Drive Magazine Oct 09 by Combustion Publishing

4 News

Lots of cool stuff from Frankfurt of course, plus the latest local introductions.

34 Drive Competition Win your own copy of the

just-launched racing game extraordinaire, Need for Speed Shift with Drive Magazine and Electronic Arts SA!

36 Drive Feature Renault’s Raciest –new Clio RS driven in SA.

48 Drive Feature Jag’s slinkiest cats seduce Drive correspondent Christo Valentyn

56 Drive Feature The new FIAT Linea = Italian looks, Indian powerplant?

64 Drive Feature Lexus breaks cover with more macho SUV – updated RX range driven.

74 Drive Versus It’s another family feud, this month Phuti Mpyane squares Scirocco up to GTI 6.

84 Drive Columns Russell Bennett on fuel economy,

while Steve Allison ponders just how some companies think in a recession

90 News Feature

Behind the evolution of BP Ultimate

96 Drive Tests FIAT Grande Punto T-Jet 106 Drive Tests

Volkswagen Tiguan 1.4 TSI Track&Field

118 Drive Tests Triumph Daytona 675 126 Drive Tests

Nissan NP200

134 Drive Tests Kawasaki ZX-6 Monster 144 Drive Tests Nissan Navara 2.5dCi King Cab 152 Drive Tests

Golf 6 2.0 TDI Highline

158 Drive Tunes Christo Valentyn reviews some of the latest

albums, and thanks to the generous record labels gives you another chance to win something for nada!

162 The Drive Portal

Sharing some old-time driving tales with ATC extraordinaire Bob Allison.

N ews

The

latest news out of FIAT is

Except

the

new

FIAT Punto

something we really have to take

however. Although

offense at. For a full report on the

engines

Grande Punto T-Jet check out the

Grande Punto range, theyâ&#x20AC;&#x2122;re really

Road Test section in this issue, but

economy- rather than performance-

in the meantime answer me this one

focussed,

question. What is the meaning of the

derivative. Then you add a lot of mass,

three little letters Evo as attached to a

not least of which comes from the

car model name?

7-airbag safety system, some new

this

even

there

Evo

are

evolution

including

new

the

diesel

technology like the next-generation Correct. The Evo is faster. Possibly

Blue&Me â&#x20AC;&#x201C; TomTom integrated Blue-

lighter, possibly more powerful, what-

tooth/GPS combo, and more economy

ever. The Evo is faster.

features like Start&Stop, the operation

DRIVE M AGAZINE OCTOBER 2009

News

of which is pretty self-explanatory these

time. It isn’t even just a cosmetic tweak,

days.

they’ve crammed the 1.4-litre T-Jet motor in there and cranked up the boost

And the results, being unveiled this

for a healthy 180bhp, chucked four-pot

week at the Frankfurt Auto Show, are

Brembos beneath those lovely 17-inch

definitely cute and sensible, but they

Ferrari-designed wheels, freeflowed the

aren’t Evo.

exhaust, added a paddle-shift gearbox affair, even made the mirrors and seats

Fiat Punto Eco, perhaps? Just a thought.

from carbon fibre to further trim weight!

Still, any company with enough pas-

It is a pity that Abarth models aren’t

sion remaining to produce this gor-

available locally of course. Still it’s good

geous little 500 Abarth 695 “Tributo

to know firecrackers like these are still

Ferrari” earns our forgiveness every

being made.

DR I VE M A G A Z IN E OC TOB E R 20 09

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DRIVE M AGAZINE OCTOBER 2009

News

six digits when counting up their spare change, returns to Frankfurt this year in the form of this loopy Roadster. Sharing its design and mechanical basis with the Reventon Coupe which was sold to a hand-picked selec-

Yes that mad icon of Italian excess,

tion of elite Lamborghini customers in

the F-22 inspired Lamborghini Reven-

from the legendary V12, in this case

ton special edition reserved for the

6.5-litres of it, harnessed via all four

kind of people who leave out the last

wheels for a 0-100km/h dash of 3.8

1997, that means a monstrous 493kW

seconds and a top speed of 330 km/h. As well as being styled with inspiration from the aviation world, the Reventon also features aerodynamic tips from this segment for stupendous downforce, and features an ultra-stiff carbon fibre body. And yet it isn’t the outright performance nor the artistic realisation of a brutal form that gives the company the confidence to ask Euro 1.1m (excluding local taxes) for this machine, it’s the exclusivity. Only 20 Reventon Coupes will ever be built. Who says that being rich can’t buy you happiness? And you know what? As with the first Reventon in 2007, Lamborghini expect all 20 to be sold by the time the Frankfurt Show winds down. DR I VE M A G A Z IN E OC TOB E R 20 09

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DRIVE M AGAZINE OCTOBER 2009

News

South African customers will be able to start snapping up the all new XJ in April 2010 which may be quite a way off, but at the very least this will give us the time to make a decision on the new look of the XJ. The styling is certainly bold, but not that pretty, especially that rear end. Style and comfort is critical for any luxury saloon so Jaguar isn’t pulling any punches on this front. All of the main interior surfaces are covered in the highest quality leather and handcrafted wooden veneers that curve around the entire cabin. Then there is the space, which is prodigious, both head and legroom has been given a full work over. On the long wheelbase version, an extra 125 mm has been added to give the rear seats an impressive 1 m of legroom. The five seat cabin provides plenty of space for all the passengers and even the sun roof takes space into consideration. The panoramic glass roof slides up and then out when opening so as not to encroach on the XJ’s precious headroom within the cabin. The glass roof also includes a special reflective coating that will ensure the cabin doesn’t get too hot under the punishing African sun.

DR I VE M A G A Z IN E OC TOB E R 20 09

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The overall design of the XJ is a radical

taking the XJ to 100 km/h in 5.2 and 5.7

departure from previous XJâ&#x20AC;&#x2122;s, some-

seconds for each. The diesel generates

thing which is sure to anger some but

an impressive 202kW for a 6.4 second

also please others as the new design

0-100 km/h time. The power gener-

breathes life into the generally design-

ated by these units will be transmitted

stale luxury saloon market. Ultimately

into Jaguarâ&#x20AC;&#x2122;s sequential shift six-speed

the decision will rest with the individual,

automatic transmission, gears can be

personally I think the front does exude

shifted automatically by the driver if de-

a sense of aggression but the rear end

sired by means of the steering-wheel

is just completely out of place.

mounted paddles. The new XJ has also been engineered to keep the weight as

The XJ will come in two power plant

low as possible, at least as low as a big

options, namely the 3 litre AJ-V6 diesel

luxury saloon can be. The body shell is

or the 5.0 litre AJ-V8 Gen III petrol en-

manufactured from light aluminium as

gines. The petrol engines come super-

opposed to the usual steel using con-

charged or naturally aspirated and pro-

struction techniques inspired by the

duce 346 kW and 283 kW respectively,

aerospace industry.

DRIVE M AGAZINE OCTOBER 2009

News If the power and styling of the new XJ

watch TV or movies.

is leaving you cold then the technology integrated into the XJ for the mod-

Jaguar have inevitably jumped on the

ern digital age might just change your

â&#x20AC;&#x2DC;greenâ&#x20AC;&#x2122; bandwagon along with eve-

mind. The instrument panel for instance

ryone else, so the XJ boasts several

has dispensed with physical dials and

elements designed to save the polar

instead opted for virtual displays on a

bears. Many of the materials used in

12.3 inch high-definition glass screen.

the XJ are lightweight and recycla-

The onboard computer is accessible

ble and the engines too are more ef-

by a touch screen, steering wheel but-

ficient without sacrificing performance.

tons and interactive voice control. Then

The production process has also been

there are the entertainment options, the

streamlined with extensive virtual test-

audio system comes in three levels with

ing supplementing real world tests and

the top option offering 1200W Bowers

manufacturing techniques have been

& Wilkins surround sound. There are

improved to reduce the energy used

docking stations for several mobile de-

during manufacture.

vices such as iPods. An onboard 30GB hard drive lets you load your favourite

Prices range all the way from R970 400

CDs instead of keeping the discs in

for the diesel to R1, 790 200 for the

the car. The rear seats have access to

top supercharged V8. So the new XJ

8-inch LCD screens so passengers can

certainly has potential, but Iâ&#x20AC;&#x2122;m still not

access all the music stored on the hard

convinced about that rear end yet.

drive or connected devices as well as

DR I VE M A G A Z IN E OC TOB E R 20 09

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DRIVE M AGAZINE OCTOBER 2009

News

KIA has just launched the all-new Cerato range in SA, and while the base saloon model itself is surprisingly attractively styled, there was a second surprise in the even more shapely form of the Cerato Koup, marking this manufacturer’s entry into the executive coupe space, as long as you don’t count the smaller, hatchback Pro’Ceed at least. While the sedan features a choice of 1.6- or 2.0-litre petrol engines, the Koup gets only the more powerful of the duo. But you know it isn’t exactly a screamer when the company quotes kW with decimal points, although to be honest 114.7 @ 6200rpm really isn’t all that bad at all. Sure the 0-100 is a lethargic 9.3 seconds, but it just manages to pip the 200km/h mark apparently.

Attractive? Sexy? Sultry? Well we’re not yet sure. Sadly we didn’t make the launch, but we’re keen to see the models in the flesh ASAP. From the pictures it’s a bit difficult, the front looks quite good but the rear, while looking great on the sedan, looks a bit bulbous for the Koup. Still they’ve certainly managed to hit quite a sweet price point, the 2.0-litre Koup costing exactly the same as the range-topping Cerato saloon 2.0 Auto, at R209 995. A manual 4-door actually dips below the R200K mark by five bucks, and that’s with a comprehensive spec list including full leather upholstery.

DR I VE M A G A Z IN E OC TOB E R 20 09

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No it isn’t quite the eagerly-anticipated GTA, but a new special edition Quadrifoglio Verde version of the beautiful Alfa Romeo MiTo will shortly top the product lineup, newly enhanced with Alfa’s latest range of MultiAir engines, remarkably similar to the motors found beneath the hoods of small FIATs admittedly. Nevertheless, the 1.4-litre petrol turbo has been jacked-up to a very healthy 127kW for this MiTo, which should give that compact little chassis a fair deal to think about in itself. There are also a pair of much more frugal engine options available, developing 78 and 100kW respectively, in keeping with the distinctly enviro-conscious nature of this year’s Frankfurt event. But the Quadrofoglio, naturally, is the one which stirs our blood and makes waiting for the GTA that bit less tortuous. MiTo’s agile chassis and charming looks needed a more potent motor to really

platform should easily cope with the

hammer the point home, although the

extra force though, even if it is being

output of the MultiAir engine isn’t that

fed through the front wheels.

much higher than what the existing 1.6litre turbo unit manages, it does produce these figures at a lower claimed consumption. The sweet-handling MiTo

DRIVE M AGAZINE OCTOBER 2009

News

DR I VE M A G A Z IN E OC TOB E R 20 09

N ews

Mazda’s 3 lineup was updated recently with subtle aesthetic tweaks and some more substantial under-theskin reengineering. Now just a couple of months after the introduction of the latest evolution being released on SA shores, the “most potent hot-hatch” as it was originally billed by Mazda has been unveiled, the new Mazda 3 MPS! We were a bit cynical about this car when we drove the first version upon its initial introduction to the market. The 2.3-litre turbocharged DISI engine certainly felt good for the claimed 193kW, in fact the amount of torque steer which opening the taps elicited suggested even more! But the motor never felt entirely happy, or entirely consistent, in its delivery. Mazda claims to have tamed both of 16

DRIVE M AGAZINE OCTOBER 2009

News

these quirks in the latest model – the inconsistent delivery cured by the fitment of an airscoop and the wayward front end by larger, wider rubber and revised suspension settings and geometry. Pity they stopped short of going the whole hog and squeezing Ford’s RevoKnuckle setup which purportedly does such a fantastic job of keeping the rampant Focus RS in check. We’ll be getting the new Mazda 3 family in for test-drives soon, and will report back on our findings on the MPS then. Now we just need an updated 6 MPS please – that car showed massive potential but suffered the same inconsistent power delivery problems. With these resolved the 6 MPS could be a real contender against established giant Subaru. DR I VE M A G A Z IN E OC TOB E R 20 09

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DRIVE M AGAZINE OCTOBER 2009

News

Not ordinarily a fan of design over substance, I was surprised when I totally fell for a C30 R-Design in a highvoltage blue a few years back. The style-conscious little hatch was just so impressively pumped-up aesthetically that you never actually felt cheated by the fact that it packed just the naturallyaspirated 2.0-litre four, rather than the hot 2.5-litre 5-cylinder turbo from the T5 model. And Volvo has already applied the same thinking to the new C30 range, and released these photos of the R-Design version. Looks almost exactly like the model I drove back then, just with the somewhat updated car as the basis this time. Still, for me, it ticks all the right aesthetic boxes mixing Volvo level-headedness with street-racer addons to beautiful effect.

an absolute pig to drive, utterly unlike the Focus ST it shared its mechanical package with! Alongside this car, at Volvo’s Frankfurt Auto Show stand, broods the new C70 convertible, now featuring a 3-piece folding hardtop for that combined coupe/convertible trick which all the German competitors have now adopted. There are several other detail changes, and new technology in the T5 engine for enhancing efficiency without destroying performance, but once again it’s rather familiar, particularly if you’ve seen an old C70 recently. Still, it’s undeniably stylish, understated without being invisible. Both C30 and C70 models will be available in SA in the first quarter of 2010, according to Volvo SA.

And now that we’ve mentioned the C30 T5, Volvo claims that the updated model features a substantially sharper platform from which to work, which frankly is a huge relief as the C30 T5 was DR I VE M A G A Z IN E OC TOB E R 20 09

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DRIVE M AGAZINE OCTOBER 2009

News

Suzuki Auto South Africa may only have launched a little over a year ago but their product range is already quite extensive. That doesn’t mean they are going to slow down though, as evidenced by the launch of the new Suzuki Alto. The Alto is yet another entrant into the already densely populated compact city car segment of the market. The objective of these sorts of vehicles is generally to produce a cost-effective and fuel efficient car that doesn’t pump the atmosphere full of harmful emissions. Of course Suzuki claim that all this will be achieved whilst also offering an entertaining driving experience along with a top set of features, this may be true on the economy and emissions front but one should remain very sceptical about the entertaining driving experience. The Alto is aimed at motorists on a budget as well as young ‘urbanites’, which is corporate Suzuki speak for students, so it is a mystery why Suzuki even wants to try and market the Alto for its entertaining driving. DR I VE M A G A Z IN E OC TOB E R 20 09

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The Alto certainly looks the part in the compact city car sector, it has five doors but manages to only measure 3.5 m in length. Any car that is intended to be used in tight urban settings needs to to be as short as possible to get through the gaps but still big enough to fit the shopping in, so the Alto does seem to be on the right track for this. The small engine may not have many The Alto will be offered in two versions,

horses crammed in but will use just 5.7

the entry level Alto GL and the higher

litres per 100 kms, the Euro 3 engines

spec Alto GLS. Both the GL and GLS

will also produce 133g/km of CO2 which

will be powered by the same 1.0 litre

is relatively competitive in the segment

aluminium three-cylinder motor made

of the market.

to Euro 3 emissions standard. This lit-

As far as amenities go the Alto GL

tle engine will produce 50 kW at 6000

comes standard with power steering,

rpm and 87 Nm of torque at 4500 rpm,

pollen filter fitted air conditioning and

not a lot but it should be sufficient for a

dual front airbags. The GLS isnâ&#x20AC;&#x2122;t all

895 Kg city car. How a car could pro-

that different but does offer a few items

vide an entertaining driving experience

absent in the GL. Most of the additional

with only a 1000 cc to play with I donâ&#x20AC;&#x2122;t

features on the GLS are rather incon-

know, a 1000 cc Suzuki bike sure, but

sequential but do include alloy wheels

a car? Regardless, these small engines

and an Mp3 capable CD player with a

should be economical when combined

six-speaker sound system.

with the cars 0.30 drag coefficient. The European Altos are fitted with Euro 5

Pricing on the Alto GL and GLS will be

specification engines but the Euro 3

launched with a recommended retail

engines were selected for South Africa

price of R104 900 and R119 900 respec-

because the quality of our local fuel is

tively which will include a 3-year/100

better suited to the Euro 3 engines.

000 km warranty as standard.

