The New Drive Magazine Issue 0 by Combustion Publishing

NEW

CHARACTER SHOOTOUT

VW Beetle 1.4T Sport M

TOYOTA REIGNITES MOTORING PASSION

TOP 5

PASSION RATINGS Of Every Car Category Rated Monthly!

TESTED: BMW 125i Merc ML250 Chrysler 300C CRD

Contents

3 A LITTLE TORQUE

- Ultimate Expression Will Endure. Drive Editor Russell Bennett gets up on his little soapbox every month to fight the good fight. This month he relaunches the publication with a solemn vow not to abandon the allbut-overwhelmed petrolhead to the Voltjockey. Ever.

4 DRIVE NEWS From the new McLaren P1 Hypercar just launched in Geneva to the arrival of the Golf VII on SA shores, hereâ&#x20AC;&#x2122;s our small selection of the latest motoring news you need to know.

8 GROUP TEST - THREE OF A KIND This unusual lineup sees three quirky examples of the new breed of premium hatchback lining each other up for the chopping block. The all-new Volvo V40 and Honda Civic hatch are crucial models to their respective brands, while the Citroen DS5 was always intended to be a niche seller, but which one actually most deserves your hard-earned HP agreement? Come for a ride with us in each and find out.

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16 DRIVE TEST - STEALTH ATTACK! While VW has been keeping its eagle eyes on the Focus ST and Astra OPC as challengers for the GTI’s hot-hatch crown, BMW has snuck into the fray with the excellent new 3-door 125i - a 1-Series which at last deserves to play in the same game as the best of the hot hatchback brigade.

24 DRIVE TEST - POLISHED TO PERFECTION The new Mercedes ML-Series has a new entry-level “flagship” in the ML250 BlueTec, but is it enough engine for the bulky SUV body? If yes, this could be the smartest ML we’ve ever tested!

28 DRIVE TEST - REPLACING DISPLACEMENT Another shocker for the drive team, this time from Chrysler as we take delivery of a new 300C V6 CRD. Again, does this compact turbo diesel have what it takes to keep this American-branded limousine ahead of the pack?

20 DRIVE TEST - PURE BEAUTY

32 CHARACTER TEST - A LEGEND REHASHED

Toyota’s hotly-anticipated 86 is nothing short of a revelation - an affordable car which reignites the smouldering embers of passion within the massive Toyota corporation as well as their even more gargantuan customer base. We get under its skin to find out just what it is that makes the 86 special enough to live up to such lofty ambitions.

Drive is the only publication unhinged enough to pit the 21st-Century Beetle against its most chilling challenge - a 1971 Sunset Yellow VW Beetle 1600 L! Which car comes out on top?

36 TOP

5S - OF EVERY MOTORING NICHE THAT MATTERS

TORQUE EDITORS LETTER NEW

CHARACTER SHOOTOUT

VW Beetle 1.4T Sport M

TOYOTA REIGNITES MOTORING PASSION

TOP 5

PASSION RATINGS Of Every Car Category Rated Monthly!

TESTED: BMW 125i Merc ML250 Chrysler 300C CRD

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

write to us:

editor@drivemagazine.co.za ADVERTISING National Russell Krynauw: russell@realemedia.co.za Roy Lategan roy@realemedia.co.za Andre Evans andre@realemedia.co.za Material & Traffic Juanita Heilbron juanita@realemedia.co.za

ULTIMATE EXPRESSION WILL ENDURE

here remains something about the car... even in this day of environmental pressure and the oppression of all objects of passion, still somehow the car fights... and endures!

Despite the massive growth in popularity of the digital superhighways and the type of freedoms - of expression, of instantaneous global crowdsourcing, of political and social upheaval - the car still represents a different, far more physical type of freedom. Just ask the hundreds of millions of Chinese punters eager to purchase their first wheels, even as their counterparts in the US pass through a tipping point where digital devices have replaced the automobile as the must-have asset of the modern youth.

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That’s because, while the latest hyper connected tablet may allow for instant connection to thousands of friends and acquaintances, and is the pathway to “Living the Life” in these developed nations, without transport these connections mean little more in reality than the imaginary friends we play with as children.

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And yet, there can be no doubt that the automobile as we know and love it is under concerted attack. Caught between continuing to fulfill this role in our existence, and having to be seen to be shifting into line with the eco-future currently in rapid development, the car is floating in something of an abyss.

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But the next step still has us stymied. After intensive focus, it has become clear that the electric vehicle is still not ready to rescue us from the yoke of fossil fuels, and may not be for some time still. Although the basic concept is sound, the actual implementation is being held back by three main factors. Limited range, lengthy recharge times, and exorbitant costs. We at Drive are committed to continuing to extend the useful life of the car as we know it today - the car which the world seems to have turned its collective back on. The mad cars, the fun cars, the nonsensical cars, and the artistic cars. The kind of cars that above all exist to ignite the last embers of passion still smouldering within us, that ignore limitations being stringently imposed. Yes, we may be dinosaurs, but we vow not to go as quietly as they did! To us, the car remains an expression of pure joy. An engineering art with the sole purpose of thrilling us, entertaining us, exciting us and above all, entirely freeing us from geographical limitations. It was the first machine to ever lay a claim on our hearts as an entire species, and deserves to always be remembered fondly for this feat. No less is acceptable. Welcome to the world of Drive.

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Russell Bennett 5

NEWS GOLF VII SHINES WITH “FREE” INNOVATIONS!

According to VW, those who look at the new Golf VII and go “They’ve hardly changed it”, myself included, aren’t quite getting the point. Like the 911 from sister/parent company Porsche, they reckon, the shape of the Golf is so iconic that the challenge really was to change it without seeming to change it much at all.

Golf VII however is undoubtedly that touch more modern than predecessors, with the front end that much sleeker, smoother, and more obviously aerodynamicallyoptimised. From the first time you lay eyes on the car, it’s clear what were the primary engineering objectives driving the development teams.

Styling on the Golf VII is completely updated - this is in fact an entirely new car after all - but the basic ingredients of this long-running recipe have stayed the same. As Klaus Bischooff, Head Designer, VW Brand explains; “The language of form, is logical, solid, product-focused, pure and precise and reflects the brand’s design DNA as a perfect model of creativity. The base architecture of the new Golf is therefore unmistakable. It feels uncomplicated, strong, reliable and safe.”

Efficiency is the word of the day, and it’s to this end VW has not saved a single ounce of effort. The new car features an extensive string of innovations and the realisation of radical new thinking which is being pioneered by VW in the industry. While rivals and even in-house brands explore electric propulsion VW is instead finely optimising the entire approach to building a motoring vehicle to extract phenomenal efficiency from existing diesel and small turbocharged petrol power plants. The approach has paid off to the tune of a 100kg weight saving over the previous-generation cars. Weight, explains VW, decreases efficiency by requiring more engine performance and heavier components for a sufficiently dynamic level of performance. The range now starts with a turbo charged 1.2-litre petrol producing 77kW, in fact 2 kW more than the naturallyaspirated 1600 it replaces in the lineup. There are two 1.4-litre TSI engines on offer, producing 90kW and 103kW respectively, the latter of course also including a supercharger for extra boost. All engines are of the latest EA211 engine series. There are also two diesel engines on offer, both 2.0-litres in capacity but of dramatically different states of tune. There are 81kW, and 110kW variants in the Golf VII range.

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These motors donâ&#x20AC;&#x2122;t help the sprinting abilities, with the fastest managing a claimed 8.4s for the benchmark 0-100kmh charge. On the flipside, the little 1.2 TSI is said to be able to return 4.9l/100km if driven with respect.

Retail Prices (VAT and Emissions Tax included)

Still, these units are tasked with shifting around 100kg less Golf and are thick with mid-end torque.

1.4 TSI with BlueMotion Technology Trendline (90 kW) 6-speed Manual R246 700

More impressive are the lengths VW has gone to to achieve that weight loss. The electrical system is 6kg lighter, the engines up to 40kgs leaner, running gear 26kgs while the superstructure has shed a healthy 37kgs.

1.4 TSI with BlueMotion Technology Comfortline (90 kW) 6-speed Manual R264 900

These savings have been achieved through obsessive attention to detail and ample R&D resources. A whole new air conditioning unit was developed to shed 2.7kg for example, while modifications to the seats yielded a 7kg total, with this level of scrutiny applied across every single component. As well as shedding weight, the company utilised new production techniques to ensure that rigidity was improved at the same time, and paid exceptionally careful attention to ensuring that the acoustics remained on par with the previous generation, itself considered a leader in the compact car class.

1.2 TSI with BlueMotion Technology Trendline (77 kW) 6-speed Manual R233 800

1.4 TSI with BlueMotion Technology Comfortline (90 kW) 7-speed DSG R279 400 2.0 TDI Comfortline (81kW) Manual 5-speed R282 300 1.4 TSI with BlueMotion Technology Highline (103 kW) 6-speed Manual R293 600 2.0 TDI with BlueMotion Technology Highline (110 kW) 6-speed DSG R334 800 The new Golf model range comes standard with a 5 year/90 000km Service Plan, 3 year/120 000km warranty and a 12 year anti-corrosion warranty. Service Interval is 15 000km.

There are new infotainment systems which are touch screen based and even include proximity sensors to wake the system up as soon as your hand approaches, like a modern smartphone. Volkswagen has also got the innovation flowing in the safety arena, as the Golf VII becomes the first VW to employ a multi-collision braking system. Perhaps most astounding of all, however, is the fact that all of this new equipment and more efficient power plants and innovation are being delivered to the SA customer at the exact same price points as the outgoing Golf VI. The entry-level 1.2 TSi in fact undercuts the older entry-level model at R233 800!

