October 2013 Drive Magazine

NEW

NEW LAUNCHES!

Pulse-pounding Mercedes A45 AMG Elegant BMW 3-Series GT Toughened-up Toyota FJ Cruiser

OCTOBER 2013

HOT HOT HOT ROAD-TESTS THIS MONTH! Ultra chic Citroen DS3 Cabrio Sport Scorching Ford Fiesta ST New Hyundai Santa Fe Eye-catching Kia Optima GDi Range Rover Evoque SD4

TOP 5 PASSION RATINGS Every Car Category Rated Monthly!

NEW

CONTENTS A LITTLE TORQUE 5 The Knowledge-Information divide.

Ever heard of the Business-IT divide? Our Ed thinks there's a much more serious illness with similar symptoms in the motor industry today.

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8 14

DRIVE TESTS

6 Intro - We've reorganised our magazine to reflect who we are better, and since our road tests are really the prime reason for the existence of Drive, we've brought these right up to the front for easier reading. This month we're behind the wheel of Ford's new performance star, the Fiesta ST, go searching for sun in Citroen's drop-top DS3, are pleasantly surprised by the new Auris XR, and find out if the diesel Range Rover Evoque is anywhere near as awesome as the petrol model.

8 Star Power!

The new Fiesta ST from Ford follows an increasingly familiar recipe - out is the big engine in a small car paradigm from the past, and in is a heavy-hitting but apparently more efficient 1.6-litre turbo producing over 130kW. Can the humble Fiesta really make effective use of that kind of grunt? Let's find out right now.

34

14 Topless Chic.

The new Citroen DS3 Cabrio THP 155 is destined to turn as many heads as any supermodel dumping their bra-tops on the public beach for an au natural look. It may have it's practical challenges, but this DS3 is a car which laughs in the face of practicality anyway.

20 10 Points for Trying.

20 44 30

The entry-level Auris is surely the poster-child for staid, humdrum Toyota sensibility. And yet, this Auris XR actually suggests that beneath the drab frontage, the Japanese company still has some appreciation for motoring enthusiasm buried deep.

24 Sound, Not Superb.

Hyundai's new Santa Fe 2.2 Elite undoubtedly sports some nicely modernised styling, but is the mechanical content beneath the refresh up to the promise of modernity made by the metal work itself? Well...

30 Devil is in the Diesel After being absolutely blown away by the Evoque Si4, we just had to find out if the SD4 version powered by a diesel motor could possibly be anywhere near as good. And astoundingly enough...

34 Worth Noticing?

Kia's newly-updated Optima GDi has a face I can't help but stare at, but is there any substance to this infatuation or is beauty really, in this case, no more than skin deep?

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OCTOBER 2013

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DRIVE FEATURES INTRO

38 In addition to our full lineup of road tests for this month, we've also been to the key local-market launches taking place for first tastes of the newest metal. The thrilling new Mercedes A45 AMG, updated FJ Cruiser from Toyota, and challenging new 3-Series Gran Turismo from BMW, which we've also managed to get more time in and pitted against an eclectic group of other BMWs for a more detailed appraisal.

40 It's JIMS time again!

Yes, the excitement in the air is palpable as Africa's biggest motor show by far prepares for yet another star-studded event. JIMS 2013 promises to be bigger and better than ever - quite a feat considering how popular this show has become both with local punters and manufacturers alike.

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LAUNCH DRIVES

46 A .45 Calibre Punch - Mercedes A45 AMG Yet again, the AMG brand presents us with something positively bonkers in the form of this new A45 AMG. It's a car which hardly sings to the established AMG hymnsheet, it's true, but does that mean it isn't as impressive as others bearing this prestigious brand? No. No, we don't 60 COVER FEATURE - Not so Grand think it means that...

New 328i GT versus 330d Sport versus E36 328i Saloon, we've managed to get our hands on a 328i GT already and have lined up a typically 52 Big, Bad, FJ. eclectic group of competitors to judge the new vehicle against - with some very interesting results.

The hugely popular Toyota FJ Cruiser has just been updated for the first time, and now features even better off-road 66 REFRESH WATCH abilities than ever before. Considering how brilliant it was We've added this new monthly feature to the magazine to cover those before, the new model promises to be all-but unstoppable vehicles which have been mildly refreshed in the month and therefore when the going gets rough. wouldn't apply as a Launch Drive candidate, but are still worth taking note of. This month the new Peugeot RCZ and updated Land Cruiser 56 Three Maxi.

V8 highlight our thinking.

The new BMW 3-Series Gran Turismo is the roomiest 3-Series our market receives, but is it as strangely unresolved an offering as the other GT models currently being pushed out by the German brand?

TOP

5S - EVERY MOTORING NICHE THAT MATTERS

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

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D N A E N I Z A G A M H E T V R I O R W D R H E T I H W C U R E O REGIST CHANCE TO WIN A V YRES PURCHACE T A T X D E N N A T R S U O Y S D R A W O T 0 0 R50 ns apply

nditio o c d n a s m r te

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Brought to you by

TORQUE EDITORS LETTER NEW LAUNCHES!

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Pulse-pounding Mercedes A45 AMG Elegant BMW 3-Series GT Toughened-up Toyota FJ Cruiser

OCTOBER 2013

HOT HOT HOT ROAD-TESTS THIS MONTH! Ultra chic Citroen DS3 Cabrio Sport Scorching Ford Fiesta ST New Hyundai Santa Fe Eye-catching Kia Optima GDi Range Rover Evoque SD4

TOP 5 PASSION RATINGS Every Car Category Rated Monthly!

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

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THE KNOWLEDGE-INFORMATION DIVIDE How do you correct a commonly-held belief? Common knowledge, the kind of thing that just everyone knows about and knows seemingly intuitively which option is correct, and which should be ignored. Think basic things like common courtesy and the certain knowledge just a decade ago that an investment in property would always appreciate.

They're the fundamental, globally-accepted "norms" of life.

But what happens when they aren't? What happens when, through mass manipulation essentially via marketing and media, one of these absolutes is challenged. One of these globally-accepted truths is proven untrue.

Well, let me tell you. Pretty much nothing. Nothing happens. No-one leaps on the new truth and changes the educational and political climate to perpetuate this new knowledge or advocates for funding to prove and further research the new model. In fact, nobody really cares at all, and those few who do are generally on the wrong side of what I call the knowledge-information divide.

In short, information does not become knowledge simply by being true. No, it takes a lot more than that for information to become so broadly accepted that it becomes universal knowledge. It takes, primarily, marketing. Exposure. Acceptance. Entrenchment.

Consider a couple of facts quickly. Not long ago at all, turbo motors were recognised as less efficient than naturally-aspirated counterparts. Automatic transmissions were fueleconomy killers rather than enhancers. And starting and stopping your engine constantly was never going to deliver anything but increased wear-and-tear as well as an additional and entirely unnecessary fuel wastage.

Today, and quite quickly too, all of these common truths have changed. Now, has that knowledge been turned on its head due to new information, or thanks to inordinate time and resources spent marketing the new truth?