DRIVE M AGAZINE OCTOBER 2009

News

SUZUKI KEEPS GOING STRONG

Suzuki

Auto South Africa (SASA)

compare with. Suzuki sales grew 35%

only launched retail operations in June

over what? Whatever the case may be,

2008, which letâ&#x20AC;&#x2122;s not forget was a time

the vanguard of this sales push has

when the global economy was about to

been the Suzuki Swift, racking up 1 877

hit a serious wall, and yet has produced

buyers in this one year period. These

a strong set of results in the June 2008

strong sales figures came in conjunc-

to June 2009 period.

tion with Suzuki Motor Corporation reaching a global sales milestone of

Suzuki was able to shift a total of 4 393

40 million units sold worldwide.

units during this year long period, a 35% sales growth during a time when

Despite confusing sales figures, what

national passenger car sales slumped

we do know is that Suzukiâ&#x20AC;&#x2122;s dealer net-

29%. These figures certainly are stand-

work has grown from 18 to 23 outlets

out, not only because Suzuki was able

nationwide. They might not make the

to outperform the market as a whole

most exciting cars but at least they do

but also because surely if it is your first

their part to keep the industry moving.

year then there are no sales figures to

DR I VE M A G A Z IN E OC TOB E R 20 09

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The road-going version of the only

bhp or 132,4 Kw at 12500 rpm. The

V4 Superbike in production, the RSV4

ride-by-wire technology means that

Factory, has at last graced the shores

there is absolutely no mechanical link

of South Africa. Aprillia claims that the

between the twist-grip and throttle

RSV4 Factory is the closest thing us

valves only a Marelli electronic control

regular folk can get to an actual World

unit. The Aprilliaâ&#x20AC;&#x2122;s advanced electron-

Superbike Works ride, and for just shy of

ics donâ&#x20AC;&#x2122;t just stop at ride-by-wire, each

R250,000. You would be hard pressed

of the cylinder banks has its own servo

to call them liars when reading the list

unit that lets the ECU fuel each cylinder

of specifications.

independently. There are even three different engine mapping programmes

The engine is a compact fully ride-by-

accessible from the handlebars, this al-

wire 65 degree V4, pumping out 180

lows the rider to dynamically adapt to

DRIVE M AGAZINE OCTOBER 2009

News changing conditions and needs.

rors and license plate holder are all easily removed just to save a few more

The engine itself has a very large bore

grams.

which allowed Aprillia to squeeze in some nice big valves, the result is a

So the power to weight situation cer-

high-rev experience with the RSV4

tainly seems to be under control, but

easily making it up to 14200 rpm. The

keeping the RSV4 on the road has also

maximum torque of 115 Nm is available

been given a lot of attention. The en-

slightly earlier, that is at 10 000 rpm.

gine position within the frame can be adjusted to specifically tailor the han-

Of course making an advanced and

dling characteristics to individual tracks

powerful engine means nothing if

or rider preferences. Braking is dealt

weight can’t be kept down for a track-

with by Brembo monoblocs at the front

focused bike, to this end the RSV4 Fac-

and Brembo’s “Serie Oro” system at the

tory weighs in at a dry weight of 179 Kg.

back. The front forks also play a role in

Just how the Aprillia engineers man-

all this with titanium nitride being used

aged to achieve this weight is rather in-

to coat the stanchions and subsequent-

teresting, the steps taken could even be

ly reduce drag, which is just showing

seen as quite pedantic. The engine is

off quite frankly.

manufactured from the obligatory lightweight materials such as magnesium

So you are definitely sitting there think-

for the valve covers and external hous-

ing: “I want one”, but R245 995 for a

ings, the frame has also been refined

bike is a steep price for most of us.

to a slim 10.1 Kg. The swing arm is of

Aprillia will be a bringing the standard

aluminium construction and only adds

RSV4, albeit with reduced perform-

5.1 Kg to the overall weight of the bike.

ance, to South Africa early next year if

The rims continue the aluminium trend

you simply can’t afford the big daddy

and result in a 1 Kg weight reduction

RSV4 Factory version, but there are no

when compared to an RSV Twin. Even

pricing details on that model yet. Un-

the front brake rotors join the weight

til then we’ll just have to make do with

saving party, shaving off 500g for good

the Factory bike or of course the RSV

measure. When you inevitably get this

Twin.

beast onto the track the indicators, mirDR I VE M A G A Z IN E OC TOB E R 20 09

N ews

It may have taken sixty years but the

Triumph’s Director of Sales and Mar-

new Triumph Thunderbird has final-

keting Paul Stroud pointed out that an

ly graced the cruiser market with its

award of this nature from Cycle World

presence, and that’s not just the glo-

is a very significant achievement in-

bal market, South Africa already has

deed considering the context in which

one in the country. The Thunderbird is

it was awarded. Cycle World is after all

a 1600 cc parallel twin and has been

the biggest publication in the biggest

making waves in the Harley Davidson

market for cruiser motorcycles, the

universe with the world’s highest circu-

U.S.A. Still more noteworthy is that the

lating monthly motorcycle magazine,

Thunderbird picked up the award in the

Cycle World, bestowing the Triumph

world’s biggest cruiser manufacturer’s

Thunderbird cruiser with the impres-

backyard.

sive ‘best in class’ award. 26

DRIVE M AGAZINE OCTOBER 2009

News

If anyone is still unconvinced about the

As far as the motorcycle itself goes

credentials of the Triumph Thunderbird

it is interesting to note that the Thun-

despite beating Harley Davidson to the

derbird features the first belt drive on

Cycle World award, then Triumph can

a Triumph since 1922. Power wise the

boast possibly an even bigger achieve-

Thunderbird peaks at 4850 rpm with

ment for the Thunderbird. Jay Leno

an output of 63Kw at the crank. Peak

became a proud owner of a 2010 Tri-

torque output occurs at 2750 rpm pro-

umph Thunderbird and in performance

ducing 146Nm. These stats may not

motoring circles that could be consid-

sound that impressive from a 1600 but

ered one of the best endorsementâ&#x20AC;&#x2122;s out

then again it is a cruiser.

there, maybe even better than Cycle World.

DR I VE M A G A Z IN E OC TOB E R 20 09

N ews

Well, if Porsche can do it, if Aston

In fact, it looks almost exactly like a Pan-

Martin can do it, and if even Lamborghi-

amera, just with the Bugatti front end in

ni can do it, Bugatti has decided that it

place of the 911 one. Technical details

certainly can, too. Which is to say, turn

remain thin on the ground, but it could

its monstrous, all-conquering supercar

be powered by a subtly detuned ver-

into a four-door executive express for

sion of the infamous quad-turbo W16

the mega rich driving enthusiast! The

producing â&#x20AC;&#x153;justâ&#x20AC;? 800 bhp rather than

concept is called the Galabier, and like

the full-on fire-breathing world-famous

just about all of the others, man is it

1000 of the Veyron. It may even be su-

Ugly!

percharged, rather than turbocharged,

DRIVE M AGAZINE OCTOBER 2009

News

for a smoother and more progressive

surely, a car with 800 bhp, is one you

build-up of power.

only buy because you want to drive it yourself.

Seriously, though, how comfortable are you going to be sitting in the back, maybe working on a laptop, while your enthusiastic driver stretches 800 bhp even with the smoothest-shifting automatic gearbox mated to the most progressive engine in the world? And DR I VE M A G A Z IN E OC TOB E R 20 09

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DRIVE M AGAZINE OCTOBER 2009

News

By the time you read this, the first

3.8-litre twin turbo V6 might not look

batch of Nissan GT-Rs will be in the

crushing, especially when combined

hands of eager customers and out on

with a rather portly kerb weight of over

SA roads, you may even have seen

1700kgs, but as usual with a Japanese

one already. Yes, this monster super-

supercar it’s the way it all works to-

coupe has arrived, it’s four huge-bore

gether which is truly special. The high-

exhausts and that iconic GT-R logo no

tech dual-clutch transmission, typically

doubt dominating the nightmares of

acronym-infested

street racers across the country.

clever AWD drivetrain, and a chassis

and

astonishingly

which processes millions of sensory inThere are tales of GT-Rs running with

puts every second to make travelling at

Veyrons over twisty, real-world roads,

extreme speeds manageable in all con-

and annihilating everything else includ-

ditions, by just about any driver.

ing the likes of the iconic 911 GT2 (although Porsche wouldn’t entirely agree

There’s absolutely no denying its ef-

on this). For just north of R1m in local

fectiveness. And like all of you, boy do

prices, this car looks an absolute steal,

we want one. The GT-R is one of those

as it makes monkeys out of Euro-exot-

special cars that can just about do noth-

ica literally 10 times its price.

ing wrong after all.

Although 357kW from a handcrafted, DR I VE M A G A Z IN E OC TOB E R 20 09

M o tor Sh o w New s

Audi R8 Spyder

We sent our roving reporter Mark

motor manufacturers have realised the

Allison to the Frankfurt motor show

business benefit of pandering to the

which is one of the Worlds biggest

green lobby. Nevertheless there were

motoring

events.

emphasis

emissions 32

very and

This much

year

the

some vehicles to excite the petrol-

low

heads as well as some significant new

The

models.

economy.

DRIVE M AGAZINE OCTOBER 2009

M ot or Sh ow N e w s Aston Martin V12 Vantage Carbon special

Hyundai Genesis

Renault Megane Coupe Concept

Tesla Roadster Sport SLR Stirling Moss Edition

VW Scirocco R BMW Vision efficient dynamics supercar concept

BMW S1000 RR DR I VE M A G A Z IN E OC TOB E R 20 09

C om peti ti o n

If you’re both a petrolhead and even

gent we very much hoped they would,

a casual gamer, you’ll know Need for

but all of the big international landmark

Speed. And the sixteenth!! instalment

racetracks are rendered in incredible

(counting all the various platform’s

detail, with gorgeous weather effects

releases) of this long-running franchise

and...

is about to hit shelves. You should be bursting with excitement - we certainly

Well we’ll likely be talking it up once

are, because it’s gonna be a scorcher

we have our own copies soon so for

this one!

now just check out some screenshots and savour the static beauty of

This iconic title has slipped into pure

them, the typically exotic cars, this

arcadery in its latest incarnations,

time all with damage modelling and an

something which those who enjoy a

utterly spine-tingling soundtrack. Such

realistic simulated driving experience

a perfect way to get lost in virtual

have mourned since Porsche 2000. But

reality for a good few hours!

Shift at last redresses that. Sim fans all remember the excellent GTR series –

Here’s some more good news though.

well in simplified terms it’s the same

If you’re keen to be among the first

development team that has produced

to get a copy of Need For Speed

NFS Shift, so we’re expecting impres-

Shift in South Africa, we’ve got five

sive physics modelling.

copies to give away this month thanks to kind benefactors over at EA SA.

The action has shifted from the streets

to the track with this move to real-

entries@drivemagazine.co.za with the

istic sensations, although there are

answer to the following tricky question:

enter

just

drop

still road cars at the base end of your fleet. Unfortunately neither Kyalami nor Killarney are featured, which as the

In which country was the NFS Shift lead designer born?

chief of the development team is a local DR I VE M A G A Z IN E OC TOB E R 20 09

The idea of less being more seems to apply to the snorting-hot new Clio Renault Sport. It is generally known by now that Renault

have

drastically

cut

their

Clio range in South Africa, presently offering only two models: the 2-litre Clio RS, for R249 900, and the 1.6-litre Clio Dynamique, for R188 000. This is quite a change from the wide variety previously on showroom floors but was necessary because Clio is no longer Renaultâ&#x20AC;&#x2122;s entry-level vehicle in

D r i v e F ea tur e

this country. That role has been divided

capability and a separate multimedia

up between the utilitarian Logan and

audio connection for iPod, USB and

Sandero and the cheerful little Twingo,

portable MP3 devices.

so the Clio has moved upmarket. The

Dynamique

gets

anti-lock

The new Dynamique in particular has

brakes

been praised for its huge number of

Distribution

standard features, including a built-in

Brake Assist (EBA), as well as dual

Carminat TomTom navigation system,

front, side, curtain and knee airbags

cornering headlights, auto-on lights and

– amazing in what is, after all, a small

windscreen wipers, cruise control with

car.

with

Electronic (EBD)

and

Brake-force Emergency

speed limiter, automatic climate control and heated electric folding mirrors.

Where does the less-is-more come in? This is all a bit tongue in cheek so … the

The

MP3-compatible

sound

RS costs a lot more but has only three

system features Bluetooth cellphone

doors to the Dynamique’s five; and you

DR I VE M A G A Z IN E OC TOB E R 20 09

“My introduction to the RS was driving it as fast as I could down a wet, slippery, misty Bain’s Kloof in the rain...”

D r i v e F ea tur e have to pay R5 000 extra to get the

Let’s get back to that later. For now, let’s

integrated GPS. (Considering what

look at the soul of this vehicle, what the

German car firms in this country charge

Italians would call the sporting heart.

for

GPS

options,

that’s

excellent

value. I’d certainly consider it a very

The engine note from the double

worthwhile add-on) Also, there is no

exhausts is thrilling and delightful and

keyless entry and no Start button in the

the engine itself is eager, powerful,

RS – just a normal key inserted into the

and exhilarating. My introduction to

ignition.

the RS was driving it as fast as I could down a wet, slippery, misty Bain’s Kloof

At a quarter of a million rand the RS

in the rain, and such is the short-sprint

itself is not cheap but one could

strength of the car that each burst down

argue that it, like the optional GPS, is a

a straight section rapidly brought me

bargain, relatively speaking. DR I VE M A G A Z IN E OC TOB E R 20 09

D r ive Fe a t ure up against what felt like another hairpin

The handling is what one wants

bend. Luckily the handling is as spot-on

in a sports car– in a word, it is

as the power so we avoided plunging

involving. In addition to the wider front

off the waiting precipices. As the clouds

and rear tracks, the wheelbase has

“The handling is what one wants in a sports car – in a word, it is involving.” cleared further down the mountain we

been extended by 10 mm for greater

were treated to magnificent views of

stability.

the Cape countryside and were glad

power-steering system adds to the

we had survived ….

feedback for the driver.

Also, a more direct electric

DRIVE M AGAZINE OCTOBER 2009

D r i v e F ea tur e Renault say road comfort has been

Braking is by high-performance four-pot

improved and we did not feel any

Brembo callipers and 312mm ventilated

undue jarring over the country roads

discs up front, with 300mm discs at the

that made up most of our route, al-

rear. They work really, really well.

though the ride was certainly firm. Adding to the sporty look inside the Perhaps the cherry on top is the fit-

cabin are aluminium pedals and a leath-

ment of specially developed 215/45

er-trimmed steering wheel with visible

R17 Continental Sport Contact 3 tyres.

stitching and a centre-point marker.

These are said to offer swifter, more precise steering response and a 5%

Although power is up â&#x20AC;&#x153;onlyâ&#x20AC;? 2.5kW to

reduction in rolling resistance.

147.5kW, torque has been increased

DR I VE M A G A Z IN E OC TOB E R 20 09

D r ive Fe a t ure by 20% across the rev range (peak torque is now 215Nm at 5400rpm) and you get the distinct feeling that there is fiercer bite to back up the bark from the large-bore twin exhausts. Also, the first three gears have all been shortened so the RS is able to punch well above its weight and price in the 0-100km/h sprint figures so dear to the hearts of sports-car fans. Renault claim a time of 6.9 seconds. That’s in the ball park of far more expensive cars and this brings us back to the fact that the RS is, relatively speaking, a bargain. I’d suggest you would look very hard indeed to find a cheaper car that was quicker off the mark than the RS. In boxing terms this would make it the best pound-for-pound fighter around, or to put it another way, the bang-forbuck champion. Just one comparison: the excellent Mini Cooper S costs just over R270 000, has a six-speed gearbox like the RS, puts out 128kW against the Clio’s 147.5kW, produces 240Nm to the Clio’s 215Nm but, according to an authoritative car magazine, takes just over 8 seconds to get from 0-100. Top speed is 228km/h. I would suggest that the Clio RS gives 44

DRIVE M AGAZINE OCTOBER 2009

D r i v e F ea tur e you as much oomph as you need and, in fact, more than you can use. Top speed has been boosted to 225km/h but as far as I know the law in South Africa does not allow one to do more than 120km/h anyway … One point about the power: willing as it is, the motor is a non-turbo 2-litre, and we drove it at sea level, so it might be expected to lose a little of that lovely grunt at Highveld altitudes. The RS has a six-speed gearbox with a shift warning light if you get too near the red line. The Renault Sports seats are supportive yet comfortable and there is a surprising amount of room for rear occupants. You can get leather upholstery and a sunroof as optional extras. The RS looks every inch a compact hot hatch, with its sporty nature underlined by such features as the front splitters and the air vents just ahead of the doors. Renault provides new Clio RS owners with a free high-performance advanced driving course. Judging from my exciting experience on Bain’s Kloof I’d say it would come in handy. Other DR I VE M A G A Z IN E OC TOB E R 20 09

details:

Services

are

every 45

15 000km; there is a three-year/

New Clio Sport, we have focused on

45 000km service plan; and the guar-

the most popular models, and will be

antee is for three years/100 000km.

providing

additional,

attractive

Clio option in the guise of the 1.6 ‘S’ Renault

managing

director

version next year.”