D RIV E M AG AZ I NE 2 0 1 3

NEWS 2013 SANTA FE GETS CONTEMPORARY The new-for-2013 Hyundai Santa Fe is a key model for the Korean company, even if it doesn’t sell in the volumes of its more affordable vehicles. Still the company has gone to great lengths to ensure the 2013 Santa Fe builds on the success of its predecessor by updating both the looks and technology package. Buyers in this premium segment are given a choice between the front-wheel drive Santa Fe Premium and the two all-wheel drive derivatives – the Executive and the Elite. Both AWD versions get a third row of seats upping passenger capacity to a full seven. There is only one engine option available - a new 2.2-litre 16V turbo diesel which boasts economy numbers of 8l/100km for the FWD and 8.3l/100km for the AWD models. Good for a vehicle of this size certainly, if not exactly ground breaking. The 16-valve R2.2 engine with double overhead camshafts delivers 145 kW at its peak power output at 3 800 r/min., and 436Nm of torque between 1 800 and 2 500 r/min. The all-wheel drive system in the Executive and Elite delivers power through the front wheels under normal conditions for economy, but automatically engages the rear wheels when demanded. It also features a 4WD lock that distributes power in a 50:50 ratio. There’s a three-mode Flex Steer variable steering setup, dynamic dampers tuned to deliver saloon-car levels of comfort on the road, and both torque vectoring and torque braking on all four wheels on AWD models. Six airbags and a full complement of active safety systems as well as a structure more rigid than ever earned the Santa Fe a full house in the stringent test regimen of the European New Car Assessment Programme (Euro NCAP). In line with Hyundai’s “Modern Premium” brand direction, the car is literally packed with all the comfort and luxury features you could ask for. Range-topping Elite models add 12-way power adjustable drivers’ seats, a powered panoramic sunroof, and a rear-view camera which displays its image in the mirror itself, which complements the RPAS (Rear Parking Assist System).

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NEW 2013 AURIS SHOWS TOYOTA’S PULSE IS BACK! The 2013 Toyota Auris range has just been released onto SA roads with the typical glut of marketing hyperbole driving it along like an inevitable, invisible tidal wave. “Prepare to be Noticed” is the theme this potent PR machine has chosen, and we fully expected that to be code for “Prepare to be bored to near-comatose sleep”. However, in actual fact, the new Auris really is a seriously good-looking car. This is partly due to the more modern sheet metal, but mostly it’s due to the significantly lowered ride height (down by some 55mm), making the Auris one of the sportiest cars in its relatively humble segment. At least by appearance alone. There’s more good news too. As well as dramatically sprucing up its looks, the Japanese company has also made at least some effort to improve the dynamics. They’ve tweaked the electric steering setup and the suspension, and most importantly of all, lowered the overall weight in their quest to deliver a car which is both fun and frugal at the pumps. We’ll have to wait until we get hold of a press unit to confirm how it drives, but on paper at least it looks like their efforts have yielded some success. In economy terms that is. The new 1.6-litre naturally-aspirated petrol motor manages a claimed 6.2l/100km despite producing 97kW and 160Nm. Although these figures only translate into a 0-100kph sprint of 10s, if the lowered ride height and centre of gravity are taken into account, that should be enough for an enjoyable drive. Something which was pretty much Unobtanium in the old model, which was clearly built purely to fulfill a transport purpose in a specified price band, and no more. There’s also a smaller 1.3-litre petrol engine, making just 73kW and 128Nm. The 0-100kph sprint rises to over 12s, but the claimed consumption only drops to 5.8l/100km, so unless your budget absolutely can not stretch beyond the R200k marker, to our performance-addled brains this equation just doesn’t make any logical sense. Get the 1.6, you can have one R217k if you’re willing to forego some extras, although the fully-equipped version will run you R253k (or a positively mad R265k if you want to throw away any fun which may have been included in the manual car for a CVT transmission instead. Don’t.).

There are a host of new technologies in the engine helping the new Auris achieve its consumption claims. Valvematic, essentially an evolution of the variable valvetiming system we all know as VVT, minimises mechanical losses. The 1.6 also gets lighter pistons and new roller rocker technology, while combustion efficiency is optimised through a high compression ratio (11.5:1) and refinements to the design of the intake port and combustion chamber. Finally a Charging Control system reduces the load placed on the engine by the alternator in its quest to generate necessary current, which decreases and increases the power being produced by this component depending on the driving situation. Very clever. And all of that simply adds to the core fact that weight has been shed to the tune of some 50kg across the range. Still, the most impressive part of the new Auris, to us, is without doubt the new looks. Looks which actually suggest the sublime GT86 wasn’t just a glitch in the preprogrammed litany of boredom Toyota had become, and really did indicate a whole new direction for the company. And that is without any shadow of a doubt worthy of some serious celebrations. 1.3 X - R195 000 (incl. VAT) 1.6 Xi - R217 500 1.6 XS - R228 600 1.6 XR - R253 200 1.6 XR CVT - R265 600

D RIV E M AG AZ I NE 2 0 1 3

NEWS

Beautiful ladies and stunning cars Meet Joburg, an innovative online dating site, was established in early 2011 by the dynamic duo of Suzette Leal and Matilda Loots. The site currently boasts a paid-up a user base of 2000, all of whom are single professionals seeking partners while enjoying the electric vibe of South Africa’s busiest metropolis. What makes Meet Joburg (www.meetjoburg.co.za) unique is that date-nights are packaged outings fitting in with one of four general themes - Restaurants & Dining, Sports, Arts & Culture and Adventure. Adventurous singles get together for canopy tours or biking trails, party animals join in on night club soirees, and food lovers can enjoy moonlight picnics or sushi-making lessons. The Meet Joburg team organises several of these interesting occasions a month, with members able to select ones they’d enjoy the most already knowing that the other attendees will share their interest. “Our tagline is ‘outsource your social life,’ as we essentially do the organising for people who are too busy to do

it themselves, but who still want to meet interesting people and discover new activities and places,” explains Leal. “Unlike Internet dating, which has been successful in terms of numbers, it’s not successful in actually connecting like-minded people. Also, with internet dating and speed dating there is a connotation of desperation, which is partly why these models haven’t worked.” The result is a claimed 70% success rate, by far exceeding any internet dating service which has come before. This remarkable success has led the team to replicate the model and launch other niche get-together platforms such as Meet Gayburg and Meet Durban, which have been franchised out to similarly energetic and vivacious business partners. In addition to growing this successful Internet business, Suzette is also an avid fan of the motorcar, regularly driving her and hubby’s (sorry lads, she’s spoken for) tasty collection of sporty metal on trackday events. Suzette’s favourite track toy is their 1969 Porsche 911 RS,

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while when not in her daily-driver Range Rover Evoque she enjoys their Aston Martin Vantage for getting around town. To become a member, visit: www.meetjoburg.co.za and complete the application process. If successful, you will be invited to your first event (R350). Should you enjoy the experience of your first event, you can sign up to become a member for R1, 200. Membership is valid for a year and guarantees you two invitations per month. The cost of events are standardised at around R300 – R350 per person per event.

FROM TOP: Suzette adores the svelte style and raucous punch of the Aston Martin V8 Vantage Roadster, but finds it a bit soft on track. Unlike this 996-generation Porsche 911 GT3 which, conversely, is a tad stiff for daily driving. The ‘69 911 RS however is perfect for trackdays, even if it isn’t road-registered, because it feels “so light and chuckable”. D RIV E M AG AZ I NE 2 0 1 3

FEATURE

DS5 V40 D3 Honda Civic hatch group test

Three of a Kind?

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The Flop

roup tests sometimes just seem to sort of happen. Like a lightning bolt in a cloudless sky. When suddenly, all the cars come together in the garage and you look at them and go... “Hang on a minute!” This is one of those group tests. And as usual, there’s a curveball thrown in. We’re not going to pretend to have the Citroen DS5 HDI, to compete against the new Swedish and Japanese oil-burners. We’ve got the DS5 THP - the nice one, with the excellent 1.6-litre turbo four-cylinder petrol. So in all honesty, the Citroen is the winner right up front because of this fact. But let’s overlook that for a few moments. In fact, having the petrol version of the French execuhatch brings a surprising amount of price parity. Whereas the DS5 HDI weighs in at over R400K, this THP 200 manual is the priciest of our trio at R387 900. The new Civic hatch is quite expensive for a Honda, the 2.2 i-DTEC Executive clocking in at R344K, with a six-speed manual. While the new Volvo V40 is priced at R353K for this D3 Elite. The similarities continue if you take a peek at the specs. Despite the minor engine-size difference, the Honda and Volvo post identical stats - 110kW and 350Nm. For reference, the DS5 HDI (essentially the same motor the V40 uses) does 120kW but only 340Nm from its 2.0-litre D RIV E M AG AZ I NE 2 0 1 3

turbodiesel, while our petrol THP boasts 147kW but only 270Nm, from just 1.6-litres of swept capacity. The Turn While the Citroen and Honda both have only three available models in their ranges, the Volvo is just one of quite a few, ranging from a milder diesel to a very sporty T5 petrol. In Honda land, this Exclusive i-DTEC is the pinnacle of the range, while the Citroen DS5 200 THP Manual is smack in the middle of its range. So you’d expect the new Honda Civic to be fully loaded, and it certainly. Honda has included its full range of active safety systems, previously limited to the Accord, as well as luxury systems unusual in a hatchback, like electricallyadjustable and heated seats. Admittedly, all three of these cars have the latter, the DS5 seats move on levers. But you’re not going to feel very short on luxuries inside any of these. Only the Volvo has satnav, and it’s also the only car to offer a self-parking feature, but pretty much every other modern convenience is in all three. Of these stacked cabins, the Volvo has the nicest instruments. A whole new setup, utilising a digital display rather than analogue dials, but in the best way we’ve seen. Three themes are available to choose from, Eco, Sport, and Elegant, and each offer their own information. 13

FEATURE

DS5 V40 D3 Honda Civic hatch group test Although all feel well built, it’s the Honda that feels the most unbreakable. The doors close with the solidity you’d expect from a 5-Series, and every surface feels gorgeously engineered and meticulously assembled. The DS5 is packed to the brim with style, quirkiness, and good old-fashioned passion. Like the exterior, there’s little conventional about the cabin, and it glistens with sparkling touches like jewels. Citroen is well aware of the heritage it’s playing with using the DS brand, and ensures that occupants are reminded that this isn’t a conventional choice. It’s a choice of the heart, and the head be damned. There’s no clear winner in this race - although I have to say I think I enjoyed the Volvo’s mixture of integrity, innovation and luxury the most, with the DS5 close on its heels for entirely different reasons. It pays to remember that we don’t live with these cars for longer than a week, so longevity and build quality aren’t high on our priorities, otherwise the Civic would’ve had more of a chance.