We think it's the latter really. But as per usual, we're firmly in the minority. It's nevertheless vindicating when, occasionally, you can grab some solid scientific data supporting your unpopular theories. Even if it still won't dent the momentum of the already-rolling massmedia machine.

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

Russell Bennett Editor-in-Chief

5

The Drive First and Foremost W

e've changed things up in the layout of the magazine this month. To reflect Drive's main focus, we've brought the test drives section right up to the front of the publication, leaving the latest launches and features for you to read about in later pages.

This is because for us, the driving experience has to come first. And there's nothing like a full week getting to know a car in detail and in a variety of conditions that the full breadth of any car's real depth of ability can begin to be scratched. As awesome as launches generally are packed with exciting things to do, beautiful drives to take and great dinners to enjoy, they aren't a genuine reflection of what the car being launched can actually do. The situations that they're put in have been cherry-picked by the manufacturer itself to highlight the best possible aspects of the product. Which just makes sense, of course.

Although they may usually take place mostly on the road, these can't be considered exhaustive investigations into the heart and soul of any new car. They're snapshots at best, provided and catered by the manufacturer with the sole objective of ensuring that only the good is put on display. Like press-pack photos. They're shots of the actual car, sure, but probably in a location and lighting that you'll just about never see your car in to ensure they evoke a positive reaction.

Having a test car at your disposal however as you go about your daily life is a different matter entirely. In this situation all the little niggles of any car will quickly become irritating barbs lodged beneath your metaphorical skin, and touches which might go unnoticed on a quick blast all become apparent. Even the basics like fuel consumption become an issue - on launches you can drive for 350kms, go have a great lunch and miraculously upon your return the fire-breathing V8 you've been using to run your tank dry is miraculously full up with Unleaded once more. That doesn't tend to happen too often in the real world.

This month we've got our hands on the smoking hot Fiesta ST, soaked up some sun in the super-chic DS3 Cabrio, and gone chasing a chink, any chink, in the Evoque's seemingly impervious armour in an SD4. We've even managed to get hold of a brand-new 328i GT, and pitted it against a cherry-picked pair of its own siblings to find out exactly what's what. We hope you enjoy these down-to-earth motoring impressions as much as we enjoy researching and writing them.

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7

ROAD TEST

Ford Fiesta 1.6 GDTi ST 3-door

STar Powe

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D R IV E MA GA ZIN E OC TOB ER 2013

T

er

here are effectively an infinite number of variables that determine how you ultimately picture a car. If you're a petrolhead like us the drive tends to matter more than most, but even within that definition there are those who prefer delicate handling, others that like a car to steamroller the tarmac before it, and others still who are utterly addicted to the rush of big, big power. There are cars for people who like pink wings, cars for accountants and teachers and lawyers and severely eccentric billionnaires. Every single person has a different view from which to perceive their experience of any car.

My dim view of the original Fiesta ST was due to one of these variables - geography. Cramming a big and revvy 2.0-litre petrol engine into a pocket rocket like the Fiesta is a brilliant idea after all. But in the power-sapping altitude of the Reef, the end product was just too compromised for the hard-working fourcylinder motor to rescue. Considering the still fairly humble performance on tap, the car was way too loud, and way too stiff and uncomfortable to boot. Okay, so these are hardly the primary concerns of the boy racer market, but there are reasonable limits to work within for the sake of broadening the target market spectrum.

Big on Atmosphere This latest version of this sometimes-unappreciated legend won't have any such troubles of course.

Thanks to the atmosphere-compressing effects of turbocharging, Ford's latest micro-weapon will deliver its full 134kW and 240Nm at whatever altitude it might find itself, just about. That makes this blown 1.6 quite a bit more powerful than the nat-asp 2.0, and loads torquier too. Fitted with a sixspeed DuraShift manual transmission, the only gearbox available, and that means 0-100kph in 6.9s. That's quicker than most fully-fledged hot hatches of just a generation ago.

However this fiery little Ford starts weaving it's spell long before you get to test out the performance claims. The semi-futuristic styling of the five-door "family-spec" Fiesta is translated into pure Cylon attack fighter with just three doors to interrupt the shape. The standard 17" wheels fill the subtly muscled arches much better than the cheaper models, and the aggressive nose complements the snouty new face to Astonesque effect. In the last couple of years, it's the car that has most been likened to a spaceship by my peers and associates, and I can see where they get that from. Definite hints of interstellar travel capabilities on looks alone.

Yet they aren't vulgar and over the top go-faster additions.

And despite the constant allusion to space ships, to my eye the funky and modern appearance of the new Fiesta isn't at all compromised - in fact in 3-door ST form it looks better than ever.

Apart perhaps from the ultra-chic DS3 range, in fact, there isn't a better-looking small hatchback on the market today.

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

9

ROAD TEST

Ford Fiesta 1.6 GDTi ST 3-door a meaty growl from the twin tailpipes at low revs, which swells to a satisfying if slightly strained howl as you chase the tacho around the dial with your right foot. Backing this purposeful soundtrack up is grunt aplenty, spread generously right across the rev range.

Better still is that despite the maximum twist officially being maintained from 1600rpm right round to 5000rpm, the power delivery has something of an old-school nature to it with excitement building in line with the revs climbing. It feels strong enough below 3000rpm, but then there's a definitive kick at this mark which feels like the turbo has just come on song, after which it fairly rips towards the red line.

Sure, like all these modern turbo motors, it does prefer being driven on the torque rather than at the rev-limit on each shift.

But nor does it discourage this kind of hooligan behaviour either, if you really want to indulge yourself and pour fuel through the six-hole injector setup in exchange for a generous helping of pure driving fun.

No Tricks The chassis and suspension are themselves relatively straightforward. There are no active dampers adding complexity and cost and confusing the feel. There's no trick diff keeping the It isn't as flamboyant as the chic Frenchie inside, but still it isn't a bad place to find yourself sitting. The Fiesta ST gets pretty much all the tech that can be crammed into the Fiesta, like the range-topping vanilla version the 1.0 EcoBoost model which we criticised for being so expensive last month. All that it's missing are the questionable advantages of that car's automatic stop-go system, and that's good because these kinds of measures never sit well in a performance car anyway.

Grunt-And-Go Besides, fire up the motor and set off and all of the cool spec becomes irrelevant. It's clear from the word go that this car is focussed on driving.

Driving hard and driving fast. The blown 1.6 not only feels impressively muscular, it even manages to generate a lovely noise - a feat which is quite hit-and-miss in these modern smallcapacity turbo motors. Some of them just sound like muted versions of otherwise humdrum four-pot powerplants, some are dominated by the whooshing and puffing of the forced induction architecture. Still others rely on software synthesis to generate a sound worth listening to.

But the Fiesta ST seems to have been blessed with the full repertoire. There's 10

D R IV E MA GA ZIN E OC TOB ER 2013

nose locked on line, even if it does have an electronic equivalent called eTVC (Enhanced Torque Vectoring Control). The rear suspension has been upgraded from the twist-beam type of the standard Fiesta to a torsion beam arrangement featuring monotube shock absorbers, and the front McPherson struts are also altered to handle the additional load placed on the architecture by power. Of course the whole platform has been dropped a bit (15mm) and stiffened up to suit the STs nature.