Xavier Gobille says: “In selecting the 1.6 Dynamique and the superb

Oh, before we forget, the Carmin-

at TomTom GPS could save you

playlists

money. Apart from directing you to your

integration.

destination

and

displaying

and

Bluetooth

traffic

information, it warns you about speed restrictions and speed cameras. The screen also serves as the central multimedia display for the radio, MP3

-Bruce Bennett

cellphone

ÂŠ Christo Valentyn | July 2009 A member of the Southern African Freelancersâ&#x20AC;&#x2122; Association A member of the South African Guild of Motoring Journalists

The new 2010 Jaguar XF & XK

Jaguar

has been evolving for a

These changes have seen Jaguar

number of years, but one thing that

become a niche manufacturer with

has remained constant is British pride

vehicles that are more expensive,

with which each car is manufactured.

but also more exclusive. To achieve

Since its sale to Tata, the company has

this, the focus now lies on building

however changed its focus, image

beautiful

and positioning to remain sustainable

design and legendary performance that

while keeping their hearts in tune with

speaks to those with an independent

Jaguarâ&#x20AC;&#x2122;s rich heritage.

spirit, especially those who consider

fast

cars

with

intelligent

themselves a modern, more stylish aristocracy.

D r ive Fe a t ure

The 2010 Model Year (or 10MY)

perception of the Jaguar brand, and

changes

as such benefits most from the 10MY

improved, all-new engines for both the

upgrades. With many significant trim

XF and XK ranges. On the XK, changes

and specification changes and the

also include even more dramatic looks

addition of a brand new top model, it

(thanks to subtle exterior tweaks),

is only the 2009 Car of the Year-nom-

a highly improved interior (with the

inated 3.0 V6 petrol model (in Luxury

acclaimed JaguarDrive Selector now

and Premium Luxury specification) that

standard) and an advanced lightweight

remains unchanged in the range, along

aluminium body structure that builds on

with the simplicity and clever use of

and combines everything the new and

space that make XFâ&#x20AC;&#x2122;s interior design so

revitalised Jaguar brand stands for.

intelligently modern.

The XF range has however been

The most important addition to the XF

instrumental

range is the addition of a brand new

relate

predominantly

revitalising

public

DRIVE M AGAZINE OCTOBER 2009

3.0-litre V6 twin-turbo diesel engine

standing levels of performance, with

with a choice of two power outputs,

acceleration from 0 to 100 km/h taking

replacing the 2.7-litre of the previous

just 6.4 seconds (1.8 seconds quicker

range. The AJ-V6 D Gen III engine –

than the 2.7-litre model it replaces).

available in either 202 kW/600 Nm ‘S’

Maximum speed is electronically lim-

or 177 kW/500 Nm form – features par-

ited to 250 km/h. The 177 kW engine

allel sequential turbochargers to help

also offers new levels of performance,

deliver the high levels of power and

allowing the XF to reach 100 km/h in

torque seamlessly and with effortless

7.1 seconds. Maximum speed is 240

flexibility, the engine perfectly matched

km/h. Both models have a claimed

to Jaguar’s acclaimed 6-speed auto-

combined fuel consumption figure of

matic transmission.

6.8l/100km (a 10% improvement on its predecessor) and a CO2 emissions

The more powerful 202 kW engine in the Diesel S gives the XF out-

rating of only 179g/km.

D r ive Fe a t ure While our launch route didn’t provide

outgoing model, as well as 25% more

much testing ground for improved

torque. Acceleration to 100km/h takes

dynamics, the new diesel engines

5.7 seconds and top speed is electroni-

impressed with its superbly refined

cally limited to 250 km/h. Acceleration

willingness, not to mention its refined

in the XK is down to 5.5 seconds.

silence when stationery. Gear changes are smooth as silk and one can’t

In the supercharged XKR, power and

help but feel right royal in the XF’s

torque is increased to 375 kW and 625

luxuriously appointed cabin.

Nm respectively, taking it to 100km/h in 4.8 seconds, also electronically

The second new addition to the Jaguar

limited to a top speed of 250 km/h. The

range of engines is the all-new AJ-V8

increased power combined with the

“Gear changes are smooth as silk and one can’t help but feel right royal in the XF’s luxuriously appointed cabin.” Gen III engines which Jaguar claims

lightweight construction architecture

are the most efficient engines they’ve

assists in keeping fuel consumption

ever produced. They deliver signifi-

figures at the same level as the out-

cantly more power and torque than the

going models, while carbon emissions

previous generation of engines and

are down between 1% and 2% on the

provide a whole new level of perform-

outgoing models.

ance whilst keeping fuel consumption and carbon emissions down.

Driving the XKR remains an experience to be savoured, especially when tak-

The XF 4.2 Premium and XK8 have

ing in the entire package of 10MY. The

both been upgraded to feature the new,

upgraded interior is simply magnificent

naturally aspirated 5.0-litre V8 engine

(although I wasn’t fond of the camel-

that produces 283 kW of power and

colour of our test model), with both

515 Nm of torque, with the XF now

power and acceleration simply sublime.

featuring 29% more power than the

Not to mention that extra-special Jag-

DRIVE M AGAZINE OCTOBER 2009

D r i v e F ea tur e uar growl of the V8. The car remains a head-turner of note. It is however the supercharged XFR that takes centre stage in the XF range as replacement of the XF 4.2 SV8. Shifting the balance towards dynamic performance, the XFR is immediately recognisable thanks to unique new 20inch wheels, a new front end design with revised chrome air intakes and ‘Supercharged’ bonnet louvres. However, if it weren’t for the four polished exhaust tailpipes, an ‘aerodynamically functional’ boot lid spoiler, side sills and discreet ‘R’ badging on the car, the ‘fastest Jaguar ever built’ (it clocked 363.2km/h during testing in the USA, without its electronic limiters of course), it could easily have been mistaken for an ‘ordinary’ XF. While there’s value in underplayed sportiness aesthetically speaking, the XFR looks much tamer than the beast it inherently is. Fitted with the same supercharged 5.0litre V8 engine used in the 10MY XKR, the XFR accelerates from 0 to 100 km/h in 4.9 seconds, with acceleration from 80km/h to 110 km/h – typical overtaking speeds – in a mere 1.9 seconds. DR I VE M A G A Z IN E OC TOB E R 20 09

D r ive Fe a t ure

Compared to the supercharged V8 it

The XFR also adds a faster steering ra-

replaces, XFR has 23% more power

tio and uses the XF’s largest ventilated

and 12% more torque.

disc brakes, although every version of the XF with the new, more powerful en-

Driving the XKR (and XFR in theory) is

gines feature uprated braking specifi-

now an even greater pleasure thanks to

cations. Unfortunately, no XFR’s were

Jaguar’s acclaimed 6-speed transmis-

available to drive at launch as Jaguar

sion that offers excellent driver control

SA has a quota of only 22 models for

and virtually undetectable gearshifts.

2009, with 19 of them destined for the

The experience is heightened in both

retail market.

models thanks to Active Differential Control and Adaptive Dynamics, with

Customers seeking luxury appoint-

the electronically controlled differen-

ments should look to the new Portfo-

tial and suspension system working to-

lio specification. Available with either

gether to optimise traction under hard

naturally aspirated V8 petrol XF and

acceleration and cornering.

XK, or the 3.0 V6 diesel XF, the Portfo-

DRIVE M AGAZINE OCTOBER 2009

D r i v e F ea tur e

lio model includes ultimate craftsman-

If the 10MY changes to the XF and XK

ship details such as contrast stitching

ranges are anything to go by, the all new

on leather trim, Jaguar Suedecloth

XJ due in 2010 (orders now open) will

Premium headlining, deep-pile carpet

be something truly remarkable. Itâ&#x20AC;&#x2122;s rare

mats with contrast edging and embroi-

to find a finished product that perfect-

dered logos, wider veneer and trim col-

ly displays the manufacturerâ&#x20AC;&#x2122;s intent.

our choices and ventilated heated and

While the XK has always found itself

cooled seats. It is available in South Af-

in a very small, very unique segment

rica strictly on a per-order basis.

of the market, the XF is now an even more attractive alternative to several of its German counterparts.

DR I VE M A G A Z IN E OC TOB E R 20 09

D r ive Fe a t ure

Those of you who haven’t yet read the blog post, take a look at this admittedly very striking vehicle on these pages. Witness it’s luxurious curves and athletic form especially for a 4-door saloon, and then tell me what sort of engine you think it has. Had to have been around a 2-litre right? Not a 1.4 surely? And yet... yes it’s true, FIAT are known for toy-

ing,

often

very

successfully,

with

micro-capacity engines. But usually these are mated to similarly dainty cars. The Linea, by their own admission, is a whole new segment of car for them. And yet it is only available with a sewing machine beneath the hood? The

strange

the

group

thing

there

is, are

that

within

better-suited

engines which could easily drop in. The 1.4

T-Jet

from

the

Grande

Pun-

DRIVE M AGAZINE OCTOBER 2009

D r i v e F ea tur e to road-tested in this issue, would find it’s 206Nm well employed in this application. In Brazil, where the Linea is also sold, there’s a 1.9-litre petrol mill. Even the turbodiesel offering would be stronger. Yes at the coast it doesn’t feel too ridiculously sloth-like off the line or through the gears, but it’s going to suffer here at the Reef there’s no doubt. And it lacks aural character as badly as outright grunt. Yet some journos didn’t like the lack of six gears, quoting highway economy and 120km/h noise levels as improvable with an extra cog. Me, I don’t think I used fifth even all that much, because going up a gentle hill always means you have to go down to fourth anyway to maintain any sort of headway. I think with a sixth gear this car might actually just slowly grind to a halt even on a heavy throttle opening! There is a point to be made here however.

Motoring

journalism,

particularly when you’re talking the glamorous,

celebrity-dripping

scene

of new car launches, resembles the real world about as much as much as chocolate colour,

resembles

sometimes

mud.

even

Same similar

consistency... definitely not the same DR I VE M A G A Z IN E OC TOB E R 20 09

D r ive Fe a t ure thing though. After all, I was driving

been in roomier in this class. It’s very

this car without worrying a jot about

comfortable

petrol costs, anything breaking or fall-

packed with luxurious goodies.

nevertheless,

and

ing off, much about speed traps, or with the objective of keeping it for a few

Even more important than all the kit

years then still being able to trade it on

inside, it looks pleasingly different

as some kind of deposit.

from the primarily rather bland competition in this space. It’s elegant and

And further adding to that, not all

strong without being vulgar or anything

buyers after all want a car which

beyond highly cultured. One could

smokes its tyres at every robot and stop

argue that it’s pretty dull itself for an

sign. That’s just us, the petrolheads of

Italian-born, Giugario-penned car but it

the world, and I’m told we’re getting

nails the term “understated sophistica-

thinner on the ground, although driving

tion” to a T, especially considering the

around in some tasty cars you get the

sub-R200K price tag.

impression there are plenty out there on the streets.

Although the interior isn’t a paradigm of unbreakable materials, it certainly

And the Linea actually has quite a lot

feels a few notches up on the current

else going for it, for those real-world

FIAT lineup. Yes there are still distinc-

buyers out there. There’s plenty of

tive signs of cost-cutting but overall the

space inside, FIAT claiming class-

plastics feel of adequate quality and

leading dimensions but I’m sure I’ve

the switchgear is all pleasingly damped

DRIVE M AGAZINE OCTOBER 2009

D r i v e F ea tur e

“It’s very comfortable nevertheless, and is packed with luxurious goodies.”

DR I VE M A G A Z IN E OC TOB E R 20 09

D r ive Fe a t ure

and the like, without noticeable pan-

ly entertaining despite the high-speed

el gaps, dash rattles or squeaks or

nervousness which usually suggests

anything untoward like that cropping

elevated levels of low-speed keenness

up.

to change direction.

And it echoes the casual brand of

As for the pricing, well what can one

flair the swoopy four-door bodywork

say? It’s quite pricey for a 66kW 1.4-

suggests of the exterior. And it’s dy-

litre car perhaps, but then consider-

namics continue the trend. Which is to

ing its comfort-oriented size and list of

say, it’s a lively-feeling car, but is ul-

standard luxury features R175K isn’t all

timately capable rather than genuine-

that bad – in fact it undercuts some of

DRIVE M AGAZINE OCTOBER 2009

D r i v e F ea tur e

the giants in this segment despite of-

ashamed. In fact, that lovely old 20V

fering a healthy extra slice of excite-

turbo we never saw here must still be

ment and passion (except, perhaps, in

knocking about in your factories some-

the engine bay), and that surely cannot

where...?

be a bad thing. At Drive weâ&#x20AC;&#x2122;re big fans

-Russell Bennett

of all things born from passion and the FIAT Linea still manages to encapsulate this traditional Italian car strength despite the mainstream focus. Just,

please

FIAT,

consider

pop-

ping a more powerful engine option into the lineup for those of us who do occasionally enjoy accelerating faster than a sickly snail. The car really

Drive Vitals: Fiat Linea Engine

1.4-litre petrol

Power

66kW@6000rpm

Torque

115 Nm@4500rpm

Top speed

165 km/h

Weight

1240 kg

Price

R175 000

deserves it, and you can even charge more for this model without being DR I VE M A G A Z IN E OC TOB E R 20 09

(base spec) 63

ÂŠ Christo Valentyn | July 2009 A member of the Southern African Freelancersâ&#x20AC;&#x2122; Association A member of the South African Guild of Motoring Journalists

The new Lexus RX350 & RX450

The 2006 re-launch of Lexus in South Africa remains one of our country’s biggest success stories, taking the company from “a-Toyota-with-a-different-badge” to a respected luxury brand that is providing serious competition in every segment in which it competes. Well, just about every segment. While the IS, GS and LS models have been gaining a reputation for excellence, the

RX has been battling in the local market. It may be the best-selling crossover luxury SUV and one of the best-selling luxury vehicles in the U.S.A., but I’ve never particularly liked the RX because of its decidedly odd design, especially when mated to the local context. In South Africa, SUVS need to be one

D r ive Fe a t ure

of two things: either big, practical goanywhere off-roaders or big, luxurious, super-fast brutes that will give a decent hot hatch a run for its money. The RX was obviously not created to venture very far off the beaten track, but to me, it’s never featured as an alternative to any other luxury SUV either. It’s always been an odd-looking crossover

The new Lexus RX, available as RX350

that would possibly appeal to high-

and RX450h, takes that same designer

brow fashionistas ‘battling’ life in the

look and roughens up the edges ever

urban jungle, mainly because you could

so slightly for an end result that is best

easily slap a “designer” designation

described as evolutionary. It’s undoubt-

onto any description of the RX.

edly more macho than its predecessor,

DRIVE M AGAZINE OCTOBER 2009

D r i v e F ea tur e but unfortunately the new RX still looks

a while to truly appreciate the changes,

as out of place in the bush as an SC430

but it is generally a much-better looking

would.

RX.

The

design

cleverly

incorporates

The bulk of the changes have tak-

Lexusâ&#x20AC;&#x2122; well-known L-finesse design philosophies to bring it in line with the other models aesthetically, the SC430 excluded of course. Both front and rear are now more squared off and more pronounced, giving the RX a decidedly squatter stance. Photographs do not do the design changes justice and it takes

DR I VE M A G A Z IN E OC TOB E R 20 09

D r ive Fe a t ure en place under the skin though, with

One of the more significant additions

Lexus’

inside the cabin is Remote Touch, a

resulting

engineering in

improvements comfort,

better

new interpretation of a centralized

stability, higher quality and tangible

control system to allow easier use of

“The design principle is just like that of a computer mouse...” improvements in terms of efficiency and

on-board

performance. On the inside, a brand

and information systems. According

new cabin awaits you, with a sleeker

to Lexus, Remote Touch allows more

and more modern fascia design being

functions to be selected and ad-

a welcome addition.

justed than the touch-screen system

entertainment,

navigation

DRIVE M AGAZINE OCTOBER 2009

D r i v e F ea tur e

used before, presenting information

once you know where you find the

on a display that is located at a more

information you require, using it is a

user-friendly

cinch.

height

and

reading

distance from the driver. The RX range again comprises two The design principle is just like that of

models

with

different

a computer mouse, positioned on the

starting

with

the

centre console immediately below the

RX350. It’s fitted with a 3.5-litre petrol

gear shift (which is now, awkwardly,

V6 engine with dual VVT-I that delivers

positioned on the hang-down). Making

204kW of power and 346 Nm of torque,

it even more simple and intuitive to use

with 90% of the peak torque available

is the inclusion of touch feedback that

between 2 300 r/min and 6 200 r/min.

allows the user to ‘feel’ their way around

During the launch in Mpumalanga and

the screen as the cursor ‘clicks’ onto

Limpopo, the RX350 impressed with its

the various icons. However, if you’re

general drivability, taking corners in its

unfamiliar with the previous Lexus

stride with little body roll.

trim

levels,

magnificent

new

interface, finding your way through the menus with Remote Touch would

Much of the launch route included

be very frustrating at first. However,

gravel roads through forests (which

DR I VE M A G A Z IN E OC TOB E R 20 09

used to form part of the Sabie rally),

six-speed automatic transmission with

with the several steady inclines and

Active Torque Control All-Wheel Drive,

tricky corners included not only to sim-

the RX350 does 0-100km/h in eight

ulate the extreme driving circumstanc-

seconds and returns 10.6 l/100km (with

es owners may find themselves in, but

250g/km of CO2 emissions) on the

also to show off the RX350â&#x20AC;&#x2122;s poise on

combined cycle.

uneven terrain. Driving through a new

Lexus has again shrugged at conven-

ity. With a total system output of up to

tion by keeping the range-topping RX

220kW, the RX450h truly offers pet-

a hybrid. The RX450h is powered by a

rol V8 levels of performance with the

series/parallel hybrid system employ-

economy and torque characteristics of

ing a highly efficient 3.5-litre V6 pet-

rival turbodiesel SUVs. Second gen-

rol engine and two powerful electric

eration Lexus Hybrid Drive technology

motors working in tandem to provide

ensures the RX450h has class-leading

‘intelligent’ four-wheel drive capabil-

CO2 emissions of just 148g/km and a combined cycle fuel economy of only 6.3 l/100km. While Lexus hybrid technology is truly remarkable, there are a few downsides. Because the system is mated to a CVT gearbox, the power delivery, and actual performance, is decidedly clinical. Most importantly, there’s no V8 growl to it, something I personally quite enjoy in big SUVs. The utter silence that the hybrid system is also famous for works a charm in the GS, but it leaves the RX feeling a bit dead. Unfortunately, the whine of the CVT gearbox also gets remarkably annoying at higher speeds..

