 2010 while we as a nation were fervently preparing for the SWC. A year later, in 2011, a specially-modified Duster No Limit entered the celebrated Pike's Peak hill climb event, and ended up with third place overall as well as a host of acclaim from competitive teams and organisers alike. The final time for the run - 10m17s in the hands of France’s three-time TrophÊe Andros champion Jean-Philippe Dayraut.

Of course this was no ordinary Duster - in fact the vehicle had little but the name in common with the family car you see here. It developed 850hp, a figure which couldn't match the

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outputs of competitors in the prototype class it entered, from the 3.8-litre twin-turbo V6 ordinarily found in the nose of the Nissan GT R. Specially built and tweaked by Sodemo of course.

In a car weighing 950kgs.

This power went to all four wheels through a Sadev sequential six-speed race 'box, while the chassis which was ultimately deemed the most efficient at the 2011 event was co-developed

by Tork Engineering in association with Renault Sport.

As usual for motorsport applications, this gorgeous little oneoff vehicle has literally no relevance to the motor car driven at the launch of this new model, and never will. It was simply a fun (and no doubt quite expensive) way to promote the Duster name across the globe, but it can only be viewed as a success thanks to the stellar result!

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TOP 5

CAR CATEGORIES

What’s it all about?

PASSION RATINGS

The Drive Magazine Top 5s section isn’t a listing of the highest-scoring cars coming through our road-test regime. In fact, here the rankings have as little as possible to do with any empirical, data-driven evaluation of this passion called motoring, and everything to do with unchecked emotional appeal.

Although we’re irrepressible, self-confessed performance freaks at this publication, making it into the Top 5s requires far more than just the smallest 0-100kph time. Any vehicles on these pages have left us deeply saddened to say goodbye to. They aren’t necessarily the priciest of machines, the most beguilingly beautiful, or the most pulverisingly potent. They’re simply cars which we, as petrol heads, absolutely adore - and think that you would too if motoring runs in your veins. Our very own passion-gauge for the hearts and souls of cars.

One thing that you won’t find any of on the following pages, are electric cars. Only internal-combustion motors have soul, at least any soul that we can connect to as internal-combustion-based machines ourselves.

If you strongly disagree, drop us a line on Top5@drivemagazine.co.za. Next month, it could be your75 car D RIV E M AG AZ I NEor Nwholeheartedly OV EMB ER 2 0approve, 13 choices walking away with the entirely fictional prize-money. Lots of it. Tons. We promise.

TOP 5 BAKKIES 1

Ford Ranger Wildtrak Highs: Not the toughest, the most refined, or the most modern. But the coolest. Lows: V6 turbo diesel quite thirsty.

Quickie: Strangely, the new BT-50, which is really the same car as this, shouts loudest about its auto gearbox option. The Wildtrak on the other hand splashes the fact that it's a 6-speed manual boldly down the already be-graphiced flanks. I love this bakkie.

Factoids: 3.2-litre turbo diesel motor, 147kW, R422 161

2

Toyota Hilux Legend 40 Highs: The King for a reason.

Lows: Costs a princely sum for a reason.

Quickie: The Hilux Legend series from Toyota really is the ultimate incarnation of the ultimate 1-ton bakkie in the market - it somehow manages to feel very special, like the infdomitable Hilux spirit is more liberally sprinkled on these models. There isn't a Legend model in the new Hilux line just yet, but the Raider V6 petrol (or D4-D) is still a winning choice.

Factoids: 4.-litre petrol V6, 175kW, R475 900

3

Hyundai H100 Highs: Unashamedly workmanlike.

Lows: Unashamedly workmanlike.

Quickie: There's none of this half-baked leisure idea with an H100 bakkie - it's a workhorse and that's it. But, it's a superbly good one. Tough, reliable, versatile, with a well-judged price. For on-road, in-town load-carrying work it's practically guaranteed success.