It is firm out on the road, but it's really nothing to complain about. Compared to the sporty versions of Renault hot hatches for instance, or even the hyper Mini Cooper S platform, the Fiesta ST still retains much of its "standard" road-car comfort.

It's nothing like as bone-jarring as its predecessor either there actually still feels like there's some manner of springing separating your rear end from the hard and bumpy tarmac! The very quick steering rack can make it seem a bit hyperactive, but once you recalibrate your inputs to suit it better it just becomes very keen to bite into the next bend.

driving too - a dual-clutcher just can not deliver the same level of absolute control over every single detail of the physics you and your car are subjecting yourselves to for the sake of sheer unadulterated fun.

The only potential downside to the smaller, torque-heavy turbo motor is at the very top end. The quoted top speed is 220km/h, but while the Fiesta hits 200 with relative ease there's quite a sharp drop off in performance beyond that point, and hitting a true 220 would need a lengthy stretch of straight road. Still, since travelling at these velocities is considered highly antisocial anywhere in the world but Germany's autobahns, it isn't really much of a concern. It is still easily quick enough to get you quite comprehensively jailed if you're caught on the public road.

“ IT'S NOTHING LIKE AS BONEJARRING AS ITS PREDECESSOR�

Drawing you In Cornering hard is a real pleasure in the Fiesta ST. It probably isn't going to win track battles against its peers for sheer lateral Gs generated, but it's a handling balance which seems more intent on entertaining the driver than never relinquishing any grip at all. There are no peculiarities waiting to bite unsuspecting drivers, but there's also a distinct sense that your own skill plays a major part in getting the most of the car beneath you. Something which many modern performance cars can lack, the ultimate ability of the machine seeming to be a little beyond your reach filtered through a variety of digital systems and massaged by electronic mechanisms with the driver just pointing it in the general direction he wants to go.

Not so the Fiesta ST. There's real involvement here, real engagement with the machine to get the most from it. And as a driver who revels in honing your driving to get the most out of your chosen machine, this level of interaction is a joy. The manual 'box helps cement this total immersion in the art of D RIV E M AG AZ I NE OC TOBE R 2 0 1 3

Priced to Sell Perhaps best, if most confusing (for us at least) of all however is the price. You're getting a huge helping of pure petrolhead fun for your R254,500, which is just R16k more than the decidedly dull 1.0 EcoBoost Titanium model. In fact unless you absolutely must have the full five doors, and get some kind of weird pleasure out of minimising your fuel spend on every trip you take, you have got to find that extra R16k and land yourself the street-cred of a full-blown ST instead.

Future classic? Most definitely - the Fiesta is one of the best-resolved products to bear those two letters hallowed in the halls of Ford fanatics. It's an ideal mix of modern and traditional, bringing the best bits of these conflicting worlds together into a single package. The fact that the package looks the business and is relatively well-priced to boot is just the icing on an already superbly well-baked cake.

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ROAD TEST

Ford Fiesta 1.6 GDTi ST 3-door

Drive Ratings:

The Data

Handling:

17/20

Drive likes:

Ride:

16/20

Gutsy performer with suitably beefy soundtrack.

Performance:

18/20

Fun Value:

19/20

Styling which blends purposeful with unmistakably modern.

Practicality:

16/20

Six-speed manual only.

Total:

85/100

Drive dislikes: Runs out of puff ever so slightly near the rev limit.

Key facts: Ford Fiesta 1.6 GDTi ST 3-door Pricing:

R254 500

Engine:

1596cc four-cylinder turbo petrol

Power:

134kW @ 5700rpm

Torque:

240Nm @ 1600 - 4000rpm

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

12

6.9s 220km/h 1163kg 6-speed manual

D R IV E MA GA ZIN E OC TOB ER 2013

ROAD TEST

14

Citroen DS3 Cabrio THP 155 Sport

D R IV E MA GA ZIN E OC TOB ER 2013

Topless Chic I

t's no secret that here at Drive we love to celebrate the quirky. Those motoring products which show flair and originality - basic indications of a manufacturer that still shares our undiminished passion for cars of all shapes and sizes. Especially the sillier ones. It's all part of our distinctly anti-establishment flavour of motoring writing.

For this reason, it's no surprise that the Citroen DS3 consistently ranks highly in our road tests and features, despite sales of this vehicle which aren't exactly going to compete with mainstream sales successes like VW Golfs or BMW 3-Series. Still, who wants to drive around in a car which every man and his dog also has at least one of? Precisely.

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ROAD TEST

Citroen DS3 Cabrio THP 155 Sport

It's largely down to perception anyway that the French cars struggle with sales these days - and often perception doesn't necessarily reflect reality. Specifically, French cars are said to be unreliable, expensive to fix when they inevitably go wrong, and in our region apparently not as well supported as the German brands.

The fact of the matter is, that of the several cars which have let go in spectacular fashion on me in the years I've been doing this job, not a single one of them was from a French manufacturer.

I'm not going into naming and shaming here, but there have been a few from the major German marques, several from the ostensibly unbreakable Japanese camp, even from the imperious British automotive industry, which these days is about as British as the little island with the big reputation's famously cosmopolitan citizenry.

Which is why when our booking for this latest version of the DS3 to hit our shores was confirmed, our first concern wasn't reliability or dodgy build quality or aftersales support. We were most concerned that the scheduled dates, right in the tail end of the Western Cape winter, wasn't going to be the most complimentary time of year to test an open-topped car. My adopted homeland wasn't named the Cape of Storms for no good reason, after all...

Phasing In But let's get on to the car itself. The new Citroen DS3 Cabrio has been drip-fed into our market like the other expansion to the DS3 range we tried recently, the little VTi 82 "budget" version.

That is, it isn't part of a model refresh or an offering overhaul, it's quite simply the next version of the funky DS3 to roll out of the Citroen design studio. When your budget doesn't quite stretch as far as an international giant like VW, we suppose these things have to be done in phases.

As such, the DS3 Cabrio features very few changes compared to the original chic-defining hatch. Apart from the ability to drop

the roof of course, which it doesn't quite do entirely either. The roof rails remain in place with just the central section, made of fabric, rolling back neatly and quite grandly like a giant sunroof more than a true pillarless open-topped design. Otherwise the 115kW 1.6-litre turbocharged petrol motor mated to six-speed manual gearbox driving the front wheels will be familiar to any existing DS3 THP 155 owner. You can also have your DS3 Cabrio with the nat-asp VTi 120 version of this same motor, or the fuel-sipping three-pot of the VTi 82. No eHDI (Diesel) model is available as yet - sorry diesel-lovers, but this car is meant for enthusiasts, which any fan of the HDI clearly are not.

The Ups and Downs The benefits of this half-mast Cabrio design are numerous.

First, you retain the styling of the original model, which in this case was in our opinion utterly beguiling. Then there's also the fact that unlike one of those complex origami-like folding roof arrangements, the DS3s top can be raised and lowered on the move. At up to 100km/h in fact. So you can switch and change the configuration at any time while driving about without any delays. Then there's also the fact that the only added weight of this arrangement are the electric motors used to drive the whole transformation. Which translates into a performance penalty which is negligible, 0-100km/h comes up in 7.4s in this THP 155 Cabrio, 7.3 for the stock tin-top.