“HONDA ARE ALSO THE COMPANY BEHIND ARGUABLY THE GREATEST FWD CHASSIS IN THE WORLD, BEFORE THE MEGANE TROPHY AT LEAST” The River At last, it comes down to the important stuff. How these three cars compare head to head on the road. Immediately it’s apparent that despite the figures suggesting that the Volvo and Honda are going to be inseparable, the cars are very different. The 2.2 DTEC of the Honda reveals the roots of the technology with a rough and noisy idle. It also feels the most lethargic. The delivery of torque is so linear, that there are never moments of spiky excitement. It is, in a word, bland. Although this V40 is hardly a screamer, there’s a distinct sense that this is a more modern diesel product. Built for today’s world where fuel economy and environmental impact are everything, but no longer have to be produced on the sacrificial altar of refinement. This 2.0-litre diesel goes just about as unnoticed as the average petrol model. It feels far more eager as well, mostly because low down in the rev range there’s a noticeable torque hole, so as soon as you get past that point there’s a surge in power as the boost comes on song to excite the driven wheels slightly. Both deliver good, but not outstanding fuel economy, the larger Honda unit ever so marginally more thirsty 14

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noise intruding into the cabin. The Volvo tracks through corners well but without very much enthusiasm, while the DS5 handles the road like it approaches every other element of motoring life - with lots of charming vigour and flair without necessarily quite the level of outright control as competitors. It does deliver great Both deliver good, but not outstanding fuel economy, the larger Honda unit ever so marginally more thirsty with an average during our time with the car hovering at 7.8l/100km, where the V40 got down to 7.6. This could be partially attributed to the Geartronic auto of the Volvo managing your shift strategy, whereas the 6-speed manual of the Honda is far clunkier and more obstructive than that paragon of a six-speed manual the company is famous for, and therefore less enjoyable to use. As predicted right at the start of the test however, it’s the DS5 THP that is by far the most enjoyable. This motor is just such a fine example of why petrol power is superior to diesel. Not only is it quicker by some margin than this competition, it’s substantially easier to form a bond with and really enjoy thanks to its lovely clean soundtrack and full repertoire of responses, from the torque-lite low-end through the surging mid-range right up to a scintillating push for the redline before snatching the next ratio. It’s just marvellous. Do not be tempted into an HDI if you are considering buying a DS5 - the THP 200 is the model you want end of story. It isn’t even that bad on the juice, averaging just on 9l/100km in our time with it. Apart from these stark differences in drivetrain, each of these three cars are dynamically sound if not above and beyond. Once again the Honda feels the most rigid, which adds a smidge of extra precision through the bends at the cost of a touch less cosseting on the freeway, a tad more jiggle over corrugations. It’s also the one with the most road D RIV E M AG AZ I NE 2 0 1 3

FEATURE

DS5 V40 D3 Honda Civic hatch group test with an average during our time with the car hovering at 7.8l/100km, where the V40 got down to 7.6. This could be partially attributed to the Geartronic auto of the Volvo managing your shift strategy, whereas the 6-speed manual of the Honda is far clunkier and more obstructive than that paragon of a six-speed manual the company is famous for, and therefore less enjoyable to use. As predicted right at the start of the test however, it’s the DS5 THP that is by far the most enjoyable. This motor is just such a fine example of why petrol power is superior to diesel. Not only is it quicker by some margin than this competition, it’s substantially easier to form a bond with and really enjoy thanks to its lovely clean soundtrack and full repertoire of responses, from the torque-lite low-end through the surging mid-range right up to a scintillating push for the redline before snatching the next ratio. It’s just marvellous. Do not be tempted into an HDI if you are considering buying a DS5 - the THP 200 is the model you want end of story. It isn’t even that bad on the juice, averaging just on 9l/100km in our time with it. Apart from these stark differences in drivetrain, each of these three cars are dynamically sound if not above and beyond. Once again the Honda feels the most rigid, which adds a smidge of extra precision through the bends at the cost of a touch less cosseting on the freeway, a tad more jiggle over corrugations. It’s also the one with the most road

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FEATURE

DS5 V40 D3 Honda Civic hatch group test

Don’t discount either of the other two however. The DS5 really deserves to sell far more units than I think even Citroen is actually planning on shifting into our conformity-obsessed marketplace, and the Civic is still the longest-term choice for anyone planning on keeping their new hatchback for an extended period of years.

Sticking rigidly to the physical realities of the three cars on test here, the Citroen DS5 is undoubtedly the clear winner. It has the most style and panache by a healthy margin, is the most interesting of an interesting trio, and seals this appeal by being a turbo petrol, and therefore by a huge chasm the best performing of the lot. However, with the far more lacklustre HDI power plant I don’t think I could overlook the superior quality of the other two cars here. Equalising the engine bays would hand the win to the Volvo V40, while the Honda Civic runs so close to the Volvo, that the Citroen might drop all the way back into third place. So if you must have a diesel-powered executive hatch, which isn’t one of the de rigeur Golfs or Focii, the V40 T3 is in our opinion your best choice. The Honda Civic, as much as I adore the sharper new look, just feels a bit like its playing in the wrong market segment. Drop R30K from the list price and I’d say the company has a winning contender in the high-end family hatchback space, but unlike the DS5 it doesn’t really manage the transition into this more premium sector quite as smoothly. Whereas Volvo has hit the mark with its first shot, which is impressive enough in itself. 18

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Test Results

Key facts: Honda Civic 2.2 i-DTEC Exclusive

Drive likes: DS5

Pricing:

R344 100

Blatant passion.

Engine:

2199cc four-cylinder turbo diesel.

V40 D3

Power:

110kW @ 4000rpm

Brilliant interior and instruments.

Torque:

350Nm @ 2000 - 2700rpm

Civic i-DTEC

0-100km/h:

Tangible build quality.

Top speed:

Drive dislikes: DS5

Kerb weight:

Some quirks a step too far.

Transmission:

8.7s 216km/h 1420kg 6-speed manual

V40 D3 Geartronic still a touch slow-witted. Civic i-DTEC Sluggish, rough.

Key facts: Citroen DS5 THP 200 Manual Pricing:

R384 907

Engine:

1598 cc four-cylinder turbo petrol

Power:

147kW @ 6000rpm

Torque:

275Nm @ 1700rpm

0-100km/h:

8.2s

Top speed:

235km/h

Kerb weight:

1430kg

Transmission:

6-speed manual

Pricing:

R353 700

Engine:

1984cc five-cylinder turbo diesel

Power:

110kW @ 3500rpm

Torque:

350Nm @ 1500 - 2750rpm

Kerb weight: Transmission:

DS5

V40 D3

Civic i-DTEC

17/20

Handling: 16/20

Ride:

Key facts: Volvo V40 D3 Elite Geartronic

0-100km/h:

Drive Ratings:

9.3s 1498kg 6-Speed Geartronic auto

18/20

16/20

15/20

14/20

15/20

13/20

17/20

18/20

Performance: 18/20 Fun Value: 18/20 Practicality: 16/20

Total: 86/100 D RIV E M AG AZ I NE 2 0 1 3

82/100

78/100 19

ROAD TEST

BMW 125i 3-door Sport Automatic

Stealth Attack

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hen BMW first introduced the regular, hatchback 1-Series which still cut a uniquely recognisable shape in traffic, the company just didn’t deliver the one thing I, and a lot of other enthusiasts, really wanted. A proper hot hatchback, capable of taking the fight to the legendary Golf GTI directly. The original 1-Series just never did this. Not just because of its ungainly proportions, the chassis was slightly “off” too. Which meant you could either get a 1-Series with a diesel for every day commuting rendering entirely pointless the fact that this was the only rear-driven small hatchback on the market, or get a six-cylinder 1 which missed the point by being too costly, too powerful, and with too much weight in the nose for the somewhat leaden chassis to morph into a drivers’ joy. Instead of taking on the GTI, these sportier flavours had to try too hard to maintain the premium image, and ended up lost in a sea of mundane entry-level examples of itself. However the shortcomings of the 1-Series family have been redressed in the latest forms, and here we have the new 3-door version in what could well be the ideal 125i spec. All the headlines have been grabbed by the 135iM version which, by all reports, matches the ferocity of the 1-Series M Coupe but with a more relaxed ride and new 8-speed automatic enhancing every day useability. But in quite a few ways, I think this is the 1-Series to watch. All the ingredients seem just right. Even the 2.0-litre, turbocharged four-cylinder petrol motor fits a lot better with the hot hatchback genre than it does in the sports-saloon world of the 3-Series. And the fact that it isn’t a 6-cylinder unit can be overlooked here, since there’s no rich heritage attached to the 125i badging. Once you get past the legacy abuse, there is a lot to like from the force-fed four-pot. Here it’s in the 160kW state of tune, which is bang on for a modern hot hatch. Yes Ford and Renault do squeeze more from their 2-litres, but BMW have no need to go to extremes - the more hardcore will scrape together the cash for a 135i.