Factoids: 2.6-litre diesel, 58kW, R171 900

4

Chevrolet Corsa Ute Highs: All the strengths of the venerable Opel Corsa Ute, but with a bowtie.

Lows: Prestige range-toppers a bit too flash.

Quickie: Ignore the pricey and unnecessarily decked-out Sport model, and you've got a solid, honest machine in this Chev. Even if it is obvious the "American" brand-name has just stolen the Opel Corsa Ute. Comfortable enough to drive around in all day, and handsome enough to take home for the weekend too.

Factoids: 1.8-litre petrol engine, 77kW, R166 900

5

Chevrolet Lumina SS Ute Highs: All-American V8!

Lows: Not really an ideal load-carrier. Can't even carry petrol very far.

Quickie: All right, so this second Chevy in this list is a bit of a cheat really. Even Chevrolet SA admit this isn't exactly a workhorse, with most owners treating them more like 2-door sports coupes than 1-ton bakkies. Still, the character offensive is so maxed-out, that on passion alone, it should actually be the top of this category.

Factoids: 6.0-litre petrol V8, 270kW, R467 900

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TOP 5 BUDGET BUYS Nissan Micra Highs: Surprisingly willing for a three-cylinder Lows: Noisy cabin.

1

Quickie: When Nissan redesigned the popular Micra, it went to great lengths to lighten the load, which in turn allowed it to fit a small, 1.2-litre three-cylinder motor without making it as slow as a geriatric snail. The result is a budget car which is actually a pleasure to be in.

Factoids: 1.2-litre petrol motor, 56kW, R112 900

VW Polo Vivo Highs: Proper German build-quality.

Lows: Really, really sparsely equipped.

2

Quickie: VW replaced the Citi Golf as it was based on 20 year-old technology, with the Polo Vivo, at the time built on the previous-generation Polo platform but with new running gear. Whatever, it's a great car to drive. Not very richly appointed no, but feels positively impregnable all the time. Easily worth the money.

Factoids: 1.4-litre petrol, 55kW, R110 500

Renault Sandero Highs: Well, it is quite cheap.

Lows: Rough and ready build.

3

Quickie: The Sandero quite frankly appalled us when we first drove it, with bad mouldings and exposed metal edges all over, not to mention a gravelly-feeling power plant. It sells very well however, because of the aggressive pricing, so for that it has to deserve a spot on this list. Seriously though, consider a Vivo or Micra please if you want to continue to enjoy driving.

Factoids: 1.4-litre petrol, 55kW, R112 900

Chevrolet Spark Campus Highs: Cheap to own and run.

Lows: Not the most stable highway cruiser.

4

Quickie: Yes, you do get an even cheaper Spark, the Spark Lite, but that car is so devoid of anything it's hard to recommend. That said, even at this price point, it's not the most lovable machine. Weird looks (to us at least), no performance, and a bit of a wanderer when out on the highways.

Factoids: 1.2-litre petrol engine, 60kW, R103 500

Chery QQ 0.8 TE Aircon Highs: Wow that's cheap.

Lows: You might be too scared to drive it.

5

Quickie: The last Chery I drove was actually the larger JJ, with a 50kW 1.2-litre engine, and it was easily the scariest car I've ever driven, largely because it struggled so just to crack 120km/h that on highways you were always stuck between much larger trucks in the slow lane unable to risk venturing an overtake. Colleagues in the industry tell me the QQ is getting better in terms of quality but with 38kW it's likely still a white-knuckle highway experience. Try to up your budget to R100k.

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TOP 5 HATCHBACKS 1

Mercedes-Benz A-Class Highs: Merc quality in hatchback package.

Lows: Quite pricey.

Quickie: The all-new A-Class is a huge step on from the upright, frumpy car it replaces with sleek new styling and some actual excitement in the engine-range available, even if you do have to pay quite handsomely for the privilege. Still, it's a great drive and the new class of "executive hatchbacks".