There are foibles to the approach too. Oh yes. Fairly big ones at that.

For instance, lower the roof all the way - it's a two-stage operation with the first press of the button simply folding the "giant sunroof" all the way back to the rear hatch, and the second press then proceeding to also fold down what would be the glass in the standard hatchback as well, and rearward visibility out the centre mirror drops to zero. Not impaired, not even a letterbox style viewport, but zero. Worse than a classic supercar with a louvred engine cover shading a mammoth midships-mounted V12. Side mirrors are your only option for seeing what might be behind you.

In addition, because the glass area of the rear hatch isn't glass anymore but a plastic/fabric combo, the hatchback opens in a very unconventional way. A little bit like the loadbed of a bakkie, except that it doesn't actually fall open all the way but instead presents you with a tiny, tricky slot through which to post your goodies like groceries etc. Works fine for pizzas or even laptops, but not so great for taller objects you might want to put in the boot.

And then there's the subject of torsional rigidity. Because the roof rails themselves remain in place, you might be forgiven for assuming (as Citroen themselves clearly have) that the rigidity of the shell may be less compromised than a fullblown convertible which sacrifices even pillars to create the cleanest possible drop-top shape. Hence the lack of structural strengthening, and additional weight to lug around.

However, the DS3 Cabrio does suffer from sever scuttle shake.

On rougher tarmac the mirrors become an absolute blur, and even at regular speeds on smooth tarmac you notice a lot of vibration which wouldn't be an issue in a closed car.

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Finally, the infotainment screen displaying everything from radio/CD information to the navigation system, doesn't sport an anti-glare screen. So open the roof up on a remotely sunny day, and all of this data becomes unavailable to you. You simply can not see the display any more.

which oozes charm, predominantly thanks to those svelte and completely unique lines, the classy interior, and a delightful drive blending brisk if not tyre-shredding performance with that flowing, relaxed gait which has made French suspension tuners famous throughout the decades.

Drop-head Gorgeous!

The lack of a solid roof doesn't open your eardrums up to the delights it does in say an RS4 convertible of course. The turbocharged four-cylinder petrol motor doesn't have much of a voice, despite the very similar unit in Mini Cooper S guise sporting a fabulously tuned howl when driven in extremis.

However, despite these flaws, the DS3 Cabrio remained one of those cars which after our week behind the wheel, we just really didn't want to send back to the fleet manager. It's a car

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17

ROAD TEST

Citroen DS3 Cabrio THP 155 Sport

But even in this muted guise, the motor still manages to impress with its flexible delivery and ample power. It is also very much an old-school turbo delivery, with the waking of the turbo releasing a sudden, noticeable torrent of power into the drivetrain which then ebbs away again as the tacho approaches the red line.

It may not be a class leader, but at just under 7.5s to 100km/h, it can still run head to head with most contemporary hot hatchbacks. Throw in a tricky sequence of bends, and it'll be closer still, the loose-limbed feel of the DS3 inspiring a lot of confidence as it clearly telegraphs exactly where it's limits are long before you breach them. It doesn't skip off of crests or crash through bumps either, just absorbs them with aplomb while sticking to the chosen line. Scuttle-shake or no, the DS3 Cabrio feels solidly planted to the road, like it has an excellent relationship with the tarmac which isn't about to be compromised by anything trivial.

panache. I've sometimes heard of the DS3 referred to as a girl's car, and in a way it is. As in, this Cabrio version especially, show up at a night club in this car and every single girl in the vicinity will have noticed and be watching as you climb out.

Which, to me, makes it the ultimate guy car in fact. It's got the go to keep us power-obsessed boys happy, the looks to attract more than its fair share of ladies, and the versatility to adapt to whatever the driver may demand. Apart from a car with a useable boot and rearward visibility, of course. But who really needs that anyway?

Worth a Punt?

In a Cooper S vs DS3 Cabrio cross-country dash, the Mini would likely arrive at the destination fractionally before the Citroen, but the DS3 driver would feel less like they'd just survived several rounds with the current MMA champion, and will be rolling in to the chosen location radiating substantially more

Drive Ratings:

The Data

Handling:

17/20

Drive likes:

Ride:

17/20

Smoking hot with top gone. Still classy inside too.

Performance:

16/20

Quick, but relaxed performer.

Fun Value:

19/20

Practicality:

11/20

Obvious passion for cars still lives at this French manufacturer.

Total:

80/100

Drive dislikes: Rear visibility issue with roof down.

Extremely noisy at high speeds with roof retracted.

Very limited boot application necessitated by Cabrio format.

Key facts: Citroen DS3 Cabrio THP 155 Sport Pricing:

R296 361

Engine:

1598cc four-cylinder turbo petrol

Power:

115kW @ 6000rpm

Torque:

240Nm @ 1400rpm

0-100km/h: Top speed: Kerb weight: Transmission: 18

7.4s 210km/h 1231kg 6-speed manual D R IV E MA GA ZIN E OC TOB ER 2013

ROAD TEST

Toyota Auris XR

W

ay, way back in Ye Olden Dayes, Toyota was actually well-known for producing one of the best sports compacts in the business. The Conquest RSi 16V became, in South Africa in particular, as legendary as the Hachi Roku (AE86) did in markets it was sold into. As legendary as any Honda VTEC screamer of the time, as iconic as the benchmark Golf GTi, and just about as downright desirable as an E30 325i.

Yep, back then Toyota was also producing other vehicles which didn't fit into the cookie-cutter, consumer-motoring niche it has just about exclusively (and very successfully) serviced for the past two decades. The company built everything from top-end sportscars (Supra), to mid-engined exotics (MR2 Mk 2), right down to the commerce-focussed one-tonners and bargainbasement econoboxes which became its bread and butter.

Then, sadly, Toyota lost its soul, and only made a bewildering array of variants of the cars which it sold in the largest numbers.

Very sad really.

10

Po

Awakening?

Fortunately, there are signs of a spiritual pulse reawakening within the sleeping Dragon once more. It began with the devilmay-care styling of the FJ Cruiser, and then spread into the affordable sports coupe space in the excellent GT 86. At last the company was pulling out of its self-created quagmire of boring, awful practicality and venturing into the realms it had previously dabbled in and eventually withdrawn from. Good times, surely, lay ahead for the motoring enthusiast.

Since the 86 hit the local market though, this sound initial momentum has cooled somewhat. The new RAV4 is a far more mature and grown-up approach, and the refreshed FJ still looks cool but can hardly be called progressive any more. So was this revival merely a temporary blip on what is destined to continue to be a flatline on the heart-rate monitor of Toyota and its customers?

Fortunately again, it appears not. It's taken an experience with what should have been one of the most uninspiring commutermobiles in the extensive Toyota range, the Auris. But if it's the range-topping Auris XR, the predictable snoozing just never quite materialises.