“INSTEAD OF TAKING ON THE GTI, THESE FLAVOURS OF THE 1-SERIES HAD TO TRY TOO HARD TO MAINTAIN THE PREMIUM IMAGE OF THE BMW BRAND, AND ENDED UP LOST.” One of the reasons why, to me, the 135i remains more of a compact sports car. But this 125i is all hot hatch. Including the versatility of a motor which perfectly toes the line between functionality and enthusiastic performance. Drive normally, like on the commute, and if we’re honest most of the time on public roads, and the 125i is smooth and progressive. The 8-speed auto takes even more effort out, and is easily the best of its kind which I have driven yet. Whether you select the Eco Pro mode for low-rpm D RIV E M AG AZ I NE 2 0 1 3

shifting and your best shot of achieving the appealing quoted fuel consumption (although the lowest average I could manage was 8.2l/100km), or leave it in Sport so you can still enjoy the distinctive growl of a sporty fourcylinder petrol engine, the 125i just excels. Once free of traffic, both the motor and revised chassis really shine. With the throttle flat and the tacho sweeping through the full 7000rpm, the ‘charged 2.0-litre has a deliciously crisp bark and serves up plenty of acceleration. Again a total of 310Nm might not be class-leading in this size, but very much like the iconic GTI itself the 125i makes the best out of what’s available. BMW claim that 0-100kph will take just 6.4s for this automatic (6.6 for the manual), well into the right league, and the car feels brisk enough to stand up proud in any hot hatch gathering. Dynamically, it’s exactly what I wanted of that original 1-Series. A nimble terrier which you can really take by the scruff, with the advantage of being able to wag its tail. It’s an exceptionally fine line being tread. Hot hatches have to be effervescent without sacrificing every day docility and general comfort. Piloting the 125i brings this balance into sharp focus. The front end is light, so the responses are immediate. And as tied-in as the front is, the rear tracks faithfully, with some pure RWD fun thrown in, but only when you specifically want it. The overall grip is astonishing, but when you do overpower the rear with a deliberate slug of torque you barely even need to feather the throttle - a stab of countersteer will catch it then full throttle balances it there until the tyres regain their purchase. Or you can check your right foot and just tear up the bends with the precision of a car with uncorrupted steering and ample engineering integrity using all the performance with

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discretion to deposit you wired and buzzing, but safe and sound, at your destination. I haven’t spoken much about how many cup holders are in the interior as yet. Let me assure you, there are plenty (I think). There’s also more than enough blatant “BMWness” inside that there’s no way it would be mistaken for a less than premium product. The seats and steering wheel are shod in a lovely grade of leather, and our Sports spec car came with enough touches to lift the tone of the interior a notch or two. The exterior too is a nice step on. No the 1-Series hatchback has never been the most elegant car BMW makes, and the slightly more upright grille on the new model doesn’t help much at the front. But from there on, this 3-door cuts a striking pose, sleeker and more athletic with that long bonnet and doors suddenly culminating in that truncated hatch.

many a more rounded hot hatchback. And that includes the revered GTI. This BMW 125i hits every target square, and for me actually usurps the GTI as the new definition of a unique breed. Like the VW, it’s another of those rare German products which is infused with passion underscored by peerless engineering. Leave the 135i for the dimension-obsessed this 125i will manage 90% of those thrills while still being appreciably more practical a proposition every single day. It’s quite simply a new champion from a very unexpected quarter, and a great addition to the hot hatchback fold. The stage has never been better set, and the 7-generation GTI had really better be right on top of its game to have a shot at reclaiming its title. Drive Magazine

As much as I adored the last 125i, because of the throwback nature of still packing a naturally-aspirated straight-six engine, this new 125i 3-door is a much better car. It’s lighter on its feet, and lighter on fuel, but even more muscular. Not quite as musical perhaps, but the urgent, blaring soundtrack it does deliver fits the bill.

Drive Ratings:

In fact, spec a manual ‘box and at this price I can’t think of

Handling:

19/20

Ride:

17/20

Performance:

18/20

Fun Value:

20/20

Practicality:

17/20

Total:

91/100

Drive likes: It’s an epic win. Period. Drive dislikes: Subjective of course, but perhaps still not the handsomest choice. Key facts: BMW 125i 3-door Sport Automatic Pricing:

R372 300

Engine:

1995cc four-cylinder turbo petrol

Power:

160kW @ 5000rpm

Torque:

310Nm @ 1350 - 4800rpm

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

6.4s 243km/h 1325kg 8-speed Sport Auto 23

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Toyota 86

Pure beauty

D R IV E MA GA ZINE 2013

’ve got almost all the steering lock wound on and am about to bury the throttle from standstill for the first time. The skinny rear tyres and perfectly-balanced RWD chassis, which have together been hailed as a stroke of genius for entertainingly rear-led dynamics, should produce only one result. One big, smoky tyresqualing slide. Only, to my surprise, in this revival of a legend, to find that I’d been misled. The 86 doesn’t do power slides. At least, not in this form. The 6-speed automatic gearbox fitted to our car makes an unhappy noise and causes the rear axle to hop about as the torque converter struggles to cope. But while there seems to be enough power to upset the drivetrain, there isn’t enough to get the rear rubber spinning even with the TC firmly disengaged, so the rear end squats down and launches you as manfully as it can without any further drama or fuss. In fact mating the new, high-revving 2.0-litre boxer petrol engine to this transmission just doesn’t seem a great choice. Although it boasts an impressive power peak of 147kW (the same as a dolphin-shaped BMW 328i, or the first-gen Golf 6 GTI), it only achieves this at very high revs with the redline on the tacho only starting at 7500rpm. Predictably, it has effectively no torque whatsoever – 204Nm but all of it beyond 6000rpm. While it’s immediately clear from this demonstration that Toyota’s new superstar the 86 severely lacks raw power, that, shockingly, does not mean it’s destined to be yet another mainstream media darling shunned by us at Drive for being boring, dull, and a bit of a snooze festival on wheels. It turns out that this deficit actually becomes just one aspect of a thoughtfully-woven dynamic tapestry which seems to reveal more and more astonishing artistry the closer you examine it from. Even slightly crippled by this old-school automatic, the strengths the 86 was built to pull into sharp focus, strengths which abandoned the Toyota brand many years ago, become crystal clear within half a kilometre. Although not superlight at 1200kg, this car feels as energetic and eager as a lightweight. Maximising the wheezy performance of the high-revving boxer engine, without moving into sports car performance, like an Elise. With straight-line pace not the 86s strength, and wild sideways hooning not really on the cards in the auto, what can really be left of the experience to enjoy? Perhaps partially because of these two critical shortcomings, it’s the remarkable chassis balance which you quickly get hopelessly addicted to. The 86 sits low among traffic and manages to combine an almost hyper alert responsiveness with remarkably supple suspension. Although the engine note can’t really be called soulful there is a purposeful rasp to the higher parts of the rev range, while the low end does include a sense that a boxer burble could be waiting to be unleashed.

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Toyota 86

Despite not having the clutch/gearlever avenue of communication to fully immerse yourself into, the information flowing through the steering wheel and the seat of your pants through the part-leather part-velour seat more than suffices. This isn’t just a talkative car, it’s positively bubbling over with feedback and charisma. Because of the compact dimensions, good visibility, almost supernatural sense of connection, and complete lack of power, you soon start throwing the 86 at a challenging road with gay abandon, relishing the sharpness of the front end and the playful but benign attitude of the rear. It’s such a simple machine to pilot, it seems any driver could extract maximum performance as well as maximum enjoyment. There are no surprises waiting to bite you if you overstep any marks, the included traction-control system is completely pointless, and you’re always instinctively

“HAPPY - THRILLED EVEN - TO BE REMINDED OF THE QUINTESSENTIALLY PURE ENJOYMENT OF ANALOGUE SPORTSCAR DRIVING.” aware of how much composure each corner of the car has in hand that keeping it smooth and tidy and maintaining the highest speeds possible just seem to happen naturally. When you do start taking liberties with entry speeds you can start inducing slip at the rear which you then simply mash the throttle into the carpet – there’s no throttle subtlety needed because there’s only enough power to keep the rear wheels spinning for long enough to catch the slide cleanly and line yourself up for the next entry. In slower-speed corners you can even do the ridiculous – I found myself yanking briefly on the e-brake to get some lateral movement and just holding the throttle flat with a hint of opposite lock bringing the grip back. Yet the lucid stream of chatter that enables this hooliganry doesn’t become a chore when all you’re doing is commuting. Although the seats were a little snug about my oversized frame, and the driving position slightly too offset for long-distance comfort levels, the 86 is truly useable every day. The cost of all this fun is predictable. Rev the motor regularly into the 7K-plus rpm range, and your fuel consumption shoots past the average of 9.1l/100km we recorded for the duration of our term. But with a mixture of a judicious right foot and leisurely acceleration away from lights, you can settle into a 150km/h cruise and show instantaneous fuel consumption of under 9.5. Which is pretty good for a modern car, although some miles away from the claimed combined-cycle consumption of 7.1. 26

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The interior is also nicely built and thoughtfully arranged. The materials used are of a grade above what makes it into series-production models like the coma-inducing Corolla, and although they may feel slightly cheap I do like the sports car touches like the bank of toggle switches.