Factoids: 2.0-litre petrol motor, 155kW, R392 606

2

VW Golf 7 Highs: Supremely rounded.

Lows: Dull styling.

Quickie: Although the new Golf 7 looks very much like the outgoing model, it's an allnew car under the skin. And VW has extensively re-engineered the whole thing for the modern world. Lighter and with smaller, more efficient engines, the Golf 7 nevertheless doesn't fail to impress with its exceptional ride quality.

Factoids: 1.4-litre turbo petrol, 90kW, R249 900

3

Renault Clio 4 Highs: Growly three-pot turbo.

Lows: Not as quick as it likes to think.

Quickie: The new Clio 4 from Renault seriously impressed us despite being powered by a mere 0.9-litre three-cylinder motor. Still, the exterior is powerfully eye-catching, the interior well built and superbly specced, and the price a very nice surprise!

Factoids: 0.9-litre turbo petrol, 66kW, R169 900

4

Hyundai Veloster Highs: A Turbo Hyundai! At last!

Lows: Three-door layout a bit "quirky".

Quickie: All right, so at the time of writing we hadn't actually driven this car as yet - it's launching this week in SA and we can't wait for our first taste. Still, the quirky three-door layout (four, with the hatch) and turbo charged power should really stir our market up when it has arrived!

Factoids: 1.6-litre turbo petrol engine, 150kW, R???

5

BMW 1-Series Highs: Finally a chassis to match the promise.

Lows: 8 speeds just too much for a gearbox.

Quickie: Yes, the 1-Series has finally come right in this latest version, although the M135i is really a bit much for most. But if you want a reliable, high-quality, relatively quick and every day useable hatch, the 125i is a superb buy. If your budget has a bit of stretch in it, of course, particularly when you start ticking options.

Factoids: 2.0-litre turbo petrol engine, 150kW, R347 500 78

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TOP 5 HYPER HATCHES Audi A1 1.4 TFSI 136kW Highs: Dynamite! Has to be.

Lows: Not a one. Quite small. But it is an A1, did you expect a people-carryer?

1

Quickie: Yes it might not strictly be a hyper hatch, more a hyper city car really, but if you don’t need the bit of extra practicality you might get from a Focus ST, there’s little better way of spending R330k on some motoring fun. As quick as a GTI and even more nimble thanks to the low weight, this relatively unassuming car gives all the others here a pasting for pure driving fun.

Factoids: 1.4-litre turbo and supercharged petrol motor, 136kW, R312 000

Renault Megane RS Trophy Highs: It isn’t the power. It’s the cornering traction.

Lows: Runs out of steam at the top end.

2

Quickie: The Renault RS nomenclature has a significant global fan-club, all of whom insist this is undoubtedly the fastest hyper hatch on the market because of some Nurburgring times. Drive the Trophy and you can see where the result comes from - the uncanny traction through the bends thanks to the Trophy chassis and suspension setup, which isn’t quite as uncomfortable as expected, and those special sticky tyres. Other than that, and the tacky sticker job, there isn’t that much to recommend over a “standard” RS. Factoids: 2.0-litre turbo petrol, 195kW, R409 900

VW Scirocco R Highs: Razor-sharp front end.

Lows: Seriously expensive now.

3

Quickie: Of the 2-line VW R range, it’s the Scirocco you want if you’re looking for pure driving thrills. Pumping 188kW through the front wheels alone makes for far more excitement than the heavier, AWD Golf R, and the Scirocco responds to this fact with a beautifully judged setup creating a front end almost as sharp as the Megane RS Trophy. But with a much more comfortable ride.

Factoids: 2.0-litre turbo petrol, 188kW, R433 900

Focus RS Highs: Embodiment of this over-endowed breed.

Lows: Long gone.

4

Quickie: Sadly the limited-run of these special cars is long over, and all the hype regarding the 2014 model is still just rumour, unconfirmed by Ford. Still the legend of this car, crafted by those retina-searing paintjobs and comically pumped arches, lives on. If you find one selling second-hand, just buy it straight away.