"WAS THIS REVIVAL MERELY A TEMPORARY BLIP ON WHAT IS DESTINED TO CONTINUE TO BE A FLATLINE ON THE HEART-RATE MONITOR OF TOYOTA AND ITS CUSTOMERS?" No, they haven't dropped a high-revving race-related petrol motor under the hood. It's a 1.6-litre four cylinder producing decent enough figures - 97kW and 160Nm. Not terrible in the modern age of 1.0-litre three-pots making 60kW at most, but certainly nothing much to write home about.

Revs like it means it.

Surprisingly, this humble power plant doesn't do too badly at all in propelling the Auris XR. It's a willing motor, eager to rev hard and even producing a comparatively aggro little growl while doing so. Of course the Auris XR is no hot hatch, but it 20

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oints For Trying

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ROAD TEST

Toyota Auris XR

also never feels as though a little spirited driving might be the last thing in the world it was made to do. That's surprising, straight away.

As the range-topping model, the XR boasts comprehensive specs. Notably, over lesser (and cheaper) models in the current Auris lineup, Toyota has added automatic dual-zone climate control, an uprated infotainment environment with Bluetooth connectivity, and part-leather upholstery for the five seats. The result is that it feels decidedly upmarket in this Auris. Which you probably should expect, given the fairly steep price you pay. This is a R257,000 car. That's the same price as the Fiesta ST tested a few pages back.

Something....

When you walk away or you're heading towards the XR, there's something about the pose which strikes you. It's just that, for a mid-sized Toyota hatchback, the new car is trying to inject something back. Some form of dynamism, of fizz. Of halo product. You can also see that quite a lot of it has rubbed off from the 86 project with similar surfacing all around - now if only the sensible pricing strategy of the 86 had also filtered down...

The handling won't thrill nor really disappoint, the entire driving experience might actually be quite typically humdrum.

But just the fact that the XR shows some effort on the part of the Japanese giant has got to be something to appreciate. With any luck, it could be signs of a slightly more interesting future for the powerful brand.

It isn't really a "Wow" car then. Apart from the new look and surprisingly energetic engine it does stick to the tried and trusted Toyota recipe - that is, it's tried and trusted. But it's also trying to be fresh and new and interesting as well. It might not really be pulling much off in the process, but it is trying.

There's no doubt the Auris XR represents a solid and reliable choice if you're in the market for a R250k midsized hatch though, although at this price many of them are even better kitted.

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Drive Ratings: Handling:

14/20

Ride:

15/20

Performance:

13/20

Fun Value:

15/20

Practicality:

17/20

Total:

76/100

The Data Drive likes: Definite hints of a sporty old soul re-emerging...

Great styling.

Definitely a more upmarket feel inside.

Drive dislikes: It is expensive. It really is.

Motor sounds like it's trying, but delivers just enough.

Key facts: Toyota Auris XR Manual Pricing:

R257 000

Engine:

1598cc four-cylinder petrol

Power:

97kW @ 6400rpm

Torque:

160Nm @ 4400rpm

0-100km/h:

10s

Top speed:

N/A

Kerb weight: Transmission: D RIV E M AG AZ I NE OC TOBE R 2 0 1 3

1267kg 6-speed manual 23

ROAD TEST

Hyundai Santa Fe 2.2 Elite

Sound, Not Superb

H

yundai is one of very few automotive manufacturers I can think of, that I just can't seem to help but appreciate despite the fact that thrill-a-minute performance machines and the bent-H logo aren't exactly commonly seen in the same place.

They tried briefly in the beginning. There was the explosive (and not in a good way) S-Coupe Turbo, and then a series of successively fatter and slower Tiburons, which looked the tits but went like, well, something rhyming with that word. And that was literally about that. Every other model the company has ever sold has largely followed the form set by Toyota. Not too overstyled, keeping from offending any potential customer as far as possible without slipping into downright staid, and focussed on delivering that elusive blend of cost-effectiveness with surprising levels of luxury and a solid mechanical rep.

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Committing to the Ordinary This unswerving commitment to delivering ordinary cars, but doing it rather well, has stood the brand in good stead in our market. From being a somewhat sneaky interloper exploiting loopholes in local versus international manufacturing regulations to deliver a groundbreakingly affordable list price, the company quickly evolved to becoming one of the most widely loved, recognised, and driven brands on our roads. From ungainly, crawling chrysanthemum to soaring butterfly, the transformation took place quite suddenly and without much notice being paid. But the buying public was paying attention, that's for sure.

The latest raft of Hyundai saloons all confirm to a styling strategy dubbed Fluidic Sculpture - it's the meme behind the uniquely D R IV E MA GA ZIN E OC TOB ER 2013

recognisable forms of the latest-gen Sonatas, Elantras and Accents which you see plenty of on SA roads today. Considering the success of this look, which also helped make the iX35 one of the most noticed compact SUVs in this growing niche when it first launched, it seems a bold decision for Hyundai to step away from this comfort zone and try something fresh in the all-new Santa Fe.

A Storm A-Comin' This time, they've named the motif Storm Edge, which certainly sounds pretty promising. In the metal though, it's less dramatic than it sounds. No doubt this Santa Fe is sporting the sharpest suit of any Hyundai SUV ever, but it's also a look we've definitely seen before from several other manufacturers. Handsome, but not easily distinguishable from its peers at a distance.

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Still, it's definitely more modern than its predecessor, which was a continuous sales success here since it was first introduced despite the boxy looks. Because of those other core Hyundai values - excellent reliability and an aggressive pricing strategy.

Consumers love to feel they're getting more than the value of the money being handed over in return, and Hyundai are expert at creating that impression by coupling very competitive list prices with generous spec levels.

However, with the new Santa Fe, they've even gone in a new direction on these fronts. This SUV is now presented to the market as a premium, luxury vehicle, and priced to match this perception. The entry-level Santa Fe will come to R444 900 without options, while the most expensive clocks in at a heftysounding R519 900. That's a fair deal of cash, even if it is for a seven-seat SUV. 25

ROAD TEST

Hyundai Santa Fe 2.2 Elite All models share an identical mechanical platform. That means a new, 2.2-litre four-cylinder turbo diesel in the nose, full-time Active AWD with an electronically-lockable diff, and a six-speed automatic transmission as the go-between.

Good On Paper, Not So Great On The Road That compact diesel produces some agreeable stats. How does 145kW and 436Nm grab you? Not supercar competition of course, but easily comparable to the latest-gen diesel motors available from the premium German marques right now.

However, don't be fooled into thinking that makes the Santa Fe even zippy. It isn't. In fact it's quite lazy in the way it goes about its business - like 10 whole seconds for the 0-100kph sprint kind of lazy. Of course the Santa Fe is a big, heavy car at 1822kg at the kerb, but Merc's M 250 CDI for instance is a similar capacity with similar outputs and a similar weight to lug, and it at least covers the same speed increment in 9s flat.

It's not a motor which ever engages you in any way. It's smooth and quiet most of the time, but becomes harshly, mechanically noisy when driven with gusto. Fortunately the cabin lives up nicely to the "luxury" image being portrayed, and this includes being impressively damped against intrusive noise, so you only tend to hear the racket when there's a window down.