Drive Ratings: Handling:

19/20

Ride:

18/20

Yes, the 86 is crying out for more power. Throw in some forced-induction and this car will be a serious challenger against some much more serious kit – think Porsche Boxster, Elise, Z4 and SLK – and it feels as though dynamically it could show these a few new tricks. But even in the standard form, it offers the kind of driving pleasure we’ve been starved of in the last decade.

Performance:

13/20

Fun Value:

19/20

Practicality:

16/20

It’s this hyper-talkative nature that ends up causing the Toyota 86 to leave me both happy and sad all at once. Happy – thrilled even – to be reminded of the quintessentially pure enjoyment of analogue sportscar driving. But depressed by the certain knowledge that, just a decade ago, these types of affordable thrills used to actually be common, and a primary differentiator in the car choices we made.

Drive likes:

I’d be happier still with the cheaper, lower-specced 86 and a manual transmission, but it’s clear that this car is all that Toyota said it would be. I’d strongly recommend parking one in your garage as soon as realism might allow.

Drive dislikes:

Russell Bennett

Total:

85/100.

Classic Japanese sports car looks. Cammy four-cylinder needs revs to sing. Electric, precise, balanced handling. Supple ride. Auto transmission isn’t a paragon. Not enough power to drift all that easily. When revved to peak power fuel consumption goes south fast. Key facts:

Toyota 86 High AT

Pricing:

R346 500

Engine:

1998cc four cylinder petrol.

Power:

147kW @ 7000rpm

Torque:

205Nm @ 6400-6600rpm

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

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7.5s 226km/h 1200kg 6-speed automatic

Consumpt. (Claimed):

7.1 l/100km (combined)

Consumpt. (Tested):

9.1 l/100km (combined)

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Mercedes ML250 BlueTEC

Polished

to Perfection

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here’s just one aspect of conformity that irks me. Having to. But perhaps that’s just me. The flip side is that everyone gets to learn from everyone else’s mistakes. Allowing us to reach our perceived pinnacles. And that is why the Mercedes-Benz ML has been the standard well-to-do private-school mommy chariot of our smarter suburbs for what seems like decades. The latest ML250 could well be a step too far off thIS exclusive scale. It’s the environmentally-conscious company’s new budget ML. Even if the price does still open with a 7. There’s not much arguing with the collective wisdom. Get in, even to this most mundane version, and an immediate sense of peace descends. The seating position is commanding but not intimidating, the levels of comfort and luxury ample without being techie, and all the surfaces you touch feel classy. The fact that the seats are upholstered in man-made leather fabric means absolutely nothing to the way it feels under your skin. There are a couple of minor German oddities, like the gear selector being where the indicators/wipers usually are, but overall everything is where you’d want it to be and works intuitively. It feels familiar but without detracting from the pervasive sense of grandeur.

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It helps that dynamically the ML is impeccable. On the road at least. It never feels like anything more than a big saloon. Roll through the bends is noticeable but not comical, the mass well managed, and there’s plenty of grip from the full-time AWD. And this is all on the conventional steel springs, albeit with active damping.

“GET IN TO THE ML, YES EVEN THIS MOST MUNDANE VERSION, AND AN IMMEDIATE SENSE OF PEACE DESCENDS UPON YOU”

The steering feels quick if not particularly accurate, and the driving impression is of a lighter car, more agile than the ML has any real right to be. It’s clear why the ML remains the yardstick for every day useability on the amazing ride alone. Inevitably, we get to the engine and gearbox. It isn’t actually a 2.5-litre turbo diesel, more like a 2.2. But that

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Mercedes ML250 BlueTEC

just makes the 150kW and 500Nm outputs even more impressive. That’s a huge wedge of torque, stuck right down at the bottom of the rev range. Couple that to a 7G-TRONIC automatic gearbox which just looooves to keep the revs down low to deliver anything like the 6.5l/100km claimed economy, and you might be expecting a wheezing geriatric. But although the ML 250 Bluetec was never designed as a sprinter, a 9s 0-100km/h canter and 210km/h top speed mean it can still whisk by the cars of the proletariat without so much as waking the driver. The engine never sounds abrasively rough, mostly it’s all but inaudible thanks to a well-insulated cabin. It’s not going to encourage enthusiasts to roar snatching last-minute shifts. But it copes phenomenally with rush-hour traffic. And of course the payback is significant. This smallcapacity diesel will actually give you comfortably more than 1000km of mixed-road real-world driving on a single 92-litre tank. And this in a premium SUV with AWD. As a self-confessed enemy of the diesel I was expecting the ML 250 Bluetec to be a drag, overflowing with dreadful drawbacks. But as it turns out, although it’s the absolute antithesis of the mad ML 63 AMG - a week with the ML 250 leads me to conclude that this could be the pick of the new ML range. When Toyota launched the budget-spec Fortuner with smaller diesel and limited equipment, it ended up feeling Drive Ratings:

like a Hilux workhorse with an SUV suit. With this ML 250, Mercedes has succeeded in making the entry-level model cool. It’s all the goodness you get from the pricier models but adding healthily to the range per tank. It does have a weakness, in the end. It’s not much of an off-roader, getting stymied by the first hillock of soft beachy sand. It didn’t dig in, just refused to continue. It’s also madly expensive. The ML 250 may do very well in making “budget” cool, but apparently a budget SUV means something different to Mercedes engineers.

“AT LEAST WITH THIS ML 250 BLUETEC, YOU DON’T HAVE TO KEEP ON PAYING FOR THESE PRIVILEGES EVERY TIME YOU HIT THE FUEL STATION FORECOURT” Get beyond these foibles - accept that despite paying a small fortune your car can’t handle more than tarmac and occasionally a wettish field, and enjoy the fulfilling package of what the ML does offer. Unmatched acceptance into the upmarket soccer-mom brigade. And a quality, luxurious, reliable and even relatively green motoring experience every time. Drive likes:

Handling:

18/20

Deeply ingrained sense of quality.

Ride:

20/20

High-class motoring without the fuel handicap.

Performance:

16/20

Tangibly upmarket environment.

Fun Value:

16/20

Practicality:

21/20

Total:

87/100

Drive dislikes: Doesn’t excel in off-road conditions. Pricey considering the small engine.

Key facts: Mercedes ML250 BlueTEC

Pricing: R683 500 Engine: 2143cc four-cylinder turbo diesel Power: 150kW @ 4200rpm Torque: 500Nm @ 1600 - 1800rpm 0-100km/h: 9s Top speed: 210km/h Kerb weight: 2150kg Transmission: 7G-TRONIC Plus

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At least with this ML 250 Bluetec, you don’t have to keep on paying for these privileges every time you hit the forecourt. Nor will it ever really excite you in any way beyond the appreciation of sound engineering, but that is exactly what its market wants. It’s this ideal nature for its target market that make the ML such a stand out. Nothing about it mechanically really impresses as much as the effort that’s been put into making this SUV the ideal choice for a very specific type of person. It isn’t going to win Freshest Design awards, or rake in Engine of the Year accolades, or even stand any chance in any Value-related races (or any races ever, at all, for that matter). It simply doesn’t need to. Drive Magazine D RIV E M AG AZ I NE 2 0 1 3

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Chrysler 300C V6 CRD

There IS a replacement for displacement!

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here is, undeniably, something about the Chrysler 300C... Something of a perverse thrill a bit like you get from a Lumina, with more of a pure US flavour.

Which is perhaps why recalling the woollen chassis and plasticine interior of the old one, and even thinking that this was the new demure V6 petrol-engined model, I was looking forward to the delivery of this car. In the end though, it would turn out that this car was nothing like what I was expecting, but all the better for it. In fact, this could be the best 300C Chrysler ever. Let’s start with that first day. It was a hectic week, and I wasn’t in the office when the 300C arrived, but I was keen to get in and discover what the Fiat Group now owners of Chrysler could conjure of a slice of purest Americana. It has lost some of the extreme bluntness of its predecessor - possibly the roving pen of an Italian stylist despite strict instructions to the contrary from the bean-counters wanting to capitalise on the whole US goodwill? It’s still very large and imposing, but where the original seemed to wilfully flaunt extravagance like airflow-optimised sheet metal, this new one has some concessions to modernity. It still has that extremely broad-shouldered stance down pat thanks to those ludicrously blistered front arches, and on the boot lid seems to be paying homage to clasically. Cadillac and Chrysler never were the same company, but there’s a sense that the designers didn’t necessarily know this, and went for “iconic” and “American”. At first I find it quite strange that beneath this high boot are no substantial drain-pipes to emit exhaust gasses from, before remembering that the new 300C line up doesn’t only have V8, or larger V8, as the full spectrum of engine options. With that, it’s time to jump in and see what the dinky power plant can actually deliver. The interior is an absolute riot, and worth taking a moment to mull. The unpolished wood trim of the centre console is an eyesore, and feels rough enough to give you splinters. Despite the predictably tacky materials, the remainder of the cabin is a joy. There are superfluous little styling touches everywhere, like the over-tall rectangular analogue clock between the centre vents, the instruments festooned in faux-aluminium surrounds, and the superbly generously-padded seat, which is not only electrically operated but also heated. It’s spacious too, although not as gargantuan as the exterior dimensions. There’s room for a healthy catswinging session in here, so that’s more than enough to make up for the lack of high-tech toys. One feature I positively adore are, bear with me on this, the centre cupholders. These can be heated to keep coffee simmering, or cooled. There’s even a large touch screen incorporating satnav and the infotainment functions.