D r ive Fe a t ure

Safety is taken care of by Lexusâ&#x20AC;&#x2122;

XE trim at R633 400 and R682 000

acclaimed Vehicle Dynamic Integrat-

respectively,

ed Management (VDIM) that com-

available in SX and LXE trim at

bines all safety systems holistically,

R698 700 and R769 300 respective-

including the new part-time all-wheel

ly. Compare these cars to their rivals

drive system. Ten airbags are stand-

ard, including dual knee airbags for

youâ&#x20AC;&#x2122;ll

front seat occupants and side airbags

see just how well the RX range is

front and rear. Active headrests are

priced. All models are also backed

also standard.

by a 4 year/ 100 000 km full mainte-

with

spec-for-spec probably

the

RX450h

basis, shocked

and to

nance plan and a 3 years/ 100 000 km The RX350 is available in SX and

warranty.

DRIVE M AGAZINE OCTOBER 2009

D r i v e F ea tur e

According to the most recent J.D.

The RX450h is a great improvement

Power and Associates study, Lexus is

on the previous generation RX400h

the most satisfying car brand to own

(which made up 37% of all RX sales

in South Africa, and having spent a

in the country), but the RX350 is

couple of days behind the wheel of the

undoubtedly the better-rounded vehi-

new RX, I can understand why. The

cle in my opinion, especially if you do

new RX range builds on the excellent

occasionally venture off the beaten

reputation the IS, GS and LS has al-

track. The Lexus RX range should

ready established and adds to it SUV

now make every potential SUV buyerâ&#x20AC;&#x2122;s

versatility.

shortlist.

DR I VE M A G A Z IN E OC TOB E R 20 09

D r ive Fe a t ure

DRIVE M AGAZINE OCTOBER 2009

D r i v e F ea tur e

I’ve wondered, loudly at times, as to

in hand, we procured both cars for a

which VW I’d choose between the GTI

deeper look and discovered wildly var-

6 and Scirocco. They present such di-

ying vehicles with equal appeal, albeit

verse propositions. What will it be?

at different levels.

Have the most bodacious body shape to come out of VW in eons or fall for

Exterior

the badge kudos, extra room and those

Choosing body styles is easy for me.

lovely Detroit alloy wheels? This sure-

I’m a coupe-guy and that’s that. There

ly must present a problem for anyone

can be no substitute for a sexy look-

walking into a VW dealer these days.

ing ride when you are a youngster on

With plenty of motoring hacks ready

the prowl for a good time and g-forc-

to line the GTI up against what they

es. The Scirocco shape is intriguing.

term “suitable rivals”, we think they are

It starts very low on the slim air-dam

mistaken. The biggest rival to the GTI

integrating the bonnet that flows rear-

6 is the Scirocco. With this dilemma

wards and upwards, getting wider as it

DR I VE M A G A Z IN E OC TOB E R 20 09

D r ive Fe a t ure sweeps across the A-pillars strength-

The GTI on the other hand with its

ening in bulge from where the B-pillar

organic contours is more Coco Chanel

would have been placed. As it pass-

simplicity than Stoned Cherie’s West

es an oblong side window, cut low to

African frills, its basic hatchback shape

impersonate

dragsters,

dull next to the bionic-looking Scirocco.

the line explodes out into a heavily

Without talking much, the new GTI’s

pregnant shoulder that doubles as a

silent

Porsche 911 impressing haunch. It

though. Perhaps if VW hadn’t spread

really is striking and deserves a paint

illustrations of a special one-off GTI

choice that does justice to the shape

packing a V12 engine with this new,

such as silver or red. Black is a good

square-jawed facade then I’d protest.

choice too but it touches on too morbid

The GTI manages to cut a sharper

for my tastes.

figure above mere Golf 6 species

old

school

form

has

certain

appeal

DRIVE M AGAZINE OCTOBER 2009

D r i v e F ea tur e

thanks to varying bumper treatment with

for effective exposure of its design

well-disguised plastic meshing serving

lines.

as mock air scoops and horizontal front fog lamps sitting further on both left and

Interior

right edges of the ensemble. The effect

Open the wide swinging doors of the

of this wilder look is helped along nicely

Scirocco and there is no doubt that

by a swelling of the front wheel arches

practicality takes a back seat in here.

to fit in the Detroit 18 inchers. Overall,

Bucketed leather seats greet you as

it is an acquired look. It will take time to

is the suggested seating position that

settle and rousing its visual charms is

makes no bones about the flavour of

dependent on colour scheme. I would

driving expected; simply low and fast.

recommend White, Red or a dark Grey

The wide front screen is in a design

DR I VE M A G A Z IN E OC TOB E R 20 09

D r ive Fe a t ure

form that helps with sneaks at apex

tion and SD card/Hard drive storage for-

points and in that code, the seats

mats. It does not end there. Audiophiles

lower deeply while the steering wheel

can order in a higher power unit dubbed

perspective is adjustable high for that

DynAudio that spews out extra deci-

rally specific angle of attack that I

bels.

personally require. The rear chairs, buckets

right,

The thinking behind the GTI is that

position

of a compact sports car, dishing out

be able to tap into the full joy of

the same brand of sensations as the

G-forces at work. While at this junc-

Porsches of this world without com-

ture, it is worthy to note that the rear

promising on the practicality of dealing

screen is small in dimension and makes

with the rigours of daily life. Its five-

reversing this car a bit tricky. There is

door body-shape is the fruit of this out-

an optional Park Distance control unit if

look and is why VWSA is not keen on

you have a phobia of walls. A radio/disc

bringing out a three-door version of this

playing unit provides for in-house en-

iconic hatch. The furniture continues the

tertainment. Voluntarily you can pop out

theme. Seats are shapely for sports ori-

extra cash and purchase a higher end

entated driving but the engineers have

system that combines satellite naviga-

padded them with cleverness. They are

occupants

their tightly

own into

DRIVE M AGAZINE OCTOBER 2009

D r i v e F ea tur e firm yet comfortable while ergonomical-

rudder was a total disaster that offered

ly it leaves plenty to desire. The gear

no effort in heightening the drive expe-

lever sits perfectly in line of the left arm

rience. It was spot-on for chasing after

whether it is the traditional manual or

pop-culture one-upmanship instead of

“The gear lever sits perfectly in line of the left arm whether it is the trad manual or new age DSG.” new age DSG. For the auto ‘boxed GTI,

contributing to driving substance. The

flappy-paddles can be used to delete

new piece is fully spherical but muscu-

whole hand movement thereby cutting

lar and robust with bits of glitter here

shift-times by some margin. They are

and there and genuinely helps in the

located behind the steering wheel and

actual driving. Rear occupants get far

what a tiller that is. VW may not admit

more head, leg and shoulder room than

that the previous car’s flat-bottomed

in the Scirocco and the boot is sizeable.

DR I VE M A G A Z IN E OC TOB E R 20 09

D r ive Fe a t ure They are worlds apart when it comes to cabin outlook but are matches on qual-

a rear that will flick deliciously out

ity and style.

on pull back of the throttle. It suits the ever-buzzing enthusiast. Cur-

Performance

rently it is available in DSG mode

This bit surely separates the two cars.

and 2.0-litre turbo format but sug-

Right away, I will remind everyone

gestions are that a 1.4-TSI engine

that this is not a speed contest but an

will join the stable at a later stage.

insight into the vehicles variances that should help confused potential buy-

The GTI on the other hand is a

ers. It is not important as to which is

different kettle of fish. No rear end

faster. They are both quick. They share

detonations but it packs 155 kW

basic architecture in that both utilise 2.0-litre TFSI engines. GTI 6 uses a newer version of the lump while the Scirocco employs the 147 kW and 280 Nm TFSI power-plant that elevated the GTI 5 to stardom. Nostalgic it is and I am of firm belief that this is the greatest engine ever to fill a GTI bonnet. It brings back the gruff explosions emitted by the mufflers when changing up and the infinite alertness that characterised the GTI 5 engine response. Nevertheless, in this instance, the mill finds a lighter, stiffer body to haul about and the results are astonishing. It is quick at any point on the rev range, threatening to fry its front wheels with any slight provocation of its right-most pedal. Fervently taking on bends reveals a chassis setup that is sturdy, harder even, but neatly understeery at the limit and 80

DRIVE M AGAZINE OCTOBER 2009

D r i v e F ea tur e

and 280 Nm points to its newfound,

begin their stampede in unison to the

well-groomed role. Drive it normally

turbo whistle. Select â&#x20AC;&#x2DC;Sportâ&#x20AC;&#x2122;, persevere

and it lulls you into forgetting there are

with bouncing the red needle into the

extra horses up-front. It is docile,

red-zone, take on the twisty bits and

settling down into an elegance that

it rewards handsomely. It is a solid

is foreign to the badge. Hang about

illustration of its new talents on the

earlier rev ranges for a while and you

road, impressing deeply with sharp

will soon have illusions of piloting an

steering response and a nose that is

Audi A3. However, press on beyond

controllable and seldom washes out

the 4000 r/min mark and the legend

thanks to XDS. This electronic diff-lock

makes a roaring return. The horses

is constantly monitoring exuberance

DR I VE M A G A Z IN E OC TOB E R 20 09

D r ive Fe a t ure

and will cut or add power purchase ac-

Conclusion

cordingly. It is a far better car than the

VW must be congratulated for its cur-

one it replaces in that now it serves a

rent product line up that seeks to be as

wider audience. The young-at-heart but

democratic as possible. There exists

mature buyer does not have to live with

no other package like this combina-

a suspension that is always jabbing at

tion. Buyers can choose to enjoy older

his/her internals at every road crevice.

tech (GTI 5 drivetrain with the requi-

DRIVE M AGAZINE OCTOBER 2009

D r i v e F ea tur e site rough stuff) or drive newer, more

week day/weekend switch of the GTI as

refined (also known as boring) innova-

both cars translate their birthing theo-

tion. On top of this, VW then matches

ries into form and substance.

these engineering blueprints to design objectives aligned to identity and out-

Get it right and you will be delighted

look. Sportier drivers are to meet with

with your choice steed. Make a hash of

the technical expectations promised

it and you will spread untrue rumours

by the Sciroccoâ&#x20AC;&#x2122;s dramatic shape and,

about VW cars.

combined with the uproar of the old GTI motor it is a well captivating blend.

-Phuti Mpyane

The family focused buyer will enjoy the

DR I VE M A G A Z IN E OC TOB E R 20 09

D r ive Column

MAKING FRIENDS: FUEL ECONOMY LIES

I figured, it being our second issue

Synchro Rev Match) due to the lack of

(hooray) and the title still pitching for new

disruptions in power delivery, nor even

friends in the local motoring publishing

longer-wearing components (again, no).

smorgasbord, and with a full news fea-

It is, in fact economy.

ture on the role of fuel in achieving the

But as with so many things in this game,

next paradigm of near-zero-CO2 friend-

it’s a gyp.

liness, I’d speak a little this month on my

If the Gods of the EU combined-cycle

views of the whole, current, economy

testing procedures were in any way

debacle.

reasonable, you see, the hard-and-fast predefined shift-points which all manu-

I must of course stress, these are my

al cars must adhere to wouldn’t be so

views only. They are typically left-field,

intrinsically ridiculous, low enough that

so feel free to disagree with me vocifer-

even the warmest nat-asp 2-litre would

ously in the comments section at www.

be put under unnecessary strain (and

drivemagazine.co.za.

therefore require unnecessary throttle to overcome) for the entire duration of the

Let’s start with new-fangled, super-clev-

test!

er multi-clutch “manual” gearboxes. It’s predicted that they’ll soon become de

Dual-clutchers, of course, are allowed to

rigeur, fitted as standard in place of con-

be slotted into D and the gearbox soft-

ventional stick-shift ‘boxes. And the ar-

ware permitted to make it’s own, much

gument for this is neither cost-effective-

more reasonable decisions on this mat-

ness (they aren’t), faster acceleration

ter. So although the seamless delivery

(yes, OK, the best ones) or better con-

of drive might feasibly help fuel con-

trol (one three-word word for you here;

sumption by a miniscule percentage, the

DRIVE M AGAZINE OCTOBER 2009

D r i v e C ol um n reality of the testing is that this simple

of air as a 3-litre car in giant gulps, the

fact is actually what defines the results,

management system has to squirt a

indicating that a DSG-equipped car will

commensurate amount of fuel per com-

consume less fuel with its revs properly

bustion stroke to avoid nasty mechanical

managed by the computer than a regular

maladies. Often more, in fact, because

3-pedal setup could manage with a mad

you really don’t want to run too lean on a

engine-hater with ritualistic tendency to

performance engine after all.

stick every shift in at loony-world revs. Cool.

Which is where the gap lies. In those same ludicrous EU tests, the shift-points

Turbos next, or forced-induction gener-

are such that you’re in the higher gear

ally. All right, so a heavily blown 2-litre

long before the turbo ever spools. At

four will give you the same power (OK

which point, thanks to the compression

sort of) and more torque (true enough)

ratio and the like, you’re probably run-

than a 3.0-litre naturally aspirated V6,

ning slightly less power than a nat-asp

yes. But the way some of the marketing

motor of the same size. Meaning you

material now refers to these perform-

have to use more fuel to accelerate to

ance-enhancers, you’d swear they do

a chosen speed. And hence the unfea-

this magical trick at zero cost in fuel con-

sibly tiny numbers. As soon as you get

sumption, sipping juice at the rate of a

that car out into the real world, and you

nat-asp capacity-equivalent motor! This,

actually start using all that turbo-swollen

is utter rubbish.

torque you’ve played for, the advantage reverses as quickly as the dial on

In fact, turbo cars like to evaporate the

your fuel gauge head’s towards that 0/1

contents of fuel tanks at an alarming rate

mark.

so long as the blower is lit. That’s because the fuel/air mixture must remain

Just look at Subaru’s 2.5-litre flat-four

broadly the same, so when that com-

turbomotor. A gem of an engine which

pressor is ramming the same amount

we’re getting for a whole week this

DR I VE M A G A Z IN E OC TOB E R 20 09

D r ive Column Thursday and are massively excited

lar, biofuel perhaps) sources? Wholly

about, but reliable reports peg its “econ-

computer-operated cars for perfect effi-

omy” at around 14 l/100km. Audi’s S3/

ciency at all times?

TTS runs a little lighter due to smaller cubic centimetres and a sixth gear, but

Some of these are promising, yes. Hy-

neither can really crack under 12l/100

drogen fuel cells are still the front-runner

with any sustainability. Which is what we

for me. Making lighter cars would work in

achieved with a heavy, slow, auto-gear-

the shorter term as well. But the world’s

boxed Lexus GS300 last month, and way

fixation on those silly quoted consump-

above where my (often enthusiastically-

tion figures, from which CO2 emissions

driven) 12-year-old BMW 328i sits. Yes

are directly calculated, seems intent on

the turbo’d cars destroy these examples

pushing us towards more complex, ex-

for pace and produce 25% more horse-

pensive, and heavier cars which aren’t

power, but the cost in fuel is absolutely

going to help the planet at all, just in-

in proportion with this, so where’s this

crease the revenue for manufacturers

big efficiency advantage?

as older “unsociable” cars are ditched for newer, “eco-friendly” facades errr

Hybrids? Well if you haven’t already,

models.

read the GS300 versus GS450h test in last month’s issue of Drive for a good

Otherwise, of course, you could always

synopsis of our take on that one. Fully

just follow Steve’s route and go every-

electric is better, but suffers from end-

where on two wheels only. But I like the

of-life contamination issues as well as

advantages of having four – can any-

huge fossil fuel running costs in gener-

one say “V12 bike” without bursting out

ating the electricity being used to power

laughing?

the stupidly torquey motors.

-Russell Bennett So what’s the answer then? Low rollingresistance tyres? Alternative power (so86

DRIVE M AGAZINE OCTOBER 2009

D r i v e C ol um n

RECESSIONARY TACTICS T he South African motor industry

Surprisingly enough they found that

is reeling in pain with the recession

they found that they didn’t have peo-

biting and sales going through the

ple beating a path to the doors of the

floor. Sure money is a lot tighter than

dealerships so, only after several

it was this time last year and people

months did they start to offer some

are a lot more cautious about spend-

special deals and creative finance

ing their hard earned but should

options. Unfortunately though most

sales be as bad as they are? Whist I

of the manufacturers have cut their

am no economist, let me explain why

advertising budgets so not enough

in my humble opinion sales could be

people know what deals are on offer.

a lot better.