Our range-topping Elite version includes a long, long list of standard equipment. There are electrically-adjustable front seats complete with 3-step heating functions, dual-zone climate control complete with rear air vents for the comfort of third-row passengers, keyless entry and go, automatic windscreen wipers, and a halfway decent six-speaker audio arrangement. Then there's the rear park assist with camera, and big panoramic glass sunroof, which are two of the features which mark this out as the most expensive new Santa Fe available.

It just, to be honest, doesn't feel like quite enough. Not to justify a price tag north of half-a-million Rand. For that kind of money, something which is in every way relatively generic just doesn't quite cut it. You want some parts of the package to really stand out, to be proud of.

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On the new Santa Fe, there really isn't any such standout feature. By all reports it's actually surprisingly capable offroad, but that really isn't where most of these vehicles are going to spend most of their time. And on the road, the driving experience is similarly unremarkable. That diesel motor has enough muscle to move the large and ponderous shell, but not quickly, and never with any real enthusiasm for the job, while the six-speed auto shifts gears smoothly enough as to go entirely unnoticed.

I did enjoy the cabin architecture at least, but not enough to justify that acquisition cost. It's as if, for this model, Hyundai decided to do just enough to create the impression of a luxury car, and no more than that. Like it's forgetting those core principles which have stood it in such good stead on this particular market offering.

Not Horrible There's nothing particularly horrible or annoying about the new Santa Fe - not at all. It's a capable SUV with a commendably fuel-efficient motor in the nose - our worst average fuel consumption in the week we spent with it was still under 9l/100km, not bad going considering the permanent (albeit on-demand) AWD, automatic transmission and ample weight to haul. But that is about it.

Is it enough? Possibly, but without a doubt one of the reasons why the Santa Fe is so popular on SA roads is because it used to D RIV E M AG AZ I NE OC TOBE R 2 0 1 3

offer pseudo-luxury motoring at a more reasonable price than the big-name competitors. With the latest generation, there's more luxury in the offing but it comes at a steeper price - quite a gamble for the brand to have taken considering the sales volumes of the previous model.

It does make your decision to purchase one trickier than ever however, as there is no shortage of competitors in this space today offering every combination from cheap and cheerful up to expensively technology overladen. And the new Santa Fe is now just another number in that crowd, without necessarily being an outright leader in any one of the criteria by which we judge these things.

The Pricing Game So if you want the reliability of the impeccably-engineered Germans, but at a price point more competitive with the Chinese entrants to our market well, you'll have to take your chances with the Chinese brand. The Santa Fe is sure to still be impressively reliable, but ups the luxury stakes while closing the price gap between itself and the costlier options. Which is OK, it's just not Wow! The entry-level, R444k "Premium" model offers the most for your moolah, lacking only fripperies like the powered and heated seats, panoramic sunroof, and the third row of seats. Still, that's likely the one to go for to avoid even mild disappointment in the overall value proposition.

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ROAD TEST

Hyundai Santa Fe 2.2 Elite Drive Ratings: Handling:

15/20

Ride:

17/20

Performance:

12/20

Fun Value:

10/20

Practicality:

17/20

Total:

71/100

The Data Drive likes: Healthy highway cruising range.

Interior architecture.

Drive dislikes: Seems a bit less impressive on the value scale than you expect of the brand.

Sluggish, underpowered motor struggles to shift nearly 2 tons of weight.

Key facts: Hyundai Santa Fe 2.2 Elite Automatic Pricing:

R519 900

Engine:

2199cc four-cylinder turbo diesel

Power:

145kW @ 3800rpm

Torque:

436Nm @ 1800 - 2500rpm

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

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10s 190km/h 1880kg 6-speed Auto

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pirelli.co.za

ENGINEERED TO EXCITE

The one piece of technology they all agree on.

ROAD TEST Range Rover Evoque SD4

Devil is in the Diesel

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E

veryone adores the Range Rover Evoque. At least that's my view. My wife doesn't agree. She doesn't adore it for instance, and claims to know several others who share her dubious views. I stick with my assertion though, as somewhere deep down I'm pretty sure the only reason she dislikes it so much is her inherent desire to argue with people - especially me.

Even so, I was at first slightly worried about booking the Evoque SD4 in for testing, because before this car arrived my only experience of the car was with the awesome Si4 which is just about the perfect all-round package, if you can afford the list price.

It's got the looks, the charm, the performance, even a tasty soundtrack to boot! A real dream car.

All show, no Go? This SD4 has most of these desirable qualities, but substituting the turbocharged petrol motor for this blown 2.2-litre diesel brings up serious concerns over its dynamic capability. The price difference between the two is negligible, less than R10k in the case of this Coupe Prestige model which comes in at R651 900 in SD4 guise. So the diesel is really only for those keen to save

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

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ROAD TEST Range Rover Evoque SD4 some of their monthly fuel budget for more important things.

Like hats. Or shoes.

This the SD4 does manage quite admirably. The quoted combined-cycle indices are 6.5l/100km for the diesel compared to 8.7 for the petrol, and on the road these results feel quite accurate. You definitely get at least an extra 100km of range on each full tank in the SD4, which represents some real savings if totted up annually.

What you sacrifice for this benefit though is performance. The Si4 Evoque can hustle from 0-100km/h in just 7.6s, the SD4 is almost a full second slower on 8.5. And yet from behind the wheel the SD doesn't actually feel pig-slow. Sure it doesn't step off the line with quite the alacrity of the Si, but for a vehicle of this size and shape it's still smart enough. And once you're rolling the diesel mill never feels in any way overwhelmed or overstressed.

Astonishingly it even manages to make a decent noise. At idle there's a definite hint of the infamous diesel clatter, but under load the motor growls playfully and in general seems more than content to play whatever role it can in boosting your feelgood quotient.

High on Life Which is, to be honest, already sky-high simply because of the fact that you're driving an Evoque. It's one of those shapes that isn't merely beautiful to behold, for me it's literally knee-

32

weakeningly hot. The appeal hasn't dimmed with time either - the Evoque has been around the block a few times now but still immediately captures my gaze whenever one flashes by.

This particular model is even more magnetic to the iris. It doesn't sound all that much like it would, considering the metallic lime-green of the paint job (which I couldn't find on the list of available colours afterwards) underscored by the mammoth 20" "Sparkle silver" alloy wheels which glint so magnificently in the sunlight it looks like they've been lovingly chromed. And yet this distinctive two-door actually pulls the combo off, and still looks great as well as maintaining all of the cool class, that embodies the Range Rover brand.

Inside it's similarly desirable. The Evoque lives up to the Range Rover heritage in every way, even if this one is decidedly more modern both in form and materials used than any of its big brothers. At the price you expect a full complement of kit, and you won't be disappointed, but the more esoteric considerations actually lift the ambience beyond the constraints of the price tag. It feels truly special, and it all somehow rubs off directly onto you as the driver.

Where torque does beat power Worried about destroying those glitzy 20" alloys, we didn't do the sternest of off-road tests in the SD4. But we did take it to a couple of spots that the Si4 had struggled in, primarily due to

D R IV E MA GA ZIN E OC TOB ER 2013

the peakier nature of the turbocharged petrol motor. And the SD4 handled these inclines of soft beach sand with much more aplomb, the diesel motor just putting its shoulder behind the weight of the vehicle and persisting in shoving it manfully up the slope regardless of the treacherous conditions being faced by the tyres. It may be "just a Freelander" underneath, but I guarantee you the Evoque will not disappoint even experienced off-road drivers.