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Chrysler 300C V6 CRD The trick is, that no-one outside the car knows you’ve copped out and gone for the budget-friendly version. In Claremont traffic, this new 300C attracted all the stares, not to mention a healthy smattering of enthusiastic thumbs-up. It makes exactly the right, gangster-rapladen statement, just like the original did, and seems to generate respect wherever it drives. The power trip is present and correct, even if under the bonnet there’s a lot less going on than these onlookers might suspect. So you get what must be considered the biggest selling point of the 300C in the first place, yet you don’t have to pay the price in crippling fuel bills. Sure the slow-witted 5-speed auto as well as massive weight mean that the consumption is still usually over 10l/100km, but that’s nowhere near the price of the old V8 petrols.

Getting going is a bit of a comedy affair at first, thanks to the enormous dimensions of the thing making it feel more like piloting a cruise liner than a car. You get used to the bulk quickly, and can settle down to enjoy the smooth ride. The V6 has a bit more bark than I expected but... hang on just a minute! It’s only half an hour into the drive that I spot the rev-counter, redlined at 5000rpm and not the 6000-6500 I was expecting, and finally click - they’ve sent me the 300 CRD! Featuring a new 3.0-litre turbo diesel V6, this is the new baby of the range. The model that’s been inserted to drive down the average emissions of the range. I hate these nasty eco-pandering versions, but especially of a car meant to be all about cubic inches! Yet after five more days, the 300C CRD has won me over. This particular diesel actually makes a distant noise which could almost be called engaging. Although it doesn’t exactly give this tank of a car a decent turn of speed, nor does it ever let you down, wheezing and puffing along while 1.6-litre budget hatchbacks storm past.

You get a ride which is very comfortable, and handling which reflects the wheelarch extensions in its appreciation of comedy. This 300C feels as though its front end is connected to its rear by several overcooked tendrils of spaghetti. While the front feels fairly nicely tied down to the road, what seems a few seconds after this suspension has coped with the surface the rear reacts, doing its best impersonation of a mechanical bucking bronco as the chassis twists and the rear suspension crashes. This isn’t great, but in a way, it quite suits the car. Particularly this 300 CRD. This wild ride would be frightening in a faster version, but in the diesel is merely amusingly reminiscent of the era it seems the 300C is trying to represent. Some two decades ago. Besides it’s only all that noticeable when you start pushing to 8/10ths, below that it behaves acceptably. Nothing about the package as a whole really encourages you to go there anyway. This is not a performance car in any way shape or form. Even though the stats show it to be just barely more sluggish than the 3.6-litre petrol model.

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Despite the dynamic shortcomings, the 300C CRD is a nice car to drive. I’m not certain I’d want to own one, as I’d be worried about the longevity of the cabin, with all that wood already looking old and worn when the car is brand new! But it does tick the boxes you want a car like this to tick. It’s a comfortable cruiser, imposing in traffic, garners the respect of other road users effortlessly, and yet will actually get you a reasonable 700km range on a single tank of gas. At last, the whole economy argument seems to come together and make sense.

Whereas previously you could have the mad, overpowered SRT-8 and drive it only on Sundays when you could afford the fuel bills, or get the mild-mannered 5.7, and drive for a bit of Saturday as well on your fuel budget. Now you can get the whole ball of wax with this 300C CRD. It’s a really good move, and while normally I’d have to recommend finding the extra R100k for the SRT instead, on the strength of this CRD that’s just not the case. Drive Magazine

Drive Ratings: Handling:

12/20

Ride:

18/20

Performance:

13/20

Fun Value:

19/20

Practicality:

19/20

Total:

81/100

Drive likes: Outlandish looks. Heated and cooled cupholders. Jewel-like cabin details raise the bar. Reasonable fuel economy. Drive dislikes: Not exactly strong. Some polish would’ve been nice on the wood bits. Key facts: Chrysler 300C V6 CRD Pricing:

R559 990

Engine:

2987cc V6 turbo diesel

Power:

177kW @ 400rpm

Torque:

550Nm @ 1800 - 2800rpm

0-100km/h: Top speed: Kerb weight: Transmission: Fuel Consumption (claimed): Fuel Consumption (tested): D RIV E M AG AZ I NE 2 0 1 3

7.8s 232km/h 2472kg 5-speed AutoStick 9.7l/100km 10.3l/100km 35

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VW Beetle 1.4T Sport M

Character Shootout

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hen the old “New” Beetle launched, for all the things wrong with it (blatant rape of a proud heritage, dodgy looks, bland underpinnings, and that damn vase!), it did have one redeeming feature. Beneath the tack-on plastic wheelarches and “Is it coming or going” styling approach, lived a respectable car. At it’s heart, that Beetle was a Golf GTI, hot hatch extraordinaire! It might not have had the soul of a Beetle, but the heart of a GTI was some compensation. Sluggish seller For this reason, that Beetle was expensive. Because of the price premium over the more conventional Golf, it didn’t sell very well, particularly in the price-sensitive South African market. Which is a good thing, because we haven’t been subjected to floods of this marketing pastiche, but it was the final nail in the coffin of that car ever coming anywhere near to its legendary forebear. This latest reincarnation of the Beetle badge, called by VW the “21st Century Beetle”, tries to sidestep this problem by including an entry-level 1.2-litre turbo petrol model with a list price in the region of R240K.

“THE NEW BEETLE IS STILL HARDLY WHAT YOU MIGHT CALL `MACHO’. IT’S JUST TOO CUTE FOR THE TERM TO APPLY” Turbo charged, not twin charged Our car comes from further up. It’s a Beetle 1.4 T Sport Manual – which packs an interesting 118kW and 240Nm thanks to, contrary to the reports in some “respected” local motoring rags, a conventional turbo charger. This is not the twin charged motor of the Polo GTI. Which anyone with any car knowledge could have told you already, with VW quoting 8.3s for the 0-100km/h sprint, whereas the Polo GTI does the same run in 7 dead. Compared to these little terriers, the 21st Century Beetle even in this Sport trim feels, not slow, but a bit lacklustre. Inside there’s a 6-speed manual gearbox and quite a few comfort features to lift an already nicely designed interior. The dual-tone leather sports seats on our car are standard for this model, but as per usual with VW that’s all you get over the 1.2 without costly options boxes. Xenon headlights, a sunroof, uprated iPodcompatible audio system, even 5-year 90 000km service/maintenance plans all quickly add up to a Beetle pushing the R350K mark.

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More defined, aesthetically

Which one would you prefer?

It’s definitely more handsome than its frumpy predecessor however, with VW this time making certain there’s a distinction between front and rear ends, as well as a lower roofline for a sportier stance. There’s even a duck-tail rear spoiler on our car, but even with this the new Beetle is still hardly what you might call “macho”.

And it takes not even a single metre before I know exactly which car I’d rather park in my garage, and it ain’t the one with the R300K price tag. In addition to the almost incalculable purchase price saving, the old car offers an immeasurable dose more of the most essential ingredient in a car of this nature. Character.

Nice to drive of course. I’d originally suspected that this car could be our first taste of the new Golf 7 platform, but it turns out it’s actually an outdated Golf 6 beneath the skin. The 6th-generation Golf was and still is a wonderful all-round package, delivering a smooth ride combined with vaguely enthusiastic dynamics and all the practicality you can reasonably expect of a 5-door modern hatch.

Yes, the carb-fed 1.6 takes at least 15 minutes to warm through and clear it’s gruff throat, but once it has the thrust on tap is more than what you feel you need. Of course the 1.4T is quicker everywhere, but it never really engages in the way the 1.6 does every moment of every journey.

The Beetle may sacrifice some of this in pursuit of a history-laden form, being only available as a 2-door, but it retains most of the Golf’s strengths. And most of it’s weaknesses too – this car never does anything particularly interestingly, even if it does everything pretty well. Not a teetotaller either One thing that hasn’t gone right however is the expected fuel savings of a small-capacity modern motor. The 1.4T, driven with some verve, still uses an average of mid9l/100km. That’s nowhere near the claimed 6.6. The test I really wanted to do with it, came with the arrival of a ’71 Beetle 1600L. In Daisy Yellow with very sporty black steel wheels. A massive 41 years separates the cars, but this is the real benchmark I wanted to line our new 1.4 T Sport up against.

The old car costs next to nothing to own and run. You could buy a classic Beetle as well as another dozen for spare parts before getting close to the cost of the new car, and you’ll get the engine in the correct place and a car which feels every inch like the legend it is. This is, in capital letters, The Real Deal. Beside it, the new car looks and feels like exactly what it is, a plain-Jane VW Golf tarted up to capitalise on an outstanding heritage. At best, a strategy to push the last examples of the Golf 6 platform through showrooms at a hefty price premium! Still “just” an overpriced Golf Clever marketing, certainly, but not so clever from a pure product perspective. Just like the original resurrected Beetle then, this 21st Century Beetle is no more than the means to pick up some sales on an otherwise very conventional car by appealing to misty-eyed Beetle veterans. But without the kudos, or enticing performance, of the GTI engine. It’s actually rather sad.