If they think that prospective buyers are going to drive around to the

As the economy slows down, people

dealerships looking for a deal, they

have less money to spend and are

are very much mistaken. Most peo-

more hesitant about spending the lit-

ple have already decided to keep the

tle bit that they have got. They need

vehicle they have got for a bit long-

to be enticed into parting with their

er so unless they see an advert for

cash, usually by being offered at-

a special deal, they probably won’t

tractive deals. So what did the man-

even consider visiting a dealership.

ufacturers do? They put the price up which was bound to be a winner

There are some dealerships that do

wasn’t it?

advertise, my local BMW dealership

DR I VE M A G A Z IN E OC TOB E R 20 09

D r ive Column for example. So having seen one

After

of their ads, I stopped in and hav-

“Have you got an MX-5?” to which

ing stood around for ten minutes, I

the salesman answered “No.” After a

walked straight back out. I couldn’t

pause, “When will you have one in?”

even get anyone to speak to me let

He answered, “ I don’t know.” Anoth-

alone try and sell me a car. And if

er pause was followed by me saying,

you think it’s just BMW dealers that

“O.K. then, thanks for your time.”

are at fault, you’d be wrong.

“No problem.” he said and watched

exchanging

pleasantries,

me walk out the door without taking On another occasion whilst looking

my phone number or even offering

for information for this magazine, I

me a brochure.

took a look at the Mazda web site and stumbled across some of their spe-

Having given up on the idea of a new

cials, in particular the MX-5 caught

car I decided a new bike might be a

my eye. I’m a big fan of the MX-5

better bet and I did find an advert

and thought that a nice little open

for a used BMW R1200S at a Dur-

top roadster would put a smile on my

ban based dealership. The R1200S

face. It may not be the most practi-

might be the most unpopular BMW

cal car but hey, there’s more to life

ever made but for some reason it

than practicality. So, I took a drive

really appeals to me. I phoned the

down to my local dealership and

dealership and knowing that there

was faced with 2 salespeople sitting

is a rescission on, tried to negotiate

at their desks. Again they made no

a better price. I would have bought

attempt whatsoever to speak to me

it at the advertised price but you’ve

even though they didn’t appear to

got to try haven’t you?

be doing anything else. Undeterred I walked up to one of them and the

Service with a smile he emailed me

conversation went like this.

the same day offering me a small dis-

DRIVE M AGAZINE OCTOBER 2009

D r i v e C ol um n count so I emailed straight back ask-

experiences at dealerships across

ing what information he would need

the board. Yes there are some good

to arrange finance. The following

ones that are enjoying consistent

day he sent me another email saying

sales figures but they are fairly thin

that the bike had in fact been sold

on the ground.

to someone else and that made me angry. Why negotiate a deal with me

Yes we are in a recession and there

and then sell to someone else? The

are far fewer potential buyers that

response was that he was selling it

fact is not in dispute. Nevertheless

on behalf of another dealership that

there are people out there who might

suddenly wanted the bike back. Still

be in the market for a new vehicle

unhappy, my response was “Surely

but the industry is not going out of

you should have told the other deal-

its way to attract them. So, if you

ership that you had a deal pending

are in the business and you want

and you will return it if that deal falls

to increase your sales, don’t just sit

through”.

there crying into your beer, start doing your job.

Then the salesman did the typical South African thing and blamed me.

-Steve Allison

You see by asking him to sharpen his pencil he had decided that I wasn’t a serious buyer even though I had asked for finance to be arranged.

This not meant to be an attack on BMW and Mazda; I’m speaking from personal experience. Most people I have spoken to have had similar

DR I VE M A G A Z IN E OC TOB E R 20 09

Have you ever wondered just how

benefits and then just use standard fuel

much stake to place in those adverts

from any random, nearby refinery in

for fuel on TV, you know, the ones with

their pumps we wanted to find out what

the microscopic attendants giving your

the situation is here in Sunny SA. En-

valves a wipe after each stroke, sup-

ter Chris Locket, the BP SA FVC Tech-

posedly keeping your engine cleaner

nology Manager, who was happy to sit

and stronger and better just from using

down with editor Russell Bennett and

a certain brand of fuel?

speak openly about how these things work, and give us some details of their

Well, we certainly have, and as we’ve

own flagship product BP Ultimate while

heard of European markets in which

we’re at it.

fuel brands advertise these unique

Ultimate ULP

Our Global Fuels Technology (GFT) division here in SA has a team in Jo’Burg and a Quality Assurance lab down in Cape Town, and we cover sub-Saharan African right up to Tanzania in fact, and feed our research and findings

into the global fuels’ ini-

tinctive lime-green colour scheme has

tiative for both long-term

changed, the BP Ultimate in forecourts

research

and

today is the second-generation of this

short-term development

flagship product, and Chris and his team

goals.

research

are deeply involved in testing the third

teams are looking ahead

generation due out in the next couple

10 – 30 years today, and

of years. Fuel technology must after all

although we do see some

evolve as quickly as the vehicles burn-

projects Our

ing it, as the fuel itself plays a key role in maximising modern-technology efficiencies and reducing fuel consumption. “It’s all about efficiency now, across the globe more stringent emissions requirements are being set and targeted for the near future. The European market is definitely leading the way here, there current standards pretty much equal to the goals set in the US for 2015, but

is Chr

Loc

ket

vehicle electrification coming we still see fuel-based vehicles being dominant in 30 years time. Meanwhile, the development component is kept busy analysing and testing the next-generation of Ultimate, the fuel we’ll see in our tanks in the next 3 to 5 years” begins Locket. In fact, although neither name or dis-

then the US is still a petrol-dominated market and could probably achieve these objective sooner simply by promoting diesel more.” In fact, BP Ultimate diesel has been proven to deliver an average efficiency improvement equating to about 28 extra kilometres per tank of petrol used, which comes to an extra 1000km more per year, based on an average duty cycle of around 24 000 kms per annum! For Ultimate ULP, the results are similar

N ews Fe ature

at 25 kms per tank. And yes, points out

buildup on the valves the diesel is dis-

Locket, these are results which have

tributed into the combustion chamber

been tested in local conditions spe-

more evenly and efficiently for greater

cifically, and all tests and results have

combustion efficiency. The cetane rat-

been observed and verified by the AA

ing meanwhile is a measure of how

as an independent industry body.

long it takes the fuel to ignite, and BP Ultimate is definitely above average on

â&#x20AC;&#x153;In the diesel product specifically, it

this front, with regular diesel having a

comes down to the detergency and ce-

cetane rating of between 48 and 50, 45

tane-boosting portions of our additive

being the regulated minimum, while our

package primarily. Naturally a cleaner

diesel has a rating of 52 to 56!â&#x20AC;?

engine is a better-running one, so by preventing or removing carbon deposit 92

â&#x20AC;&#x153;On the ULP side, we use a 3-in-one DRIVE M AGAZINE OCTOBER 2009

New s F eatur e for separate banks of cylinders to be fed fuel from separate tanks, complete with microscopic cameras in the combustion chamber itself allowing real-time visual monitoring of what’s happening at the point of combustion. The banks of cylinders running BP Ultimate, after just 5000 kms testing, are visibly cleaner with barely a hint of carbon buildup thanks to our cleaning additives.” In addition to preventing the formation of carbon deposits in newer engines, BP Ultimate also cleans these deposits found in older engines, with Locket claiming that about 75% of the deposits will be gone within 3 to 5 tankfuls of BP Ultimate passing through the system. And yes, all of these claims are backed up by the AA who closely monitor and additive package which includes clean-

observe the huge array of testing pro-

ing agents, friction-reducing anti-wear

cedures carried out on the rolling roads

components

of the laboratories across the world.

and

corrosion-limiters.

We’ve shown an acceleration improvement of (on average) 7% when using

“Improved fuels are definitely a part of

BP Ultimate over a regular pump-grade

the solution for the motoring industry to

fuel, and have gone to great lengths to

meet the aggressive emissions targets

demonstrate how we achieve these fig-

now being established, particularly for

ures. For instance we’ve built dual fuel-

vehicles operating primarily in stop-

ling-system cars and bikes, and we built

start urban conditions. We work closely

our own demonstrator of the car here

with industry bodies such as NAAMSA

in the SA market and have the bike on

on this three-legged approach, with our

display at our Jo’burg HQ, which allows

fuel technology forming one leg, im-

DR I VE M A G A Z IN E OC TOB E R 20 09

N ews Fe ature proving engine technology another, and regular and comprehensive vehicle maintenance and inspection the last of the trio. This last matter is particularly relevant to emerging markets such as our own, as there isn’t any regular, mandatory inspection required by legislation in SA as yet. But we see these three facets working together and playing an equal role

With a cleaner fuel, comes a cleaner engine. BP fuels look after your engine by removing damaging deposits, ensuring it is clean and protected. KEY FACTS • BP Ultimate ULP removes 75% of existing deposits • BP Ultimate ULP prevents 97%of deposits forming in new engines • BP Ultimate Diesel improves flow through the fuel inlet pintle by 380%

Less is more. BP design fuels that put less exhaust emissions into the environment, giving you more air to breathe. By reducing the amount of fumes that your car produces, BP fuels are as planet friendly as possible KEY FACTS • BP Ultimate ULP reduces emissions. CO by 8% and NOx by 21% • BP Ultimate Diesel reduces emissions. CO by 22%, HC by 35% and PM by v5%

DRIVE M AGAZINE OCTOBER 2009

New s F eatur e in formulating personal mobility strate-

pumps serve up essentially the base

gies of tomorrow.”

fuel mixture. So Ultimate is our premium fuel offering.”

And what of the supply? Locket clarifies; “While it is true that all base fuels

Locket even has some recession advice

come from any, preferably the nearest,

for fuel consumers out there, unsurpris-

source, the difference is in the additive

ingly something along the lines of “use

package which is applied when this

BP Ultimate!” His reasoning however

base fuel hits our BP depots, of which

is sound, and forms part of a compre-

there are more than 20 in SA at the mo-

hensive list of suggestions for saving

ment. With the additisation programme

money by lowering fuel consumption,

complete, this fuel is then shipped out

including generic fuel consumption tips

to BP forecourts in the region and this

such as ensuring correct tyre tempera-

is the fuel you’ll find in BP Ultimate-

tures and avoiding the use of the A/C

branded pumps, while the “regular”

whenever possible. “In these difficult times, it’s important for consumers to save money wherever they can, and reducing fuel costs can contribute a fairly substantial amount

Never feel empty You get miles more out of BP fuels, keeping your tank fuller for longer KEY FACTS • BP Ultimate ULP can give you up to 25 km extra per

•

tankful. Over the course of 1 year that equates to 960 km, which equates to a return trip from Cape Town to George (872 km) and enjoy the Garden Route BP Ultimate Diesel can give you up to 36 km extra per tankful. Over the course of 1 year that equates to 720km per year which equates to a return trip from Johannesburg to the Kruger National Park.. DR I VE M A G A Z IN E OC TOB E R 20 09

to lowering your monthly spend,” concludes Locket. Although we’d like to conduct our own fuel testing on real roads and in real cars in the near future, BPs results are the culmination of years of intensive development and billions of dollars spent on global testing processes, and are even endorsed by the AA, so can be taken as pretty reliable in our view.

-Russell Bennett 95

Now I always thought Grande implied, well, big. Large. I know the English

some extra vooma. This drives the front wheels via a regular five speed box.

version extends to mean impres-

sive or excessive as well, but it always

What it does have rather a lot of how-

links-in with size in my mind.

ever is presence, especially resplendent in a lovely metallic electric blue (I

Yet Fiat’s Grande Punto, despite being

believe FIAT calls it New Orleans Blue).

a full five-door, doesn’t exactly take up

That’s the hand of Giugaro in sculpting

the whole road. In fact it’s quite small,

this shape, it’s definitely got that unique

even for a car in this category.

grace you expect from the Italians (bar Lamborghini, of course).

It’s got a small engine too. Just 1.4-litres, although at least in the case

But some things are deceptive here, and

of this T-Jet that is turbocharged for

you notice them the first time you swing

D r ive Te st open the shapely door and fall into the

for this range-topper. Selecting from

seat. It’s actually not as cramped as

this list somewhat more cautiously

you expected in here, in fact it’s pretty

is probably wiser, as you don’t need

roomy. All right so with me at the wheel

all of the niceties in here, but some

the back seat has no legroom but that’s

are definitely recommended, like the

fairly standard. As the driver I’m good in

full climate-control upgrade, and the

the Grande Punto, especially thanks to

uprated sound equipment, although the

the height-adjustable wheel and seats.

rain sensing wipers probably can’t be

Just the pedals are a little tight, but

called a necessity.

again that’s pretty standard especially for an Italian model.

The cabin is full of little thoughts which

wouldn’t

afflict

the

rival

It’s very well-equipped too, although

German products, for instance, but

our demo unit did sport a few of the

brighten things up quite a bit, and it

features from the options list despite

always manages to remind the driver

already weighing-in at R195 000 (base)

that life really isn’t all that bad if they

DRIVE M AGAZINE OCTOBER 2009

“It’s actually not as cramped as you expected in here, in fact it’s pretty roomy.”

D r ive Te st think about it. The seats are covered in some pretty, spangly cloth for instance

1800rpm the turbo spools quickly

and this is echoed quite liberally on the

and just makes it feel more like a

facia, dash, and door panels. And why

2-litre nat-asp in a small, light car.

oh why do some cars still come with hard plastic or marginally leather-pad-

Flat-out, well the company claims

ded armrests in the doors? The FIAT’s

a top whack of 178km/h but the

are generously cushioned indeed, and

Punto’s speedo must over read a

your elbows are all the better for it after

bit then because I touched 200 on

a long journey.

that clock on a long open largely deserted stretch of isolated road.

OK, firing up the engine isn’t nearly as feel-good – it catches with a bit of a clatter before settling to an anonymous idle. Feed out the light clutch and get on the throttle and... whoa! Again, deceptive. At just 1.4-litres, and producing only a quoted 88kW, this little mill pulls quite well! Must be that 206Nm at 2000rpm I suppose. Turns out it isn’t quite as muscular as it first feels, as the unit has been tuned to produce all that low-end torque, and it runs out of puff quite early, leaving little reason to go beyond the 5000rpm power-peak before shifting. But that nature combined with well-chosen gears make the Grande Punto T-Jet feel very brisk up to the national limit. It also makes overtaking in the feisty FIAT pretty stress-free, there’s very little lag and as long as you’re at or at about 100

DRIVE M AGAZINE OCTOBER 2009

Dr i v e Te s t

It’s really not bad for such diminutive

ate a worrying pitching when braking

numbers. And that led to me worry-

from unsociable speeds, speeds which

ing a bit about the brakes – I’d spotted

it feels happy to cruise at, and with a

the rear drums when walking around it

sixth cog would quite easily surpass.

earlier, and but a second later a situation arose which required a firm foot on

The handling is also affected by the

the middle pedal, and sure enough it

spongy shocks, as well as the portly

wasn’t great. Yes it has ABS and EBD

tyre sidewalls, but this isn’t exactly a

but the disparate braking systems front

Focus RS after all. The Grande Punto

to rear and soft shocks conspire to cre-

does have an engaging chassis how-

DR I VE M A G A Z IN E OC TOB E R 20 09

101

“With just a turbo the Punto seems to offer everything the VW claims to, good low-end torque...”

Dr i v e Te s t ever, so when you are toying with its

sort of wreck FIATâ&#x20AC;&#x2122;s reason for putting

undeniably modest grip limits it does

a small capacity engine in â&#x20AC;&#x201C; fuel econo-

communicate well with you so you

my! The company claims an impressive

have all the information you need.

6.6l/100km but we never got beneath

The helm is fairly numb to it all but the

10, with spirited use of the throttle.

chassis speaks quite clearly so. It holds on gamely when attacking roads

This T-Jet motor does leave one won-

like this but ultimately falls into scrubby

dering where over complicated things

understeer of course, having adopted

like VWs 1.4 TSI twincharged system

impressive body roll angles just before

actually fit. With just a turbo the Pun-

reaching this loss of grip.

to seems to offer everything the VW claims to, good low-end torque, good

Of course driving it in this way does

DR I VE M A G A Z IN E OC TOB E R 20 09

fuel economy, and a good sensation of

103

power. Well fortunately we had the Golf

Maintenance cost worries are valid

this month as well so read that review

but it feels a pretty well-built machine,

in the next issue to find out how it com-

and FIAT SA promise us that its parts

pares.

basket pricing has at the very least met with industry standards now thanks to

I think the Grande Punto T-Jet is

some intensive focus on local parts

actually a severely underrated car. It

operations.

offers a very appealing mix of practicality, performance, and distilled Italian

This concern apart this car makes a

style for just under R200K, and does it

strong case for itself, the turbo power

without stepping on the toes of the slav-

especially useful up here at the Reef

ering eco-brigade too much even! Yes

of course. Take one for a test drive if

competitors can give you more power

youâ&#x20AC;&#x2122;re interested, youâ&#x20AC;&#x2122;re likely to be

for similar money but for the most part

surprised by the overall package.

they perform their duties without much charm. The Grande Punto exudes charisma from every orifice.