So there you have it. Despite my misgivings, it turns out the Evoque SD4 is literally just as desirable a buy as the sportier Si4. The two cars simply serve different markets. The Si is for the bloke who likes to have the most power at his command, does most of their driving on-road, and has a penchant for the finer things in life. The SD is very nearly as good on-road, and possibly slightly better off it, while also saving a healthy amount on the fuel bill without completely desecrating the dynamic potential. What a sterling job.

Drive Ratings:

The Data Drive likes: Gutsy performer with suitably beefy soundtrack.

Styling which blends purposeful with unmistakably modern.

Drive dislikes: Runs out of puff ever so slightly near the rev limit.

Key facts: Range Rover Evoque Coupe Prestige SD4 Pricing:

R651 900

Engine:

2.2-litre four-cylinder turbo diesel

Power:

140kW @ 3500rpm

Torque:

420Nm @ 1750rpm

Handling:

17/20

0-100km/h:

Ride:

16/20

Top speed:

Performance:

18/20

Kerb weight:

Fun Value:

19/20

Transmission:

Practicality:

16/20

Total:

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8.5s 195km/h 1670kg 6-speed auto

85/100

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ROAD TEST

Kia Optima GDi

WORTH NOTICING?

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P

urveyors of hot cars like us often fail to notice those products that fall outside of our particular focus - power!

However, sometimes, and often inexplicably, some of them just won't permit being ignored.

For me, since it was launched here, the Kia Optima has been one of those cars that can throw me off my guard. As I drove along eyes hopping from interesting car to interesting car and skipping all the bland stuff in-between, head full of romantic memories of fiendish power and... "What's that? Why's it look so... lovely? Wonder how it drives? And most importantly, why am I now ogling a mid-range executive saloon from Korea?"

I know. It's weird. But then again, even you have to admit, the Optima certainly has got a look to it.

Not thrilling There's nothing particularly thrilling about the specs. In fact it's a fairly standard Eastern interpretation of a 3-Series challenger.

Which means it has a 2.4-litre four-cylinder naturally-aspirated petrol engine under the hood, it's FWD, and it's an automatic.

It also has every accronym and peculiarly-named tech (like the Super Vision Cluster) all fitted as standard. That means Xenon headlights, dual-zone climate control, cruise control, rear-view camera, PDC, auto headlights and wipers, electrically-operated seats which can also be heated and cooled. It even has the ubiquitous Eco button.

But still, every time I spot one I hanker to get in and drive it.

So when our Optima GDI demo finally did arrive, I was ready. I expected effectively a Honda Accord clone, based on specs and price. The Kia GDI engine isn't likely to be quite as refined as a Honda VTec of course, but that's likely because the Optima is R350K and includes far more standard kit.

Even given the time and space to pore over the lines of the Optima in fine detail, that front end especially continues to grab a hold of my attention and not let go. It's a good thing you can't see the face while driving, or I'd likely crash it out of shape pretty quickly so strong is the pull.

However, perhaps I'd built the driving experience up a bit much in my mind. But in the end, it was actually a little disappointing.

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ROAD TEST

Kia Optima GDi safety acronyms the latest iteration of this Honda mainstay sports. It's also a lot cheaper than that car now, so these sort of tech differences are at least reflected in the list price.

What it isn't though is anywhere near as nice as the Accord to drive. The laggardly motor is the main culprit here particularly if you're interested in driving with verve, but even if just cruising the helm of the Optima isn't anywhere near as direct nor pure feeling. The chassis and suspension aren't terrible, more comfort-oriented than performance of course, but do nothing at all to set this car apart.

Still, a similar argument could be levelled against the Sportage, yet I and just about everyone I know absolutely love that car, a feeling reflected in the number of them you see on our roads every day. Kia clearly know that customers are willing to pay a reasonable but not exorbitant amount for a car which plays mostly on very eye-catching looks, even if the rest of the experience is a little bit bland and not quite up to the level of pricier rivals in the class.

That's exactly what the Optima GDI is here to leverage then.

It's styled so distinctively that it really does attract a lot of admiring gazes, while being plush enough inside that the feelgood factor kicked off by those great looks never really fade. It isn't the last word in driving purity, and it's actually quite the disappointing performer if that's your thing, but it's priced well for all the tech it does pack.

"Admiration comes as standard," gloats the advertising campaign, and they're right, it does. Unless the onlooker has actually driven one themselves.

With 148kW and 250Nm on tap from the engine compartment, you don't expect Elise-like fireworks in a saloon car, but you should rightfully expect a reasonable turn of pace. Zero to a hundred should these days be around the 7.5s mark - again not quick but not embarassing. Thanks to the combination of a tardy, low-tech automatic gearbox and an engine which is both light on torque and isn't exactly keen on revving the Optima can only manage 9.5s for the sprint. That's getting pretty dismal.

It feels it too from the drivers' seat. Even if you're aggressive on the throttle, the Optima never seems particularly keen to get a hurry on. The motor heaves and strains and the gearbox shifts smoothly but isn't quick and feels like it's sapping the energy being produced by the motor.

That said, it is quite nice inside. Everything looks and feels more upmarket than you might expect of the Kia brand, and nice touches like those heated and cooled front seats are much appreciated when needed. There's very little missing from the standard spec that you might want, except perhaps for integrated navigation systems. In fact, it's very much like sitting in an Accord even if it is without some of the largely useless 36

D R IV E MA GA ZIN E OC TOB ER 2013

Drive Ratings:

The Data

Handling:

14/20

Drive likes:

Ride:

16/20

Kia stylists have upped their game yet again.

Performance:

11/20

Fun Value:

12/20

Front seats heated for when it's cold, cooled for when it's not.

Practicality:

16/20

Total:

69/100

Drive dislikes: Engine/transmission combo gutless.

Dynamically dead.

Key facts: Kia Optima GDi Pricing:

R349 995

Engine:

2359cc four-cylinder petrol

Power:

148kW @ 6300rpm

Torque:

250Nm @ 4250rpm

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

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9.5s 210km/h 1542kg 6-speed auto

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Testing Trio

Introducing an icon Mercedes-Benz had a bit of a problem on its hands last month.

But then you expect these trials when you're not only venturing into a whole new niche for the company, as well as attempting to birth a new automotive icon to establish yourself as a leader in this new field right from the off.

The new A-Class was already quite an achievement for the brand. Although they've claimed to produce models which weren't specifically targeted at the resolutely aged before, this is the first time there's actually been delivery on that promise.

An attractive, compact hatchback body rolling on a FWD platform, the new A-Class represents a radical departure from core Merc values.

However for enthusiasts, the A45 AMG would be the clincher.

This model is as utterly unlike what you thought the AMG brand stood for as the base A-Class is. AMGs have until this point been based entirely upon loud, brash, overpowered big-cube motors effortlessly greasing the rear tyres into the tarmac at every opportunity. The A45 on the other hand, is a turbocharged 2-litre four-cylinder engine driving all four wheels. So no thunderous soundtrack and no generous sliding action. Can it still pull off the prestige associated with the AMG nameplate, given all of this?