D R IV E MA GA ZINE 2013

Drive Ratings: Handling:

14/20

Ride:

16/20

Performance:

12/20

Fun Value:

16/20

Practicality:

11/20

Total:

69/100

Drive likes: Undoubtedly better looking. Love the two-tone leather interior. Drive dislikes: Still very expensive, especially compared to a standard Golf 6. Surprisingly heavy on fuel for a 1.4. Not even playing the same game as the Real Beetle, and associated by nothing more than name. Key facts: VW Beetle 1.4T Sport M Pricing:

R296 600 (Standard)

Engine:

1390cc four cylinder turbo charged petrol

Power:

118kW @ 5800rpm

Torque:

240Nm @ 1500 â&#x20AC;&#x201C; 4500rpm

0-100km/h: Top Speed: Transmission: Consumpt. (Claimed): D RIV E M AG AZ I NE 2 0 1 3

8.3s 208km/h 6-speed manual 6.6 l/100km (combined) 39

DWFCOLLECTIVEBS515901

The POTENZA range represents the pinnacle of Bridgestoneâ&#x20AC;&#x2122;s dedication to motoring perfection. Proven in Formula 1â&#x201E;˘, the POTENZA range gives you the power and control to push your high-performance vehicle to the limit. For the ultimate in safety, performance and sheer driving pleasure, satisfaction has but one name: POTENZA.

Bridgestone South Africa. Visit our website: www.bridgestone.co.za. Available at: www.bridgestone.co.za and other selected Bridgestone dealers.

TOP 5

CAR CATEGORIES

What’s it all about? The Drive Magazine Top 5s section isn’t a listing of the highest-scoring cars coming through our road-test regime. In fact, here the rankings have as little as possible to do with any empirical, data-driven evaluation of this passion called motoring, and everything to do with unchecked emotional appeal. Although we’re irrepressible, self-confessed performance freaks at this publication, making it into the Top 5s requires far more than just the smallest 0-100kph time. Any vehicles on these pages have left us deeply saddened to say goodbye to. They aren’t necessarily the priciest of machines, the most beguilingly beautiful, or the most pulverisingly potent. They’re simply cars which we, as petrol heads, absolutely adore - and think that you would too if motoring runs in your veins. Our very own passion-gauge for the hearts and souls of cars. One thing that you won’t find any of on the following pages, are electric cars. Only internal-combustion motors have soul, at least any soul that we can connect to as internal-combustion-based machines ourselves. If you strongly disagree, or wholeheartedly approve, drop us a line on Top5@drivemagazine.co.za. Next month, it could be your car choices walking away with the entirely fictional prize-money. Lots of it. Tons. We promise. D RIV E M AG AZ I NE 2 0 1 3

TOP 5 HOT HATCHES VW Golf GTI/Ed 35 Highs: Most rounded hot hatchback ever.

Lows: Engine could have more character. Ed35 almost fixes even that.

Quickie: The Golf GTI isn’t top of this list because it’s the fastest, or the most outrageous, or even the sharpest handling. The fact is there are others which can do better in specific dynamic disciplines. It’s the way the GTI packages this performance into such a beautifully smoothed-off, every day useable machine which is just exceptional. Factoids: 2.0-litre turbo motor, 173kW, 6.6 s sprint, R378 300

Drive Rating: 88/100

Renault Megane RS 265 Highs: Class-leading FWD hatchback chassis

Quickie: The original Megane RS is very nearly as redefining an experience as the exceptional special-ed Trophy, without the rougher edges. A spectacular hot hatch in every way. Does not lose to anything on pure performance alone. Factoids: 2.0-litre turbo motor, 184kW, 6.1 s sprint, R359 900

Lows: Not class-leading build quality. Drive Rating: N/A

Ford Focus ST3 Highs: Best-sounding fourcylinder petrol motor in ages.

Lows: Massive panel gaps.

Quickie: Ford may have dropped the 5-cylinder motor for the new Focus ST in favour of a lighter, cleaner 2.0-litre “four”, but it hasn’t diluted the appeal one bit. It still makes precisely the kind of noise you want your hot hatch to make, goes like the proverbial scalded feline, and looks sharper and more modern than ever. And, it drinks substantially less fuel. Really. Factoids: 2.0-litre turbo motor, 184kW, 6.5 s sprint, R353 700

Drive Rating: N/A

BMW 125i 3-door Highs: Proper RWD balance, in a hatch.

Lows: Even in 3-door form, it isn’t the prettiest.

Quickie: In the new 3-door 1-Series, the 2.0-litre turbo petrol currently flooding the BMW lineup actually fits – there’s no sixcylinder heritage here to row against. With 160kW and a mid-6s sprint time, this 1-Series attacks the existing hot hatch market directly, but adds the purity of RWD into an equation which largely excludes such an exciting variable. Factoids: 2.0-litre turbo motor, 160kW, 6.4 s sprint, R336 000

Drive Rating: N/A

Volvo V40 T-4 Highs: Fresh, striking design. Lows: A bit bulky from some angles.

Quickie: Through some clever, committed marketing Volvo launched the new V40 to tremendous fanfare and a market salivating for the product. Fortunately the Swedish company also engineered a package beneath the sexy skin to live up to this hype, with a wide range of power plant options available to suit any taste. Factoids: 1.6-litre turbo motor, 134kW, 7.7 s sprint, R316 800

Drive Rating: N/A

D R IV E MA GA ZINE 2013

TOP 5 4 X 4’s Quickie: Toyota’s Land Cruiser has been the mainstay of African expeditioning for a very long time, and there’s a very good reason for this. It’s unstoppable. Practically unbreakable. Can almost always be fixed with a hammer. And has dual fuel tanks for a range of comfortably over 1000km even on the roughest terrain. Now even available in a station wagon.

Toyota Land Cruiser Highs: The Toughest. Period. Lows: A very rough ride.

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

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

Range Rover Vogue SE TDV8 Highs: Effortless everywhere. Lows: Have been some buildquality issues.

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

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

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

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

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

Factoids: 4.0-litre petrol engine, 200kW, 7.6 s sprint, R457 600

Suzuki Jimny Highs: Much, much more capable than you’d ever expect. Lows: Noisy on the highway, and definitely lacking grunt.

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

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

Nissan Pathfinder 3.0dCi V6

Toyota FJ Cruiser Highs: Most of the ability of a LandCruiser, but much more charm. Lows: Quite heavy on fuel. Quite heavy generally in fact. Drive Rating: 88/100

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TOP 5 COMPACT SUV’s Range Rover Evoque Highs: The style, the class, the crushing all-round performance.

Quickie: The Range Rover Evoque, particularly this gorgeous 3-door Si4 Dynamic, deserves all the accolades and naked looks of appreciation it has received since being launched. It is quite simply a superb vehicle.

Lows: Cost reflects high style demeanour.

Unmatched class and style inside, a gem of a 2.0-litre turbo charged petrol motor, absolutely unmistakable appearance – it’s an unbelievable combination of talents.

Drive Rating: 91/100

Factoids: 2.0-litre turbo motor, 177kW, 7.6 s sprint, R615 400

BMW X3 xDrive28i

Quickie: After the mess that was the X3 xDrive35i, which we called “excruciating” back when we tested it, the 28i is a welcome to return to form. The lighter 2.0-litre turbo motor can’t match the power of the 35i of course, but the reduced weight in the nose actually makes all the power available useable. And tames the ludicrous thirst. It’s just a huge step on.

Highs: Might not be a straightsix any more, but goes like one, without the thirst.

Lows: Not the most eyecatching or distinctive form. Could easily be an X1.

Factoids: 2.0-litre turbo motor, 180kW, 6.7 s sprint, R569 900

Drive Rating: N/A Ford Kuga Highs: Feline looks, punchy engine.

Lows: Dated auto transmission, excessive fuel consumption.

Factoids: 2.5-litre turbo motor, 147kW, 8.8s sprint, R406 850

Drive Rating: 76/100

Citroen C4 Aircross Highs: Yet again French flair for compliant but not soggy platform shines

Lows: Downright tardy sprinting

Highs: S-Tronic gearbox still the best. Lows: Dismal delivery of power, crushingly expressionless.

Quickie: We may sometimes sound like bitter oldies at Drive, but there’s almost always tangible benefits to be gained by going “traditional”. The bum-basic 5-speed manual transmission on the C4 Aircross makes all the difference over the clever self-shifter on the almost identical ASX-based Peugeot, the 4008. The C4 Aircross is more engaging to drive, faster everywhere, and particularly the models which are FWD only are also measurably cheaper. Factoids: 2.0-litre nat-asp petrol motor, 110kW, 9.7s sprint, R269 900

Drive Rating: N/A

Audi Q3 2.0 TFSI 125kW

Quickie: The Ford Kuga combines athletic looks with bundles of honest charm. It also gets a characterful and fairly strong 2.5-litre 5-cylinder turbo charged petrol engine, even if this powerplant (in 147kW state of tune) is let down by the dull-witted automatic gearbox just about all the time. The downside of the combo of turbo motor, auto ‘box and full-time AWD is predictable – expensive fuel consumption!

Quickie: Why Audi would even make this detuned Q3 I don’t know, especially since it doesn’t seem to help very much with fuel consumption either. This sinful act not only excises all the potential excitement from the Q3 experience, it also deletes anything deemed unnecessary, like any vestiges of a poetic soul. Factoids: 2.0-litre turbo motor, 125kW, 8.2 s sprint (claimed – and unlikely), R421 500

Drive Rating: 61/100

D R IV E MA GA ZINE 2013

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

BMW 535i Highs: As agile as a 3, as comfortable as a 7. Lows: None.

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

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

Lexus GS350 Highs: Impregnable build. Lows: Can still spot the Toyota switchgear.

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

Quickie: Most people are unlikely to believe us when we tell you that the Kizashi is one of the most underrate cars on the roads today - we hardly ever see one despite knowing just how brilliant it is. It’s got a peppy, zingy 2.4-litre four-cylinder engine which can’t compete with larger competitors but is characterful and eager in its responses, a chassis which is sharp and yet fluid, and styling which is delectably unconventional. It’s a winner, even better than the very similar Honda Accord for lacking that cars oppressive, and expensive, new-age electronic safety gadgets.