Factoids: 2.5-litre turbo petrol engine, 224kW, R N/A

BMW 135i M Sport Highs: Explosive power without corrupting the helm.

Lows: Everyone’s going to order it with the 8-speed Sport Auto.

5

Quickie: The new 3-door M135i has been billed by the motoring press as a 1 M with the option of an auto ‘box. It isn’t quite of course, but then it’s also much cheaper, and you can buy one right now, which has to be worth something. Either way, with a finally sorted RWD chassis and that creamy turbocharged straight-six powerplant, it’s difficult to go wrong with this one.

Factoids: 3.0-litre turbo petrol straight-6, 235kW, R445 500 D RIV E M AG AZ I NE N OV EMB ER 2 0 1 3

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TOP 5 ROADSTERS/COUPES 1

Peugeot RCZ Highs: A consummate all-rounder.

Lows: Does occasionally feel a bit girlie.

Quickie: The Peugeot RCZ is a genuinely delightful surprise to drive. It packs the turbo charged punch of a Cooper S into a sublimely shapely body with, most importantly, suspension actually capable of absorbing the occasional bump. It's our favourite small coupe on the road today, simply bubbling over with joie de vivre.

Factoids: 1.6-litre turbo petrol motor, 147kW, R419 500

2

BMW 1 M Coupe Highs: Huge adrenaline spikes before even climbing aboard.

Lows: Will almost certainly kill you.

Quickie: Perhaps the Z4 is more suited to this category, but there aren't any in the current range that excite us enough. One thing the extremely limited-run 1 M Coupe never, ever comes up short on. What an absurdly desirable little machine, even if it will most likely spit you off the tarmac sooner or later.

Factoids: 3.0-litre twin-turbo petrol, 250kW, R590 900

3

Porsche Boxster S Highs: Driving purity.

Lows: It's quite, erm, low. For getting in and out, you see.

Quickie: Before I'd been behind the wheel of one, I scoffed at the Porsche Boxster for being the Porker for hairdressers and lady-boys. I did. But when you're behind the wheel, even the entry-level version feels special. Communicative, absurdly precise, beautifully engineered and just raring to strut its stuff. And the latest incarnation is honed to perfection.

Factoids: 3.2-litre petrol flat six, 232kW, R699 900

4

Toyota 86 Highs: Pert, pure Japanese-sportscar looks.

Lows: Needs more grunt.

Quickie: Yes, it does need a touch more power, but nevertheless the 86 is basically a masterpiece. A performance home-run from a company who seemed to have forgotten everything it once new about performance. Light and therefore extremely agile, the 2.0-litre nat-asp engine tries hard enough and makes a nice enough noise, but never really compresses the seat-cushions behind you. Still, this car affirms that Toyota still has a heart dripping with driving passion.

Factoids: 2.0-litre petrol engine, 147kW, R298 500

5

Audi TT RS Highs: Turbocharged inline-5 harks back to ur-Quattro.

Lows: So grippy it can feel inert, cold.

Quickie: In actual fact, we were hoping to get the sleeper TT S in here, but that model is no longer part of the current range. It was the real pick of the TT litter, with the 2.0-litre turbo motor in S3 state of tune powering the front wheels only. The RS on the other hand, is way over the top in every way. OTT power from the OTT vocal 5-cylinder turbomotor, OTT grip from the famed quattro AWD, OTT price. Still, OTT fun too, and you can apparently still buy them new unlike the 1 M. Factoids: 2.5-litre turbo petrol inline-5, 250kW, R716 900

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TOP 5 SPORTS COUPES BMW M3 Highs: All things to all men.

Lows: End of life.

1

Quickie: It's the icon. The benchmark. The definition of a motoring niche basically. It's also, sadly, about to be replaced, and it's the last of the naturallyaspirated BMW M cars too. The new model might be returning to a straight-six, but there's talk it could be tri-turbo too, which will mean more power yes but invariably less passion. A characteristic which still oozes from the existing M3.