Drive Vitals: Fiat Grande Punto 1.4 T-Jet Engine

1.4-litre turbocharged

Power

88kW@5000rpm

Torque

206 Nm@2000rpm

0-100km/h

8.9 seconds

Top speed

178 km/h

Weight

1155 kg

Price

R197 300

D r ive Te st

106

DRIVE M AGAZINE OCTOBER 2009

Dr i v e Te s t

One of my very best friends is a real, well, pet person, you know? He used to just get all googly over the giant, lovable Lab which still resides at his parents house, even the typically cranky spaniel they had for many years until a tragic house invasion would receive lavish amounts of love. He just had a great bond with them, especially dogs. Now he’s moved out, to a townhouse predictably, second floor, so no more dogs for him for the moment. Fortunately he’s managed to fill the void with his fiancées favourites – reptiles! Specifically, bearded dragons (beardies) which they currently have an entire brood of in their spare-room terrarium. He tries to convince me that they’re a fine subject for ...err... warm-blooded pets now and then. That they show emotions, are somehow cuddly (as long as you avoid the spikes), and offer a similar sort of companionship. But both he and I know he’s, if not lying, well just rationalising a little, a lot, for now. His financial future is so well mapped however that it won’t be long till he’ll be moving into something bigger, with a garden, DR I VE M A G A Z IN E OC TOB E R 20 09

107

Dr i v e Te s t and undoubtedly return to his canines.

on SA roads at this point, although

After all, if lizards help him through well

admittedly its name is meant to be a

who am I to criticise?

cross between a lizard and a feline and not a pure reptile itself per se.

Which is why the most famous car I can think of that’s named for a reptile,

Of course you can’t judge a car by its

is a faintly terrifying, pulsing, throb-

name, or any lingering lizardly laments.

bing, monstrous 60’s throwback which

The 1.4 TSI Tiguan we got in was our

won a few races thanks mostly to the

second titchy engine for the month,

relationship between engine size (huge)

another one of less than a litre and a

and weight (not so huge). Yes of course

half, but it does have VWs twincharg-

it’s the Cobra.

ing kit applied. Put shortly, that means a supercharger for boosting low-end

Not anymore though. VW’s Tiguan has

pull, and a turbo for maintaining the

already become a fairly common sight

power much longer, together boosting

DR I VE M A G A Z IN E OC TOB E R 20 09

109

D r ive Te st this tyke to 110kW, with a whole feast of torque available from low right the way through to high. We also got a six-speed manual box transmitting this turboed twist to all four wheels via VWs 4Motion setup, and although the Tiguan does look like a

baby SUV it’s really a road system of course. While it works for ensuring the vehicle remains right-footed even in treacherous, wet conditions, and keeping the car on course even under pretty hard cornering, these systems aren’t ideal driving enhancers. Which isn’t to say sporty 4WD systems 110

DRIVE M AGAZINE OCTOBER 2009

Dr i v e Te s t can’t be fun, oh no. Properly tuned for

on R400K. And I can’t stop thinking that

enthusiasts they can be brilliant, in

that’s a lot of money for a 1.4, although

Scoobys for instance, or RS4s, even

I know all about the clever engineering

911s. But “conventional” ones all suf-

involved to get that impressive power

fer the same fate when being pushed.

out of it, and the lavish amounts of

Tragic, terminal understeer. And that’s

luxury equipment the Tiguan comes

what happens in the Tiguan eventually,

with,

although its sheer weight that does it

even suggested to someone at the

more than body-roll which consider-

launch that they call them by power

ing the centre of gravity is controlled

outputs rather than engine sizes, so

superbly.

this would be a Tiguan 110kW, and I

suits

its

SUV

image.

see that’s exactly the route they’re But I suppose compact SUVs aren’t

taking with Golf 6 models sporting this

hustling cars really. As is often the case,

engine.

our press demonstrator came packed with a choice selection of extras taking

It isn’t even like it’s all that frugal at the

the base R318K price tag up to near-

pumps, either. Again, due allowance

DR I VE M A G A Z IN E OC TOB E R 20 09

111

D r ive Te st must be given for the amount of weight it lugs and losses in the AWD drivetrain,

place but there just isn’t any real

but well over 10l/100km seems a bit se-

soul, guys. And, well, if I’m going

vere for such little cylinders. And yet, for

to be spending over three-hun-

just about the first time ever, our results

dred grand, let alone nearly four,

actually match VW’s own consumption

well I want some character thrown

claims, 10.6 for the urban cycle.

in at least, in place of some of the swish even, would be fine.

It does make sense though. We all know that forced-induction equals more air

There isn’t really anything at all

being burned which must be matched

to criticise directly though. The

by more fuel. So doubling that...

handling is tidy at eight-tenths, the ride good, the little motor

The smaller, cheaper, 4X2 model is a

quite muscular if thirsty, and the

bit better here at least managing to dip

interior rock solid at all times. You

below 10l/100km. It’s even got a slight-

do have to love the baby Touraeg

ly faster 0-100km/h sprint time (9.3 ver-

exterior appearance as well. Oh,

sus 9.6s) and a higher top speed (195

and the manual gearbox seems

versus 193km/h). For less money.

to actually be an active attempt to encourage people to buy a DSG

Anyway back to our test sample.

instead – just unacceptably vague and spongy at all times.

The interior is certainly, well, comfortable for one, the optional leather

What

upholstery really lifting the interior

have over torque-rich turbo-only

ambience at least in terms of the tactile

motors like the FIAT T-Jet, is

quality. And seemingly bombproof, as

actually high up in the range.

the manufacturer is famous for. But it’s

When the turbo takes over from

certainly very dull, black plastic, black

the supercharger, it frees the

leather, pretty “conventional” in every

engine up to spin all the way to the

other respect.

redline without feeling strained,

the

TSI

motor

does

and still delivers good acceleraYes all the luxurious touches are in 112

DRIVE M AGAZINE OCTOBER 2009

Dr i v e Te s t

DR I VE M A G A Z IN E OC TOB E R 20 09

113

D r ive Te st tion right to the limiter or just about. Un-

for the crushing daily commuter cycles.

fortunately the car as a whole doesn’t

So the Tiguan in all its guises, and es-

really encourage you to keep it nailed

pecially this “eco-conscious” yet still

like that too often.

enjoyable variant will do the best, especially considering the continued re-

course,

it’s

strong

market

luctance (with good reasons, for which I

segment with I’m sure, customers

applaud you) of the SA market to adopt

lining up to shell that out of course, even

diesels.

in the difficult economic conditions (OK well maybe not that many anymore, but

But for us? Unfortunately, in terms of

still a few). They aren’t the same sort

passion, it definitely fits better with the

of drivers that we are primarily though,

reptile half of its name, and not the big

or alternately they have something

cat at all. For that, I guess, you really

fun tucked away for weekends and

need something like a big cat (Jag XKR

actually want something pretty numb

anyone?) after all.

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DRIVE M AGAZINE OCTOBER 2009

Dr i v e Te s t

Drive Vitals: VW Tiguan 1.4 TSI Track & Field Engine

1.4-litre twincharged

Power

110kW@5800rpm

Torque

240 Nm@1800-4000rpm

0-100km/h

9.6 seconds

Top speed

193 km/h

Weight

1546 kg

Price

R318 800 (base spec)

DR I VE M A G A Z IN E OC TOB E R 20 09

115

D r ive Te st

VW Tiguan second opinion The VV Tiguan is basically just a tall golf but that’s not a bad thing. You get all of the benefits of a Golf with a higher roofline and the very real feeling of an SUV. Our test car with its 1.4 TSI engine and 4Motion performed at least as well as a 2 litre with the added benefit of lower fuel consumption. The car is a real pleasure to drive with excellent ride quality and the 4Motion offers hot hatch handling. It really will appeal to the family man that needs a bigger car but still enjoys driving. The higher cabin offers a seating position that remains comfortable for all day driving and getting in is easier on aging limbs. On the down side, I like cruise control, which should be standard on a car in this price bracket. The other problem is the manual gearbox. It really is not up to the usual VW standard, it’s notchy, imprecise

and

each

gear

change

involves a long throw of the lever. I would recommend the Tiguan if you are looking for a small SUV but go for the DSG option. Don’t be fooled though, the 4Motion makes it an excellent handling road car rather than an off roader.

- Steve Allison 116

DRIVE M AGAZINE OCTOBER 2009

Dr i v e Te s t

DR I VE M A G A Z IN E OC TOB E R 20 09

117

The Triumph 675 Daytona has

of the box including items that are

been a real success story for the

usually reserved for the aftermar-

British manufacturer winning ac-

ket, like braided brake hoses and

colades and racing championships

a lap timer. There’s even a trip

all over the world. Early attempts

computer although the buttons

at producing a supersport 600

that operate it are a bit fiddly when

met with very limited success un-

you’re riding. On top of that, you

til in 2006 the company decided to

get 126 horsepower, 3 more than

ditch one of the cylinders and add

the older model, 73Nm of twisting

another 75 cubic capacities. The

power as well as Monoblock brake

new bike was an instant hit with its

callipers. Suspension has been

stunning good looks and sublime

upgraded as well, you still get Kay-

chassis but the real success sto-

aba units but they have 2-speed

ry is the unbelievably good triple

compression damping and the bike

motor.

has lost 3Kg weighing in at a mere 162Kg. So as you can see, this is

To stay ahead in the super-

a pretty special motorcycle and

sport class though you need new

with the exchange rate fluctuations

models on a fairly regular basis.

you won’t have to dig as deep in

This year Triumph have updated

your pocket should you choose

the Daytona using the philosophy,

the Daytona over a Japanese 4

if it ain’t broke don’t fix it - so al-

cylinder supersport machine.

though there are several changes, most of them are subtle.

The

old

model

about

attractive as you are going to get, The Daytona is well specced out

well outside of Italy anyway, but

D r ive Te st

that’s a subjective opinion. The new

bike with an impressive spec sheet,

bike has had a couple of very minor

Ducati have got that with the 848 but

styling changes around the front of

most testers found it slightly lacking.

the fairing and the engine and brake

No, it’s how it works on the road and

calipers are now black. Unfortunately

track that really counts. Well, there are

those unique and distinctive colour op-

no worries there, the Daytona is every

tions of the old model are no longer

bit as good to ride as it is to look at.

available with black and red as the only choice until the limited edition arrives.

The first thing you will notice when

Triumph says that black was previously

climbing aboard is that with its high

the number one seller so you can see

seat and low bars, the riding position

their logic I suppose.

is very race orientated. Nevertheless there is plenty of room for a tall rider to

It’s all very well having a good looking 120

sit comfortably. Thumb the starter and DRIVE M AGAZINE OCTOBER 2009

you will be treated to one of the best

and the screaming top end of a 4. I’m

sounding engines in motorcycle history.

going to stick my neck out and say it’s

Make sure you splash out on the more

no compromise at all, the torque feels

free flowing exhaust option because

stronger than a twin and yet the engine

the noise of this bike is nothing short

revs freely. Overtaking cars at around

of aural pornography. And it just gets

80Km/h in top gear requires a small

better and better the further the tacho

twist of the throttle without the need to

needle moves around the dial.

stab the gear lever. When you’re in the mood for some more spirited riding, the

Out on the road the 3 cylinder engine

engine will get you going like a scalded

really is a gem pulling cleanly from 3000

cat. All the time with aural pleasure that

RPM right up to the red line. Many peo-

will have you deliberately leaving your

ple will tell you that it’s a compromise

iPod at home.

between the low down grunt of a twin

Dr i v e Te s t The race riding position is something

line through the corner without the sus-

you really appreciate when you start

pension feeling unsettled, giving you

traversing

The

confidence to take greater lean angles.

suspension is brilliant in all situations,

The high seat does mean that you skim

stiff enough for some serious cornering

your knee slider along the tarmac rath-

and yet compliant enough to keep you

er than grinding it to oblivion.

mountain

passes.

comfortable on rough roads. The bike is narrow and that makes it a very easy

I would never claim to be the fastest

job when the traffic starts to build up.

track rider but I did manage to pass a

It tucks neatly between the cars and

Fireblade between Clubhouse corner

the usability of the engine really shines

and the first Ess on Kyalami thanks to

forth, this is a bike that will have no

the corner speed I was able to carry.

problems taking you to work every day

The torque is a real benefit allowing you

although some will find the riding posi-

to carry one gear higher into Wesbank

tion a little extreme.

eliminating the need to scrabble for

“The bike is narrow and that makes it a very easy job when the traffic starts to build up.” The track is where the Daytona really

another gear at maximum lean. And

comes alive and let’s be honest, the

powering out of Wesbank just lifts the

riding position demonstrates that is

front wheel off the tarmac, or the rum-

what the designers had in mind. I did

ble strip in my case.

make some suspension adjustments to cope with my excessive lardiness

Regular track riders will appreciate

but average weight riders should find

the plug and play quick shifter option

the factory settings adequate. Having

offered by Triumph. A set of Arrow rear

said that, there wouldn’t be much point

sets and a race screen are also items

having fully adjustable suspension if

on the options list so you can ride a

you weren’t going to fiddle with it. The

really trick bike right out of the show-

Daytona turns in quickly and holds its

room. I would have liked to have a USB

DR I VE M A G A Z IN E OC TOB E R 20 09

123

D r ive Te st interface as an option so that you could download the lap timer data but sadly Triumph seems not to agree. There is a set of throw over soft panniers available for those that are likely to travel longer distances. The engine

124

DRIVE M AGAZINE OCTOBER 2009

Dr i v e Te s t is quite high revving though so it does

the traffic on the way home. You get

get a little bit tiring after a couple of

European exclusivity for less than

hours of motorway cruising.

Japanese money and to top it all it doesnâ&#x20AC;&#x2122;t leave you convalescing from

The Daytona really is a do it all sports

open wallet surgery when it goes in for

bike. It has amazing ability on the

a service. What a bike in fact, bugger it,

track and is a pleasure to ride through

I think Iâ&#x20AC;&#x2122;ll go and buy one myself!

-Steve Allison

DR I VE M A G A Z IN E OC TOB E R 20 09

125

Like they tend to, a new NP200 just

It is after all a half-ton workhorse,

sort of, arrived, at our office one day.

hardly the meat and potatoes of this

It hadn’t really been invited, wasn’t

particular online mag. But there was

expected, and didn’t exactly receive a

one thing that kept drawing us towards

warm welcome – replacing the some-

it somehow.

what disappointing new entry-level Navara also tested in this issue.

D r ive Te st

And that’s the fact that this upstart, this

So as distasteteful as it first seemed,

pretender, has replaced a bakkie which

we had to see if we could find a similar

I think just about every South African

heart beating beneath this Dacia-based

has at least one fond memory of, of-

newcomer. Something pure and strong

ten many more. I’ve always had eyes

and good. A link with the legend.

only for the sporty, the fast, the flashy, and yet I’ve actually driven a Champ.

It doesn’t start off too well, but all in

Yes my knees were wrapped so hard

the new car’s favour really. Just for

about the steering that moving it wasn’t

starters, even I can drive the NP200.

exactly easy, and the brakes (at least,

With brakes and everything. In fact

the foot brakes) were an utter no-go

it’s pretty comfortable, and there’s

area, but somehow the experience re-

stacks of unheard-of stuff in here as

mains slightly rose-tinted. With their

standard–

regular drivers at the wheel, these ma-

electric windows, front-loader, power-

chines bounced and jostled along for-

steering, even aircon and pair of air-

ever – there was definitely some sort of

bags so I don’t skewer myself on the

uniquely indomitable spirit within that

steering column in case of a crash! Oh

ridiculously elementary machine.

wait, no not aircon, but some models

128

remote

central

locking,

DRIVE M AGAZINE OCTOBER 2009

D r ive Te st

130

DRIVE M AGAZINE OCTOBER 2009

Dr i v e Te s t do have this so they’ve left the button

enthusiasm, shall we say, is somehow

on in all of them it seems...

retained.

Still, all of this mollycoddling is hardly

And as a half-ton workhorse it’s pretty

in keeping with the one-size-fits-all na-

impressive. It can handle a full 800kg

ture of the original, not so? Just adds to

in its high loadbed, and it actually does

the price, the complexity, the number of

drive like a car when you’re just pop-

things that could break. And yes, all of

ping out. Not a great car, but an eager-

this is in fact true.

to-please one which is nice in itself.