Suzuki Kizashi Highs: Lovely, unique looks. Lows: Engine might lack a little top-end bite.

Factoids: 2.4-litre petrol, 131kW, R319 000 Quickie: The new 1.8T motor in the A4, which effectively replaces the old 2.0T, actually delivers what the manufacturer claims. That is, a thick wedge of low-down torque, sufficient power, and a useful saving at the fuel pump. You’re really not likely to miss the little bit of extra power from the old 2.0T, and the chassis is sharper than ever in vanilla FWD, manual format.

Highs: Sleeker than ever, and an example of downsizing actually working. Lows: Typically overservoed brakes.

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

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

Audi A4 1.8T

MG6 Highs: Cheap yet distinctive. Lows: Old-school tech, and you will be the butt of jokes.

Factoids: 1.8-litre turbo petrol engine, 118kW, 8.4 s sprint, R239 900

D RIV E M AG AZ I NE 2 0 1 3

TOP 5 SUPERCARS Pagani Zonda F Highs: Rolling artwork.

Lows: Out of production.

Quickie: The Zonda may have been replaced by the Huayra already, but this turbocharged active-aero tech-feast hasn’t managed to replace the original in our hearts. Something about a 7.0-litre naturally-aspirated V12, minimal weight, a manual transmission and RWD just gets the purist in all of us slavering at the mouth. Ultimate pin-up car. Factoids: 7.3-litre petrol motor, 443kW, R20m

McLaren MP4-12C Highs: Monumental thrust.

Lows: Too quick for the road.

Quickie: The MP4-12C redefined the mid-level supercar category. It is so fast that the thought of a much more focussed version, the P1, seemed quite insane when you were behind the wheel and hanging on as the turbos lit fully in second gear. It’s savage, relentless power mounted in a chassis which is rigid and light. Stupendous. Factoids: 3.8-litre twin-turbo V8, 440kW, 3.2 s sprint, R3.2m

Audi R8 V10 Highs: Lamborghini V10.

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

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

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

Lows: Not the most musical supercar ever.

Aston Martin Vantage S Highs: Best engine noise ever? Lows: Roadster version we drove not the most rigid.

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

Quickie: Because we were badge snobs, we at first criticised the GT-R for having pretensions beyond its means, so to speak. This was no supercar we argued - not special enough, not expensive enough, not prestigious enough. However, what it is, is fast enough to destroy most of these more hoity-toity competitors. So it’s earned its place. Factoids: 3.8-litre twin-turbo petrol V6, 397kW, 2.9s sprint, R1.4m

Quickie: The original V8 Vantage was only really lacking in one area - power. While this tweaked Vantage S still isn’t a headlinegrabber in terms of outputs, it now feels like it has enough to justify full supercar status, albeit in a junior supercar role. The Vantage makes up for this with supermodel looks, an operatic voice, and a magnetism which only a rareified few might replicate. Factoids: 4.7-litre petrol V8, 321kW, 4.7 s sprint, R1.6m

D R IV E MA GA ZINE 2013

TOP 5 SPORTS COUPES Quickie: It’s the icon. The benchmark. The definition of a motoring niche basically. It’s also, sadly, about to be replaced, and it’s the last of the naturally-aspirated BMW M cars too. The new model might be returning to a straight-six, but there’s talk it could be tri-turbo too, which will mean more power yes but invariably less passion. A characteristic which still oozes from the existing M3.

BMW M3 Highs: All things to all men. Lows: End of life.

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

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

Porsche 911 Carrera S Highs: It isn’t the power. It’s the cornering traction. Lows: Runs out of steam at the top end.

Factoids: 3.8-litre petrol flat-6, 294kW, RR1 192 000 Quickie: The C63 AMG is packing even more of a heavyweight punch than ever, but in latest form at least has a chassis with some chance of harnessing this savage force of nature. It still isn’t anywhere near as precise as the M3 of course, but at least it no longer tries to ride a bucking bronco on an ice-rink.

Lotus Evora S Highs: A classic recipe for the modern age. Lows: Sports Racer variant not for SA.

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

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

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

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

Quickie: Lotus Cars seem to do such small volumes in SA, because they aren’t M, AMG, or Porsche, that you just don’t see enough of these flowing, feline shapes on our roads. Yet the Evora is a sublime car to drive. Fast, light on it’s feet and astonishingly compliant it’s a joy on any trip. Deserves to be seen more, really.

Mercedes C63 AMG.

Audi RS5 Highs: Another gem of a V8. Lows: Quite aloof.

Factoids: 4.2-litre V8 petrol, 331kW, R875 000

D RIV E M AG AZ I NE 2 0 1 3

TOP 5 ROADSTERS/COUPES Peugeot RCZ Highs: A consummate allrounder.

Lows: Does occasionally feel a bit girlie.

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

Quickie: The Peugeot RCZ is a genuinely delightful surprise to drive. It packs the turbo charged punch of a Cooper S into a sublimely shapely body with, most importantly, suspension actually capable of absorbing the occasional bump. It’s our favourite small coupe on the road today, simply bubbling over with joie de vivre. Factoids: 1.6-litre turbo petrol motor, 147kW, R419 500

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

Lows: Will almost certainly kill you.

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

Porsche Boxster S

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

Highs: Driving purity.

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

Toyota 86 Highs: Pert, pure Japanesesportscar looks.

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

Lows: Needs more grunt.

Quickie: Yes, it does need a touch more power, but nevertheless the 86 is basically a masterpiece. A performance home-run from a company who seemed to have forgotten everything it once new about performance. Light and therefore extremely agile, the 2.0-litre nat-asp engine tries hard enough and makes a nice enough noise, but never really compresses the seat-cushions behind you. Still, this car affirms that Toyota still has a heart dripping with driving passion. Factoids: 2.0-litre petrol engine, 147kW, R298 500

Audi TT RS Highs: Turbocharged inline-5 harks back to ur-Quattro. Lows: So grippy it can feel inert, cold.

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

D R IV E MA GA ZINE 2013

TOP 5 HYPER HATCHES Quickie: Yes it might not strictly be a hyper hatch, more a hyper city car really, but if you don’t need the bit of extra practicality you might get from a Focus ST, there’s little better way of spending R330k on some motoring fun. As quick as a GTI and even more nimble thanks to the low weight, this relatively unassuming car gives all the others here a pasting for pure driving fun.

Highs: Dynamite! Has to be. Lows: Not a one. Quite small. But it is an A1, did you expect a people-carryer?

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

Audi A1 1.4 TFSI 136kW

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

Lows: Runs out of steam at the top end.

Factoids: 2.0-litre turbo petrol, 195kW, R409 900 Quickie: Of the 2-line VW R range, it’s the Scirocco you want if you’re looking for pure driving thrills. Pumping 188kW through the front wheels alone makes for far more excitement than the heavier, AWD Golf R, and the Scirocco responds to this fact with a beautifully judged setup creating a front end almost as sharp as the Megane RS Trophy. But with a much more comfortable ride.

VW Scirocco R Highs: Razor-sharp front end.

Lows: Seriously expensive now.

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

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

Factoids: 3.0-litre turbo petrol straight-6, 235kW, R445 500

D RIV E M AG AZ I NE 2 0 1 3

Highs: Embodiment of this over-endowed breed.

Lows: Long gone.

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

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

Focus RS

BMW 135i M Sport Highs:

Explosive power without corrupting the helm.

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

TOP 5 BUDGET BUYS Nissan Micra Highs: Surprisingly willing for a three-cylinder

Lows: Noisy cabin.

VW Polo Vivo Highs: Proper German buildquality.

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

Lows: Really, really sparsely equipped.

Renault Sandero Highs: Well, it is quite cheap.

Quickie: VW replaced the Citi Golf as it was based on 20 year-old technology, with the Polo Vivo, at the time built on the previousgeneration Polo platform but with new running gear. Whatever, it’s a great car to drive. Not very richly appointed no, but feels positively impregnable all the time. Easily worth the money. Factoids: 1.4-litre petrol, 55kW, R110 500

Lows: Rough and ready build.

Chevrolet Spark Campus

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

Quickie: The Sandero quite frankly appalled us when we first drove it, with bad mouldings and exposed metal edges all over, not to mention a gravelly-feeling power plant. It sells very well however, because of the aggressive pricing, so for that it has to deserve a spot on this list. Seriously though, consider a Vivo or Micra please if you want to continue to enjoy driving. Factoids: 1.4-litre petrol, 55kW, R112 900

Highs: Cheap to own and run.

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

Lows: Not the most stable highway cruiser.

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

Chery QQ 0.8 TE Aircon

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

Highs: Wow that’s cheap. Lows: You might be too scared to drive it.

Factoids: 0.8-litre petrol engine, 38kW, R84 900

D R IV E MA GA ZINE 2013

TOP 5 HYBRIDS Quickie: Quite probably the best hybrid we’ve driven to date, although we have been avoiding the Porsche Cayenne. Anyway, the GS450h even manages to squeeze a decent noise into the cabin when the 3.5-litre V6 is working hard, which is nice.

Highs: Fabulously built, Lows: Still drinks heavily.

Toyota Yaris HSD Highs: Very light on fuel. Lows: Very expensive up

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

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

BMW ActiveHybrid5 cheaper than the GS.

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

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

Highs: Such a classy interior. Lows: Practically none.

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

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

Lexus GS450h

front cost.

Lexus CT200h Highs: Not a Prius. Lows: Sheep in wolf’s clothing.

Factoids: 1.8-litre petrol engine, 100kW (combined), R370 500 R269 900

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

Porsche 918 Spyder Highs: Race-derived V8. Lows: Well, it’s not yet real. As such.

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

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