Factoids: 4.0-litre petrol V8, 309kW, R852 900

Porsche 911 Carrera S Highs: It isn't the power. It's the cornering traction.

Lows: Runs out of steam at the top end.

2

Quickie: The Renault RS nomenclature has a significant global fan-club, all of whom insist this is undoubtedly the fastest hyper hatch on the market because of some Nurburgring times. Drive the Trophy and you can see where the result comes from - the uncanny traction through the bends thanks to the Trophy chassis and suspension setup, which isn't quite as uncomfortable as expected, and those special sticky tyres. Other than that, and the tacky sticker job, there isn't that much to recommend over a "standard" RS. Factoids: 3.8-litre petrol flat-6, 294kW, RR1 192 000

Mercedes C63 AMG Highs: Sounds like the God of War. Lows: Drinks like the God of Winos.

3

Quickie: The C63 AMG is packing even more of a heavyweight punch than ever, but in latest form at least has a chassis with some chance of harnessing this savage force of nature. It still isn't anywhere near as precise as the M3 of course, but at least it no longer tries to ride a bucking bronco on an ice-rink.

Factoids: 6.3-litre V8 petrol, 336kW, R977 100

Lotus Evora S Highs: A classic recipe for the modern age.

Lows: Sports Racer variant not for SA.

4

Quickie: Lotus Cars seem to do such small volumes in SA, because they aren't M, AMG, or Porsche, that you just don't see enough of these flowing, feline shapes on our roads.

Yet the Evora is a sublime car to drive. Fast, light on it's feet and astonishingly compliant it's a joy on any trip. Deserves to be seen more, really.

Factoids: 3.5-litre turbo petrol engine, 258kW, RN/A

Audi RS5 Highs: Another gem of a V8.

Lows: Quite aloof.

5

Quickie: We did toy with doubling-up on BMWs in this category, and replacing the RS5 with the new M6. However although that car is a lot faster and RWD, the turbocharged V8 model will still always give best to a properly engineered naturally-aspirated V8, the 4.2-litre example of which situated in the nose of the Audi RS5 is quite simply a peach which will send shivers down your spine.

Factoids: 4.2-litre V8 petrol, 331kW, R875 000 D RIV E M AG AZ I NE N OV EMB ER 2 0 1 3

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TOP 5 SUPER SALOONS 1

Aston Martin Rapide S Highs: 6.0-litre V12 symphony.

Lows: Seriously? No. Quickie: Although Porsche may have been among the first to cotton-on to a new breed of customers wanting a high-performance and luxurious limousine with the Panamera, the Rapide actually managed to make this odd combination into something magnificently gorgeous. Add in Aston's venerable 6.-0litre V12, and the soundtrack of an attacking Spitfire, and you have purest automotive Nirvana.

Factoids: 6.0-litre petrol V12, 416kW, RTBC

2

Porsche Panamera S Highs: An incredibly fluid drive.

Lows: Lacks the grunt of the Turbo.

Quickie: The Panamera has always been, well, undeniably ugly really. However, the first time I drove one, I realised why it sells so well nevertheless. The Turbo is devastatingly rapid, but for us this S is the greatest. Still has decent shove from the V8 in the nose, but RWD rather than AWD makes threading it down your favourite piece of road far defter and more satisfying. Just try not to look at it.

Factoids: 4.8-litre petrol V8, 294kW, R1 126 000

3

Jaguar XFR Highs: Momentous shove on tap.

Lows: Supercharger annihilates fuel.

Quickie: Jaguar's XFR sacrifices some of the nicely understated strengths of the brand by using a supercharged V8 which is never anything short of thuggish. It bellows hard under power, but can mooch along comfortably as well, while the suspension foregoes iron-fisted control for all-round flexibility. A real event.