Still it does make living with the thing that little bit easier, day to day. As far as the engine and chassis go, well it’s a FWD bakkie – how much visceral driving entertainment can you really have in one of these? Yes the 1400 could drift beautifully on dirt and become a monster dragster thanks to the RWD layout, it’s a whole new world of safety and caution and this one can’t. That’s about it. It does have an engine though, in this case a 1.6-litre 16-valve. I couldn’t say it’s got great guts or screaming power no, but it does actually do this thing which reminds me a bit of the old car. It sounds as if it’s going fast, like you’re wringing its neck, which you basically do all the time just to keep pace with traffic. And more importantly, that it quite likes the approach. Its boundless DR I VE M A G A Z IN E OC TOB E R 20 09

131

D r ive Te st Cost-cutting is evident in quirky things

Of course, in a week of thrashing it

like that inoperable A/C button, and a

about we can’t really conclude if it can

dash which indicates when a diesel igni-

match the seemingly millions of miles

tion coil is warm even though this is un-

racked up by examples we see still go-

doubtedly a petrol model. But it doesn’t

ing every day, but we can also add that

feel nearly as cheap as a Champ inside

despite being at the redline most of the

really, in fact it’s downright plush with

time, the 1.6 is actually impressively

all that equipment, and is comparable

frugal. We did 400ks on just half a tank,

to other bakkies in this segment.

and it isn’t a big tank either!

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DRIVE M AGAZINE OCTOBER 2009

Dr i v e Te s t

The updated looks were also admired

Overall it might not have a lot, but it

at times during our stint, and taking a

has enough, to be looked upon kindly

look at it as it leaves I can actually see

by its predecessor. Enough character,

why. It’s handsome, and without getting

that is.

all soft and girly about it either.

Hey if you’re lucky, like Lassie, one might just arrive at your door one day

Of course it’s not our kind of car. But

just when you need it.

then we all work for a living yeah? If my work involved carrying loads or even equipment of around 800kgs around all day, I know I could do a lot worse than an NP200 now.

Drive Vitals: Nissan NP200 1.6 16V Engine

1.6-litre petrol four

Power

77kW@5750rpm

Torque

148 Nm@3750rpm

Weight

1083 kg

Price

R131 800

DR I VE M A G A Z IN E OC TOB E R 20 09

133

The ZX-6 is Kawasaki’s offering in the

The ZX-6 is an attractive bike particu-

hotly contested 600cc supersport class

larly in the Monster livery of our test

offering buyers spectacular sports bike

bike, which unfortunately adds R5000

performance without the insurance

to the purchase price. It still amazes

penalty of a 1000. Personally, I find the

me how companies don’t just get you to

riding experience of 600’s particularly

advertise their product for free but ac-

satisfying since you can use more of

tually ask you to pay for the privilege.

the bikes power and keep it on the boil

The problem is that here in South Africa

more often. Whereas with a litre class

you can’t buy the bike in black unless

bike you always feel that you have to

you go for the Monster edition. You do

hold back just a little bit.

however get a green seat and green pin

D r ive Te st striping on the wheels as well as some

almost seems a shame that you have

stickers on the fairing and despite the

to take it off and chuck it in the back

extra cost it really sets the bike off nice-

of the garage to fit a more free flowing

ly. Failing that, local buyers will have to

aftermarket unit. Should you decide to

choose between Kawasaki green and

keep the stock pipe, you will be pleased

bright orange.

to find that it really does make a very good noise albeit not very loudly.

The bike looks fast even when it’s standing still. The swing arm looks like

Again, demonstrating its sporting, track

it’s built for purpose and the overall

oriented focus; the ZX-6 now has a lap

stance of the bike demonstrates its high

timer built into the clear and easy to

performance intentions. On the down-

read digital dash. Unfortunately, you

side, the tree hugging EU do-gooders

don’t get much else on the instrument

insist that the exhaust pipe has to be

panel. Yes there is a gear indicator,

the size of a small dustbin. Kawasaki

a temperature gauge and a clock but

have made an effort to style the pipe in

there is only one trip meter and no in-

keeping with the rest of the bike and it

formation about fuel consumption or

136

DRIVE M AGAZINE OCTOBER 2009

Dr i v e Te s t

range. Oh and when the fuel level gets

is 10Kg lighter than the previous model

down to reserve, most of the informa-

with power being increased to a claimed

tion is replaced by the word “FUEL”

128PS developed at 14000 rpm. The

flashing continually.

power increases to a claimed 134PS with the assistance of RAM Air and

This new ZX-6 has been on a diet and DR I VE M A G A Z IN E OC TOB E R 20 09

I can’t think of a situation where you 137

D r ive Te st

would be operating the bike at 14000

improved since the previous model it

without RAM Air. The new “in thing”

still doesn’t do very much until quite

these days is big piston forks (BPF)

high up in the rev range. There is a

and the ZX-6 is the first bike in the 600

green band on the rev counter that in-

class to use them. I really don’t know

dicates where the engine is working at

how much difference BPF makes but I

it’s best and that starts at, wait for it,

do know that I want one. More for the

8000 rpm. At 140 Km/h in top gear, the

classy Showa logo emblazoned on the

rev counter hasn’t even troubled the

top of the fork leg than anything else.

green band.

On the road, the ZX-6 is a bit of a wild

The bike really does come alive at

child; although the mid range has been

higher revs but in and around suburbia

138

DRIVE M AGAZINE OCTOBER 2009

Dr i v e Te s t

you’ll only be able to use optimum revs

ing down for the next set of lights. It is

in lower gears. So you blast away from

just the most fun but you soon realise

the lights, nothing happens and then it

that Gauteng just isn’t big enough for

“The fuelling is excellent offering smooth power delivery all the way through the rev range.” starts to emulate a wild horse that’s just

this bike. I found myself sneaking out

had a red hot poker stuck up its bottom.

at night attempting to avoid the traffic

With exhilarating acceleration it heads

and our friendly revenue collectors, the

for the horizon, kick the gear lever into

Metro police.

second and then you have to start slow-

DR I VE M A G A Z IN E OC TOB E R 20 09

139

D r ive Te st

“The ZX-6 has an excellent chassis and suspension set up.” 140

DRIVE M AGAZINE OCTOBER 2009

Dr i v e Te s t The child in me really enjoyed the all or nothing excitement of racing between sets of lights but it’s out on the open road or on a track where this bike really makes sense. The fuelling is excellent offering smooth power delivery all the way through the rev range. Even riding slowly, even though there isn’t too much power at low revs the delivery is nevertheless very smooth. Cruising the freeways within the speed limit anyway, will still have you kicking down a gear to overtake but there is no jerkiness. Although the green band only starts at 8000 there is usable power available from about 6000 rpm. The only problem I found was that over a long distance, the race-oriented seat starts to emulate an ironing board. What you really want to do though is get right out of civilisation or if you have the chance to a track day. The ZX-6 has an excellent chassis and suspension set up. It can be a little bit bumpy over the rough tarmac we are blessed with in this country but it really does communicate with the rider and the bike always feels stable. The big piston forks do an excellent job of preventing fork dive under braking and that’s a good thing because the DR I VE M A G A Z IN E OC TOB E R 20 09

141

brakes are brilliant both in terms of feel

ling, you can get on the throttle early

and stopping power. I guess you could

and progressively. The riding position

say that the BPF system is a bit like the

is perfect for hanging off and your out-

BMW Telelever without the downside,

side leg locks nicely onto the tank. I

unlike the BMW the front end still gives

should mention at this point that I am

plenty of feedback to the rider even at

quite tall but never felt cramped on the

the most extreme lean angles.

bike. Should the front end get a bit lively under acceleration out of the corner,

Talking of lean angles, the ZX-6 cor-

there is an Ohlins steering damper to

ners like a true sports bike. The turn in

keep things under control. I never got

is quick and with the well sorted fuel-

into a situation where I needed it but

it is comforting to know itâ&#x20AC;&#x2122;s there and

but after using it to its full potential it

anyway it looks really cool.

left me wanting more and more of that screaming high-end hit. I loved the all-

I did manage to get the bike up to top

or-nothing excitement of it; if commut-

end, in a controlled environment of

ing and street riding are your thing you

course, and with my weight on board it

are probably buying the wrong bike.

peaked at an indicated 256 KM/h and

The ZX-6 is for those with fire in their

one of our considerably slimmer free-

soul.

lance testers managed 260.

-Steve Allison Yes the ZX-6 is a bit weak at low revs

The Nissan Navara is an iconic bakkie, and in a country where these vehicles are so adored, that means a lot. The Navara is pretty much the ultimate incarnation of the leisure bakkie, a vehicle which combines hefty loadcarrying capabilities with the comfort and ambience of a family saloon â&#x20AC;&#x201C; a genuine multipurpose machine usually acting as a hard working business tool during the day and a prestigious, comfortable runabout whenever it isnâ&#x20AC;&#x2122;t performing these duties. And the Navara stands as a leading player in this space. At least, it did. Nissan has recently expanded its Navara lineup, with the new models heading downstream from the original which was fully-specced, which suited the positioning at the top of Nissanâ&#x20AC;&#x2122;s commercial vehicle lineup. It was this generous spec, along with the availability of the only 6-speed manual transmission in this class and those rugged, distinctive looks that seemed to turn the Navara into a brand of its own. Buyers just chose between the more frugal but very strong 2.5-litre turbodiesel or vocal but thirsty 4.0-litre V6 up front and drove away happy.

D r ive Te st Now Nissan has added two new spec levels in to the mix, increasing customer choice, as well as a new King-Cab body option. This is the model we received for testing, the new entry-level diesel 4X4, the King Cab XE-spec, which means the deletion of some niceties like leather upholstery for cloth, wheel-mounted controls for the speedo cruise and audio, and that aluminium-look trim that lifts the interior of the full-fat SE models so nicely, among other things. You do get some useful extra space behind the two front seats at least, although no lockable load boxes or anything like that, at least not in standard spec. A pair of suicide doors, one on either side of the vehicle, improves access to this secure load area, although as useful as they are out in the open these can actually be a massive pain if you’ve parked the large, imposing vehicle in a comparatively cramped garage and try to get your goods out the back while squished in a door/wall-defined triangle.

face. All right, it’s definitely still clearly a Navara, just not quite so striking as

There’s also less chrome brightwork

it once was, a little like a Fleetline ver-

smattered about the exterior of the car,

sion of the icon in fact.

which in the case of our white test unit somewhat dulled the distinctive Navara 146

That turbodiesel mill is still strong DRIVE M AGAZINE OCTOBER 2009

Dr i v e Te s t

though. With 403Nm on tap it makes

diesel it sounds pretty heavily strained

light work of any load or trailer

closing in on the redline. Thereâ&#x20AC;&#x2122;s also

attached to the towbar, and unladen

a frightening lack of punch anywhere

it pulls strongly for the redline. It isnâ&#x20AC;&#x2122;t

below the 2000rpm mark, but the

the most refined unit weâ&#x20AC;&#x2122;ve ever tried

6-speed shifter makes working the

however, and a bit like an old-school

narrow power band to keep the engine

DR I VE M A G A Z IN E OC TOB E R 20 09

147

D r ive Te st in its sweet spot pretty hassle-free.

decidedly fragile, not what you expect judging from the tough exterior. They

Now we’re not sure if it’s to do with

have the seatbelts integrated into them

the more basically-appointed interior,

you see, but the mounting arrangement

but the ride of this King Cab seemed

doesn’t extend all the way to the roof

more workmanlike compared with the

naturally, making the whole concept

original D/C as well. The positioning of

look a little like an afterthought.

those suicide doors and their leading edges jutting into the airflow makes for

There’s more squeaking and rattling

more road noise especially when cruis-

from the suspension permeating the

ing on the highway, and also makes

cabin as well. Now normally a bit of

for C-pillars which look incomplete and

volume on the radio would eradicate

148

DRIVE M AGAZINE OCTOBER 2009

Dr i v e Te s t this from one’s mind, but the aftermarket combo-system fitted to our test car made this, woefully, impossible for us. Allow me to elaborate. This system is one of these new-fangled all-in-ones. So you can play DVDs and watch TV on the large touchscreen display, handle all your conventional audio playback and control functions, and operate the integrated Garmin GPS. But, the system incorporates speedlimit

warnings,

bonging

annoyingly

whenever you get to within 7km/h of the limit, and continuing to pester you forevermore. Now with a standalone system it’s no problem, the annoying digital noise barely penetrating above the volume of your radio itself, and of course it’s off if you’re going somewhere you already know how to get to well, which is a lot of the time. In this case, as long as the radio is on (and, peculiarly, there’s no off button), the GPS actually mutes what you’re listening to, to annoy you with its histrionics. With me at the wheel, that meant I couldn’t listen to the radio at all, as it was merely a string of “LaadedBONGdedeeBONGdedahBONG”, DR I VE M A G A Z IN E OC TOB E R 20 09

149

D r ive Te st or, in traffic reports, “Avoid theBONGas

GPS. Buy a standalone Garmin and at-

there are BONGlays due to BONG-

tach it permanently to the screen. Trust

which should be clear byBONG.” Abso-

me.

bloody-lutely infuriating, in the end I had to spend the whole time with the entire

Otherwise, it’s certainly a capable bak-

system muted, although late in the test

kie but I am concerned that it’s eroding

a possible alternate solution emerged

the strength of that Navara brand. It’s

– it seems that if you’re 40km/h or more

like those Elvis lookalikes, they’ve got

over the posted limit, the GPS decides

the face, even often got the moves, but

you’re utterly bonkers and stops talk-

as soon as they open their mouths the

ing to you... although this workaround

spell is broken. This entry-level King

seems a bit unreliable, and possibly

Cab, apart from the 6-speed box, feels

expensive.

more like an NP300 Hardbody than the famed Navara leisure bakkie most of

So whatever you do, don’t go for the

150

the time. It wears the famous face and

DRIVE M AGAZINE OCTOBER 2009

Dr i v e Te s t

badge uneasily, in short.

if I wanted more of a workhorse than a leisure bakkie, I’d buy an NP300 end

I’m sure the full-on SE specifications

of story, and if I was a fleet owner look-

will maintain the strong name but these

ing for comfort as well as pulling power,

lower-specced variants automatically

this is no substitute for the Navara SE

decrease even its strong street cred.

models except in appearance.

And that’s a bit of a shame. Personally,

Drive Vitals: Nissan Navara 2.5 dCi 4X4 XE K/c Engine

2.5-litre turbodiesel

Power

128kW@4000rpm

Torque

403 Nm@2000rpm

Weight

1962 kg

Price

R320 900

DR I VE M A G A Z IN E OC TOB E R 20 09

151

Anyone buying the Golf 6 2.0 TDI, which sells for R298 900, could not be blamed for casting lustful eyes on the far more glamorous Golf GTI, which costs just R18 100 more. And even in these tough economic times a lot of those buyers are probably finding the extra loot. The GTI is magical, legendary, an icon … one could go on. Put the letters “TDI” next to “GTI” and, well, there’s no contest when it comes to charisma. Maybe the TDI is more suited to sensible folk. After all, its claimed fuel consumption is 4.9l/100km, against the 7.3 l/100km of the GTI (I saw 4.5l/100km at

one stage while driving the TDI, admittedly while proceeding fairly carefully and paying close attention to the onboard computer.) But that difference could mean a substantial cut in your monthly transport costs, especially considering that you

D r ive Te st

can shop around for diesel and pay a

Sure, you pay more for Golf quality, but

lot less than you would have to fork out

I’d suggest you get it back at trade-in

for petrol – as much as 72c a litre less,

time, partly because there are so many

even for 50 parts per million diesel.

Golfs around and partly because eve-

Of course there’s so much more to the

ryone knows how well they are built.

TDI than fuel economy. The Germans didn’t win runner-up medIt is a high-spec, technically superior

als in two world wars by being shoddy,

vehicle, with the sort of build quality that

that’s for sure.

makes Golf stand out from the crowd. Everything is so solidly made and put

If you decide against the sexy GTI and

together that you can feel confident it’s

go for the TDI, you could spend the

going to last for years.

money you have saved on optional

154

DRIVE M AGAZINE OCTOBER 2009

Dr i v e Te s t extras. The best add-on, to my mind,

ed seats you can have a hot bum even

is represented by the heated leather

if you don’t have a sexy butt.

seats for R10 290. Back to the rest of the car. What’s the Yes, I know we’re going into summer

best part of the TDI? Hard to say, really,

now. But count on it, that chilly winter

because the sum of the parts is bigger

will be back. And when it returns, in the

than the whole. It’s so comfortable and

field of toasty luxury there’s nothing

quiet in the cabin, there’s enough pow-

like having a warm back and buttocks.

er (VW claim a 0-1ookm/h time of 9.3

Ahhh …

seconds, there’s 109kW and a massive 320Nm) and overall you feel a sense of

The Golf 6 styling is not in the league of

pampered luxury.

its Italian opponents. But with the heat-

DR I VE M A G A Z IN E OC TOB E R 20 09

155

Dr i v e Te s t

This car would be an absolute pleasure

list goes on. There are, of course, many

for the proverbial drive from Joburg to

standard luxuries, as one would expect

Cape Town and back. One would ac-

in a car of this class and price range.

complish a large chunk of that journey

Cruise control and climate control, for

(about 900km) between filling up the

instance, are standard. For more of this

55-litre tank.

nitty gritty go to www.vwsa.co.za

Thereâ&#x20AC;&#x2122;s a five-year, 90 000km service

The gearbox has six speeds and in top

plan that can be extended at a price

gear, the Golf is doing only 2000rpm at

(or turned into a maintenance plan).

120km/h.