Factoids: 5-litre supercharged V8 petrol, 375kW, R1 043 200

4

BMW M5 Highs: Head-scrambling power.

Lows: Artificially-enhanced soundtrack.

Quickie: As much as we continue to hate the idea of a synthesised soundtrack to cover up for the muting of the V8 voice thanks to the twin turbochargers, there's no denying the effectiveness of the new M5s engine configuration. Blown in this way, the 4.4 seems to gain almost endless reserves of colossal power, enough for the engine to start to really dominate the show.

Factoids: 4.4-litre twin-turbo petrol V8, 412kW, R1 145 500

5

Maserati Quattroporte Sport GT S Highs: Raw, unadulterated Italian style.

Lows: Is outdriven by the Panamera.

Quickie: Although the Porsche Panamera may largely be credited with defining the new breed of ultra-luxury sporting saloon, the Italians have been delivering on this brief for some time through the Maserati brand. The Quattroporte is pure Italian automotive passion distilled into four-door form.

Factoids: 4.7-litre V8 petrol, 330kW, RPOA

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TOP 5 4X4S Toyota Land Cruiser Highs: The Toughest. Period.

Lows: A very rough ride.

1

Quickie: Toyota's Land Cruiser has been the mainstay of African expeditioning for a very long time, and there's a very good reason for this. It's unstoppable. Practically unbreakable. Can almost always be fixed with a hammer. And has dual fuel tanks for a range of comfortably over 1000km even on the roughest terrain. Now even available in a station wagon.

Factoids: 4.0-litre petrol motor, 170kW, R417 900

Range Rover Vogue SE TDV8 Highs: Effortless everywhere.

Lows: Have been some build-quality issues.

2

Quickie: The Defender might be the more macho, but the Rangie has off-road capabilities that even this legend struggles to keep pace with. And it's all packaged into a vehicle which feels positively regal regardless of the surface being conquered, with bundu-bashing abilities which will flatter the beginner but beguile the expert offroader. The new model adds even more power to the awesome TDV8 motor as well, which is always a good thing.

Factoids: 4.4-litre turbo diesel V8, 250kW, 6.9 s sprint, R1 464 100

Nissan Pathfinder 3.0dCi V6 Highs: Mountains of torque.

Lows: Feels seriously big all the time, and not that light on fuel either.

3

Quickie: We found the Pathfinder with the V9X turbo diesel motor to be lacking very little, especially at the price this thing sells for. It's very well equipped, comfortable and refined on the road, and then strong and capable off. It suited the family just fine on long trips, and it even turns a fair deal of heads. It does struggle to fit in an averagesized garage however...

Factoids: 3.0-litre turbo diesel, 170kW, 8.9 s sprint, R652 000

Suzuki Jimny Highs: Much, much more capable than you'd ever expect.

Lows: Noisy on the highway, and definitely lacking grunt.

4

Quickie: At the launch of the Jimny I remember looking at the off-road track and thinking the Suzuki guys were mad. Admittedly we did struggle a bit with some of the more technical obstacles, but some perseverance saw everyone through to the astonishment of everyone who hadn't yet driven the car. A never-say-die attitude goes a long way in this activity.

Factoids: 1.3-litre petrol engine, 63kW, R201 900

Toyota FJ Cruiser Highs: Most of the ability of a LandCruiser, but much more charm.

Lows: Quite heavy on fuel. Quite heavy generally in fact.

5

Quickie: Toyota have pulled off some black magic with the FJ - it doesn't ride anywhere near as rough as either a Hilux or a LandCruiser, and yet show it some challenging tracks and it'll perform comparably to this daddy of 4X4s. Yet take it back onto the road, and it's impressive there too. And to top it all off, it looks and feels like the toy it is.

Factoids: 4.0-litre petrol engine, 200kW, 7.6 s sprint, R457 600 D RIV E M AG AZ I NE N OV EMB ER 2 0 1 3

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TOP 5 HYBRIDS 1

Lexus GS450h Highs: Such a classy interior.

Lows: Practically none.

Quickie: Quite probably the best hybrid we've driven to date, although we have been avoiding the Porsche Cayenne. Anyway, the GS450h even manages to squeeze a decent noise into the cabin when the 3.5-litre V6 is working hard, which is nice.

Factoids: 3.5-litre petrol motor, 252kW (combined), R799 800

2

BMW ActiveHybrid5 Highs: Fabulously built, cheaper than the GS. Lows: Still drinks heavily.

Quickie: Quite a silly one this. When you wake that performance-oriented 3.0-litre turbocharged six, the ActiveHybrid5 really starts to drink. And you have to, quite a lot, because of ridiculously limited battery capacity. Nice to drive though, even if it couldn't so much save a minute little planetoid.

Factoids: 3.0-litre turbo petrol, 225kW (petrol only), R757 300

3

Toyota Yaris HSD Highs: Very light on fuel.

Lows: Very expensive up front cost.

Quickie: It's a lot of money to pay for a Yaris. Fortunately there will soon be a cheaper Auris HSD, bringing the technology further down the price scale. Anything particularly outstanding about the way it goes? Well, no. Not really.

Factoids: 1.5-litre petrol, 55kW (petrol only), R230 600

4

Lexus CT200h Highs: Not a Prius.

Lows: Sheep in wolf's clothing.

Quickie: This spot was meant to be for the Prius, but we just couldn't bring ourselves to recommend that car. This is the same vehicle, sharing the same dreadful boredom the Prius provides, but at least it looks quite nice. Don't get the F-Sport though, the standard one is the same price as the Prius and isn't quite so much "all mouth and no trousers".

Factoids: 1.8-litre petrol engine, 100kW (combined), R370 500

5

Porsche 918 Spyder Highs: Race-derived V8.

Lows: Well, it's not yet real. As such.

Quickie: All right, you got us, this isn't fair because the 918 only exists as testing mules so far. Still, a hybrid powered largely by a rip-snorting V8s with motorsport roots - this could be the hybrid to finally change our minds. Although at a projected price of just on R20mill, maybe not.

Factoids: 4.6-litre petrol engine, 433kW plus 181kW electric power, circa R20m

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TOP 5 SALOONS BMW 535i Highs: As agile as a 3, as comfortable as a 7.

Lows: None.

1

Quickie: The latest-generation 5-Series is a saloon so capable, that in a purely logical world it would be the car that all middle to upper execs would drive. It's big and luxurious yet balanced and agile when pushed, with the 3.0-litre turbo motor delivering plenty of puff and the RWD layout endlessly entertaining. It's a class act, pure and simple.

Factoids: 3.0-litre turbo petrol motor, 225kW, 5.9s sprint, R679 900

Lexus GS350 Highs: Impregnable build.

Lows: Can still spot the Toyota switchgear.

2

Quickie: Lexus has been targeting the BMW 5-Series for so long with the GS, that I think even it was surprised when the latest-generation model ended up coming so remarkably close to this perennial rival. The 350 might lack some of the firepower of the turbo charged 535i, but it makes up for that with a wonderfully vocal character and a naturally-escalating power curve that actually quickens the pulse sufficiently. And you get all the luxuries already in place for the price you pay.

Factoids: 3.5-litre petrol V6, 233kW, 6.3 s sprint, R584 200

Suzuki Kizashi Highs: Lovely, unique looks.

Lows: Engine might lack a little top-end bite.

3

Quickie: Most people are unlikely to believe us when we tell you that the Kizashi is one of the most underrate cars on the roads today - we hardly ever see one despite knowing just how brilliant it is. It's got a peppy, zingy 2.4-litre four-cylinder engine which can't compete with larger competitors but is characterful and eager in its responses, a chassis which is sharp and yet fluid, and styling which is delectably unconventional.