Services are at 15 000km intervals, the warranty is for three years/120 000km

This is not a sexy car like its GTI sib-

and there is a 12-year anti-corrosion

ling. But it has a quiet charm of its own.

warranty.

Even at close on R300 000, or just over R310 000 with those heated leather

Satellite navigation will set you back a

seats, this is a car that will give you a

whopping R28 920 (rather get one of

good warm feeling.

those little jobs you attach to the inside of the windscreen) while an electric

- Bruce Bennett

sunroof will cost R6 630, wipe-wash Xenon headlights R9 080 â&#x20AC;Ś yes, the DR I VE M A G A Z IN E OC TOB E R 20 09

157

D r ive Tu nes

ALL I EVER WANTED KELLY CLARKSON Marketed and distributed by Sony Music

Known by many as the winner of the

Ryan Tedder (of One Republic-fame).

first season of American Idol, Kelly

The second single, I Do Not Hook Up, is

Clarkson quickly shrugged that title off

another killer track (co-written by Katy

in 2004 with the release of Breakaway,

Perry), while the title track brilliantly

the rock-infused album that shattered

blends pop sensibility and rock emo-

the mould the Idols franchise set out

tionality.. Other highlights include Don’t

to create. It worked a charm and has

Let Me Stop You, If I Can’t Have You

been Clarkson’s most successful al-

and Long Shot. With All I Ever Wanted,

bum to date. Her third album, My De-

Kelly Clarkson has again proved that

cember, was a much heavier body of

the “Idols” moniker doesn’t belong in

work that, while critically brilliant, didn’t

the same sentence as her name. It’s

come close to Breakaway’s sales. All I

a clever, catchy and cohesive collec-

Ever Wanted is therefore a very impor-

tion of top-notch pop songs and is un-

tant album for her as it needs to show

doubtedly one of 2009’s best albums to

growth as an artist, appeal to a wide

date.

audience and notch up better sales. If the success of the first single, My Life

WHY GET IT: It’s a perfect combina-

Would Suck Without You, is anything to

tion of pop and rock that appeals to a

go by, Kelly Clarkson has struck gold,

wide spectrum of moods and emotions,

entering the Billboard Hot 100 at 97

balancing modern rock aggression with

and shattering records the next week

pop sensibility.

by leaping straight to number one. The rest of the album has platinum written all

GET IT IF YOU LIKE: Killer melodies

over it, including songs co-written with

and memorable lyrics.

certified hit makers like Max Martin and 158

DRIVE M AGAZINE OCTOBER 2009

Dr i v e T u ne s

ONLY BY THE NIGHT KINGS OF LEON Marketed and distributed by Sony Music

With an evangelist preacher as a father

stirs everything from your head to your

and a childhood spent on the roads of

toes with its throbbing beat and guitar

the USA’s Deep South, it’s not surpris-

riffs. Other highlights include Notion, I

ing that Kings of Leon sounds different

Want You and the emotionally intense

to the rock bands that have had chart

Cold Desert. Stunning melodies, ring-

success in recent years. Elements

ing guitars, razor-sharp grooves and

of country and blues are scattered

emotive vocals makes Only By The

throughout their alternative rock, Caleb

Night an intriguing collection of songs.

Followill’s Bruce Springsteen-like vocals adding a special individuality to an

WHY GET IT: It is music that defies pure

already exciting sound. The first single

rock classification without being diluted

off the album, Sex on Fire, remains a

by its mainstream appeal. It resonates

definite highlight, as does the second

in your heart and soul.

single, Use Somebody. The opening track, Closer, showcases immense at-

GET IT IF YOU LIKE: Old-school rock

mosphere and desolation, while Crawl

with soul stirring vocals.

THE FAME LADY GAGA Marketed and distributed by Universal Music SA

DR I VE M A G A Z IN E OC TOB E R 20 09

159

D r ive Tu nes Lady GaGa stormed onto the interna-

world where new singers are a dime a

tional music scene last year with Just

dozen, it’s rare for an album surrounded

Dance, a catchy song about a drunken

by immense hype to deliver the goods.

night out. She followed it up with Poker

With The Fame, Lady GaGa has done

Face, a song with a beat that moves

just that.

you from the inside out, catchy lyrics and killer sampling. As for the rest of

WHY GET IT: it’s a dance/pop hybrid

The Fame, it doesn’t disappoint. The

of note, making a perfect soundtrack

title track is fun, while Love Game is

to just about any drive. And it’s cooler

brilliantly wacky. Other stand out tracks

than an actual hybrid!

includes Paper Gangsta with its almost robotic beat and melody, and Boys Boys

GET IT IF YOU LIKE: Sultry vocals and

Boys, a fantastic summer song. In a

groovy melodies.

FOLIE À DEUX FALL OUT BOY Marketed and distributed by Universal Music SA

Literally translated, “folie à deux” means

lyrics that leave you singing long af-

a madness shared by two, in which a

ter the song has ended. The second

symptom of psychosis, particularly a

single, America’s Suitehearts, takes

paranoid or delusional belief is trans-

it a step forward, masterfully blending

mitted from one individual to another.

with She’s My Winona, Headfirst Into

Considering the almost manic energy

Cooperstown On A Bad Bet, (Coffee’s

Fall Out Boy sends out with their music,

for Closers) and The (Shipped) Gold

it’s quite an apt title for the band’s fifth

Standard, which should be a surefire

studio album. The first single, I Don’t

hit once it reaches radio. It’s Fall Out

Care, is a tour de force with catchy

Boy’s best work yet.

160

DRIVE M AGAZINE OCTOBER 2009

Dr i v e T u ne s WHY GET IT: One of the past decade’s

GET IT IF YOU LIKE: Solid rock music

best rock bands, FOB’s catchy and

with clever lyrics.

highly memorable songs is as adrenalin-packed as it gets.

BROTHERHOOD CHEMICAL BROTHERS Marketed and distributed by EMI Music SA

For the past 15 years, the UK’s Chemical

equally awesome Block Rockin’ Beats,

Brothers have been one of the most in-

the manic Out of Control, Do It Again,

fluential groups on the international big

Let Forever Be and Believe.

beat electronic dance scene. It’s a rare occurrence for dance groups to have

WHY GET IT: It’s a succinct introduc-

both a cult following and mainstream

tion to the group and makes a phenom-

radio hits under their belts, but it is ex-

enal soundtrack when racing through

actly that which makes them stand out

the bends (or even when stuck in traf-

as pioneers. Brotherhood is therefore a

fic).

welcome summary of their global chart and sales success and features all the

GET IT IF YOU LIKE: Killer beats and

songs made popular by radio: Galva-

electronica.

nise, the brilliant Hey Boy, Hey Girl, the © Christo Valentyn | July 2009 A member of the Southern African Freelancers’ Association A member of the South African Guild of Motoring Journalists

DR I VE M A G A Z IN E OC TOB E R 20 09

161

Am u sin g Fea ture

There are not many people in this

his leave. No I didnâ&#x20AC;&#x2122;t mis-spell him. His

world who would give up some of their

name is Esmond, with an E.

leave to help a friend. There are even fewer who would use their own car to

Anyway, blessed with an almost new

drive said friend and family 2000km

Zephyr 6 and a chestful of charity, Es-

across Africa to the coast. Said friend

mond, friend and chattels sallied south

was pushing his luck just a little in re-

from central Africa. Having seen his

questing Cape Town as his port of de-

charges aboard the Pendennis Castle,

parture to catch a ship for home. Es-

there was now no need burn rubber. He

mond drew the line at Durban. After

decided to take the scenic route home

all, Cape Town was almost twice the

from Durban.

distance. And another four days out of Zululand is renowned for its beauty and rural charm. In the mid fifties it was not renowned for the excellence of its roads. In fact its charming rural roads could justifiably have been described as positively

agricultural.

Primitive

would not have been an unfair adjective. His first night stop was at the Royal Hotel in Eshowe. He shared a table at dinner with a commercial traveller who knew 162

DRIVE M AGAZINE OCTOBER 2009

A m u s i n g F ea tur e

the area well. Spoke eloquently of Zulu

Well, it wasn’t suitable for caravans

history and traditions. During the pran-

but for a decent motor car it was OK.

dial conversation Esmond was unwise

Really worthwhile, though. Unbeatable

enough to reveal his travel intentions. I

panoramas.

suspect the rep was one of these practical joker types.

Thus encouraged, the intrepid Esmond pointed the Zephyr up the Nkhandla

“Have you ever been along the Nkhan-

Forest road shortly after breakfast. The

dla Forest road? Wonderful scenery.”

scenery was indeed delightful. Grass hutted kraals adorned the hillsides, lit-

No, Esmond hadn’t. Was it a good

tle puffy clouds sailed in an azure blue

road?

sky etc., etc. You’ve heard all the poet-

DR I VE M A G A Z IN E OC TOB E R 20 09

163

Am u sin g Fea ture ic stuff about such a day, haven’t you?

to pass graders wasn’t it? Of course.

Even the road was not nearly as rough

Up and over.

as expected. The Natal Roads Department had had the forethought to grade

The up and over was accompanied by a

it just prior to Esmond’s journey. What

loud shuddering thump emanating from

luck. Roads like the Nkhandla Forest

the underside of the car. Well clear of

road are not graded with monotonous

the grader, Esmond stopped to inves-

frequency.

tigate the nether parts of the Zephyr. Obviously the inevitable very large

The smooth ride, however came to an

piece of gravel had been lurking in the

abrupt stop just around a blind bend.

grader’s ridge. The hand brake cable

“The smooth ride, however came to an abrupt stop just around a blind bend.” Grading a road takes a lot longer than

sheath was kinked at the anchor point.

driving along it. Esmond discovered

It had neatly trapped the cable tight in

that the distance a Zephyr can cover in

its sheath. Forewarned is forearmed,

two hours takes a grader two days. And

thought Esmond. Park only on the level

there it was in front of him. Passing the

and leave the beast in gear.

grader meant climbing the gravel dune it had made down the middle of the

Pressing on again before the pursuing

road.

mechanical monster had time to catch up, peace of mind returned. Well, it

This particular type of gravel dune is

didn’t matter if the handbrake wasn’t

well known for hiding unpleasantly large pieces of gravel. Not, unhappily,

fixed until they got home, did it? Soak up the panorama. Enjoy the

well known to Esmond at that stage of

drive. All seemed perfect

his education. The Zephyr was new,

again until a spot of retard-

wasn’t it? Well, nearly. It was capable

ing became desirable ap-

of climbing small gravel dunes in order

proaching the brow of a hill.

164

DRIVE M AGAZINE OCTOBER 2009

A m u s i n g F ea tur e The road was in a cutting at this point.

Being a resourceful fellow

Not a deep cutting. The banks were

and not relishing a brake-

only about a metre high. Vertical to be

less downhill plunge on a twisty gravel road,

sure but not formidable.

Esmond did a bit The descent just beyond the brow of

of quick thinking.

the hill was, however, formidable. So was the fact that the foot brake

What were the op-

didnâ&#x20AC;&#x2122;t work. It became immedi-

tutored flying lesson in a rather

ately apparent to Esmond that

tions? Take an un-

ca-

unaerody-

ble had not been the

namic piece

only casualty during

of machinery

the

handbrake

the dune straddling exercise. The brakes

had

bled to death.

DR I VE M A G A Z IN E OC TOB E R 20 09

165

Am u sin g Fea ture

or nudge the pristine

A few moments later, if

Zephyr into the bank.

you’ll forgive the pun, Es-

There didn’t seem much

mond found himself stand-

of a choice, really. He

ing on the passenger door.

opted for the latter.

With his head poking out of the driver’s door window, feeling a bit

The Zephyr, of course, had other ide-

silly. As he remarked later, it was just

as. Well, it had rather enjoyed climbing

as well the window had been open.

the gravel dune. No matter that it hurt a bit. It was fun. Esmond had given it

Surveying the scene from the road-

another opportunity for a bit of fun. In-

side, having extricated himself from the

stead of hitting the bank and stopping,

now rather sorry Zephyr, he wondered

it decided to see if it could get over the

how long it would be until the grader

top. Damn nearly made it too. Unhappi-

appeared. Heavy traffic on this sort of

ly, just before the top, centres of gravity

road was a car a day and a grader a

and rolling moments and all that phys-

year. Within minutes, to his astonish-

ics stuff got the better of it.

ment, a truckload of Zulus appeared

166

DRIVE M AGAZINE OCTOBER 2009

A m u s i n g F ea tur e over the hill crest. It ground to a stop

Resolving to drive with great circum-

and with whoops of delight all the Zu-

spection and much pedal pumping

lus leapt off. Before Esmond could say

back to Eshowe, a more civilised road

Jack Robinson or whatever you say to

seemed appropriate. After all, it prom-

a truckload of Zulus, they helped the

ised to be an action packed 35km. The

Zephyr back onto its feet again, jumped

engine apparently, did not relish the

back into the truck and roared away.

prospect. It refused to ignite. The cur-

He didn’t even have time to offer his

rent predicament turned out to be an

thanks.

appropriate phrase. During the semi in-

Within minutes a car chanced by. The Nkhandla Forest road had rarely seen such congestion. Fortunately for our intrepid hero. The passing motorist kindly stopped to ask if there was a problem. He was appraised of the situation. In another brilliant flash of inspiration Esmond asked if he could descend the hill leaning on the other car’s rear bumper. History does not relate how eager the passing motorist was about performing this tricky manoeuvre. He nevertheless agreed and duly deposited the Zephyr at the bottom of the hill. Breathing a

version, battery acid had managed to find its way onto the plug leads.

great sigh of relief, I shouldn’t wonder. Esmond did not breathe such a big sigh of relief. It was at this point that he discovered a loose hydraulic union — the cause of the current predicament. Tightening up the brake union was one thing. Achieving brakes was entirely another. He had no spare dot three. And the reservoir as we know, was empty.

Those of you who are knowledgeable in the fields of physics and chemistry will immediately see the significance of this. As did Esmond when examining the internals to find the cause of the engine’s reluctance. The equation goes like this. Sulphuric acid on plug leads causes them to become conductive. Plug leads which are con-

DR I VE M A G A Z IN E OC TOB E R 20 09

167

Am u sin g Fea ture ductive inside and out, cancel out the

self. In words of one syllable the exact

voltage potential (or is it current?).

nature of said difficulty was communi-

No voltage = no spark. This robs the

cated. It took rather a long time but nei-

engine of its potential for motivation.

ther of them had immediately pressing engagements.

Removing the distributor cap and plug leads, our diagnostic wizard began to

The kindly farmer pointed out his farm-

cast around for some water. The only

house nestling among the trees. Not

way was to wash the acid off the plug

only was there water to wash the plug

leads. Before he had any luck in this

leads, he had hydraulic fluid as well.

quest, another car appeared. Esmond

The Zephyr owner could not believe

was utterly incredibled. In this part of

his luck. The farmer brushed aside

the world it equated to rush hour. On

Esmond’s profuse thanks. It was a

the law of averages there would be no

pleasure to help. After all, it was just

more traffic along this road for about a

coincidence because he always used

week.

the gate on the other side of the farm. He couldn’t remember the last time he

The kindly farmer, for so he turned out

had come out on to this road. And to

to be, asked if there was any difficulty.

be frank, he couldn’t think why he had

Well, in rural communities such as these

done so that day.

one doesn’t rush into wild assumptions. The fact that the apparent owner of a

With washed and dried plug leads the

“...a traffic jam and an absent minded farmer were unlikely to occur again for about half a century.” stationary Zephyr was clutching a dis-

Zephyr was much more responsive.

tributor cap complete with plug leads

Raring to go. With a full hydraulic sys-

did not necessarily mean there was a

tem it was much more likely to stop.

problem. He might just be taking them

Conventionally. Deciding a return to

for a walk. The farmer was assured that

Eshowe for a thorough checkup before

some difficulty had in fact manifest it-

continuing into darkest Africa, Esmond

168

DRIVE M AGAZINE OCTOBER 2009

A m u s i n g F ea tur e

fired up the six-pack. At that moment a

row. He suggested the employment of

breakdown truck hove into view.

a more traditional route to the north. Passed on a tip as well. Next time you

The truckload of Zulus had told the Es-

find yourself without brakes, change

howe garage of the Zephyrâ&#x20AC;&#x2122;s predica-

down and switch off the ignition. Es-

ment and the proprietor had dispatched

mond kicked himself.

immediate assistance. Esmond readily agreed to the R156.50 tow charge but

Another night was spent at the Royal.

elected to drive to the garage. With the

A restful night. He dined alone in his

tow truck in close attendance astern,

room. To make sure he was not drawn

of course. Without it the journey would

into provocative conversations by itin-

have been a nightmare of what-ifs. Be-

erant salesmen. Even if they were fa-

sides Esmond did not relish eating the

miliar with the area and its traditions. In

tow truckâ&#x20AC;&#x2122;s dust.

this rural tranquillity, a traffic jam and an absent minded farmer were unlikely

The garage owner promised to have

to occur again for about half a century.

the car checked, brakes bled and handbrake cable fixed by noon on the morDR I VE M A G A Z IN E OC TOB E R 20 09

-Bob Allison 169