It's a winner, even better than the very similar Honda Accord for lacking that cars oppressive, and expensive, new-age electronic safety gadgets.

Factoids: 2.4-litre petrol, 131kW, R319 000

Audi A4 1.8T Highs: Sleeker than ever, and an example of downsizing actually working.

Lows: Typically overservoed brakes.

4

Quickie: The new 1.8T motor in the A4, which effectively replaces the old 2.0T, actually delivers what the manufacturer claims. That is, a thick wedge of low-down torque, sufficient power, and a useful saving at the fuel pump. You're really not likely to miss the little bit of extra power from the old 2.0T, and the chassis is sharper than ever in vanilla FWD, manual format.

Factoids: 1.8-litre turbo petrol engine, 125kW, 8.1s sprint, R333 900

MG6 Highs: Cheap yet distinctive.

Lows: Old-school tech, and you will be the butt of jokes.

5

Quickie: The Chinese-built MG6 might feel a little flaky and certainly isn't all that polished technology wise, but it's a lot of car for not a lot of money. Yes there are rumours of reliability issues but then when was the MG brand a paragon of virtue in this regard anyway? One of the best Chinese efforts we've yet sampled.

Factoids: 1.8-litre turbo petrol engine, 118kW, 8.4 s sprint, R239 900 D RIV E M AG AZ I NE N OV EMB ER 2 0 1 3

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TOP 5 SUPERCARS 1

Pagani Zonda F Highs: Rolling artwork.

Lows: Out of production.

Quickie: The Zonda may have been replaced by the Huayra already, but this turbocharged active-aero tech-feast hasn't managed to replace the original in our hearts. Something about a 7.0-litre naturally-aspirated V12, minimal weight, a manual transmission and RWD just gets the purist in all of us slavering at the mouth. Ultimate pin-up car.

Factoids: 7.3-litre petrol motor, 443kW, R20m

2

McLaren MP4-12C Highs: Monumental thrust.

Lows: Too quick for the road.

Quickie: The MP4-12C redefined the mid-level supercar category. It is so fast that the thought of a much more focussed version, the P1, seemed quite insane when you were behind the wheel and hanging on as the turbos lit fully in second gear. It's savage, relentless power mounted in a chassis which is rigid and light. Stupendous.

Factoids: 3.8-litre twin-turbo V8, 440kW, 3.2 s sprint, R3.2m

3

Audi R8 V10 Highs: Lamborghini V10.

Lows: Momentum and weight of the engine can catch you out.

Quickie: The R8 V10 is just mega - and you don't have to have the violent R-Tronic transmission - there is a manual gearbox available as standard. The chassis manages to make the screaming 5.2-litre V10 accessible most of the time, although it can be caught out now and then, usually leaving the driver quite surprised indeed. Thanks to AWD however, these moments are usually catchable.

Factoids: 5.2-litre V10, 386kW, 3.9 s sprint, R1.9m

4

Nissan GT-R Highs: Otherwordly deployment of all that power.

Lows: Not the most musical supercar ever.

Quickie: Because we were badge snobs, we at first criticised the GT-R for having pretensions beyond its means, so to speak. This was no supercar we argued - not special enough, not expensive enough, not prestigious enough. However, what it is, is fast enough to destroy most of these more hoity-toity competitors. So it's earned its place.

Factoids: 3.8-litre twin-turbo petrol V6, 397kW, 2.9s sprint, R1.4m

5

Aston Martin Vantage S Highs: Best engine noise ever?

Lows: Roadster version we drove not the most rigid.

Quickie: The original V8 Vantage was only really lacking in one area - power. While this tweaked Vantage S still isn't a headline-grabber in terms of outputs, it now feels like it has enough to justify full supercar status, albeit in a junior supercar role. The Vantage makes up for this with supermodel looks, an operatic voice, and a magnetism which only a rareified few might replicate.

Factoids: 4.7-litre petrol V8, 321kW, 4.7 s sprint, R1.6m

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