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Tweaking the Tonka Toy Toyota faced a similar problem updating the quirky FJ as well as the iconic Land Cruiser. The FJ Cruiser might not exactly be a recognised icon, but it is the first Toyota model which hinted that the company was returning to having a little fun now and then. However, it was more than merely a styling exercise - the FJ also worked a treat off the beaten track, cementing it's obvious appeal.

For this update Toyota has taken it one step further still, making certain that the FJ is more than a competitor for off-road honours in its class. We join this salesleading company for the exciting launch activities designed to prove that it has succeeded in this goal.

New car, same Marmite challenges Finally, BMW has applied the love-it-or-hate-it GranTurismo styling language to the 3-Series. The resultant 3 GT is as challenging to like as the X6 and 5 GT forebears, and even more confused in messaging. Should you be craving this vehicle now, if you're in the market for an instantly recognisable executive chariot with a little bit more space than usual? We're not entirely convinced ourselves...

Updates! Updates! Get your updates here!

Rounding our features section off is our new "Update Watch".

Often cars can be a bit lukewarm and possibly even imperfect at launch, but are metamorphosed into an absolute blinder during their life cycles through a series of tweaks, refreshes and subtle package updates. This section intends to identify these vehicles as they evolve and highlight the improvements being done, although this month sees a trio of almost entirely cosmetic upgrades under the spotlight.

Hopefully these features are as informative as they are entertaining to read. They may not be as conclusive an opinion as what we can form in a road test, but a launch impression is still one of the earliest takes on any new car we or any motoring publication can present.

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It's JIMS time again

Africa's own star-studded international motor show set to impress!

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O

nce every two years, Johannesburg plays host to Africa's crown jewel in the glitterati of international automotive spectaculars, as the city welcomes industry giants from every corner of the globe to come blow away our punters with their latest reveals.

While the Jo'burg show may not necessarily have the prestige just yet to steal key product debuts from the Geneva or Tokyo shows, it nevertheless gets a rich selection of the very latest motoring goodness flying around the world for show stands all over. Don't think the manufacturers take this African leg of the all-year tour lightly either - just take a look at the elaborate (and extremely costly) stands built up to highlight their latest models just so and it's clear that this is no watered-down affair.

As for sheer scale, it's true the Geneva show may be quite a lot larger, but this multi-halled sprawl does have the effect of taking some of the personality out of it all. There's just so much there that it can become quite a lot like work, hurtling around from stand to stand trying to take in as much as limited time and/or energy might allow.

As might be expected, a world-class African motor show has its own characteristics entirely. Especially with the incorporation of the Truck and Bus Show, the NASREC show grounds are effectively packed to capacity and that's before the crowds even arrive. It's wall-to-wall as neighbours jostle furiously for the show-goers strained attention through the brightest, flashiest, glitziest and most downright appealing eye candy.

Make no mistake, it gets downright frenetic.

But still, there's always a gap for a quiet moment, when you can slip away into the inner courtyard for 15 minutes and quick

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

bite. And some respite from the bright lighting which turn the halls into star-studded automotive theatre.

In 2011, the show was headlined by a number of star acts which have now become showstopping reality. It was the first showing of the new Ford Ranger which sells strongly in our market, was our first taste of the sexy Toyota 86 in the flesh, and hosted the SA debut of the Range Rover Evoque which would go on sale later that same year. And on to generate some of the most impressive sales volumes this originally British brand has ever seen.

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Similarly, the Nissan Juke divided opinion amongst journalists and punters alike. But again, the proof has been in the sales volumes - our market seems to adore this offbeat crossover enough to keep the numbers ticking over nicely indeed for the brand. BMW was showcasing the 1-Series M Coupe, and Audi had the eTron wowing visitors with its spot-on blend of sex appeal and political correctness.

There are often a few quirks to the show too. Lexus mistakenly showed the as-yet unrevealed LS "F-Sport", but quickly yanked

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" LIKE WITH ALL THE BEST MOTOR SALONS, IT'S AN EVENT WHICH MIXES THE NEAR PRODUCTION-READY WITH THE SUBLIMELY RIDICULOUS."

D R IV E MA GA ZIN E OC TOB ER 2013

it off the floor in the morning of the first press day. While McLaren deemed South Africa, creator Gordon Murray's home country, as an important enough market to have their own stand showcasing the low-volume MP4-12C "mid-range" super sports car.

Like with all the best motor salons, it's an event which mixes the near production-ready like (in 2011), the new Mercedes-Benz A-Class launched here just a few months ago, with the sublimely ridiculous like the sultry all-electric Chevrolet Mi-Ray concept which isn't likely to ever hit a floor anywhere.

This year will be no different. From the 16th to the 27th of October, expect similarly great things to go down in the NASREC showgrounds. You'll be able to get face to face with everything from McLaren's pinnacle supercar, the P1, to future-thinking electric models like BMWs i3 and currently-available EVs like the Nissan LEAF.

Whether destined for production or not, this show is the best opportunity for the major brands to impress their SA customers with in-the-metal product. For that reason they go big every time, ensuring that the latest prototypes and new production models gracing the global stage make the trip all the way down to our market and are presented with all the fanfare and spectacle they deserve while here. I recall being deeply impressed by the huge variety of Evoques covering each inch of the Range Rover stand for instance - no half-measures or low-budget efforts here just because the sales volumes might not match up to the numbers of developed nations.

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As well as the full complement of RS models and the eagerly-anticipated new S3 Sportback, Audi will also have the more hardcore R8 V10 Plus in Johannesburg, while Kia introduces the new Cerato Koup with 152kW 1.6-litre GDI turbo motor to bring some much needed spice to their strong lineup. While Mercedes try to blow the roof off with its latest SLS AMG "Black Series", Ford continues to sing the EcoBoost tune in the form of the sleek Evos concept, which has been around the show circuit for some laps already.

And this is without even tapping into the surprise unveilings of the event - of which there are always plenty. Whichever way you look at it, if you're any kind of petrol head whatsoever you just have to make a plan and get to NASREC at some point during the 11 days during which the show runs. It'll be a day full of high-performance and high-tech which will leave you marvelling at just how far our obsession with propelling ourselves on wheels utilising a combustion engine for propulsion has really come.

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LAUNCH DRIVE Mercedes-Benz A 45 AMG

A4 .5 Calibre Punch

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BRUCE BENNETT

M

ercedes-Benz has launched its uber-hot-hatch, the A 45 AMG, in South Africa, surely signalling the start of a new era and undoubtedly heralding the birth of a whole new legend.

It costs just under R600 000. Quite a lot for a compact hatchback, yes, but then what’s beneath the hood is not run-of-the-mill lightly turbocharged efficiency-focussed “family” motor.

First AMG compact!

This is the first compact car to come out of AMG, Merc’s power and tuning division, and does have “only” a four-cylinder, two-litre turbo.

We’ve seen road-going cars in this engine class go from producing power of around 150kW, growing to the high 100s and even creeping over the 200kW mark. In some front-wheel-drive machines this has created crazy amounts of torque steer.

But the A 45 AMG transmits its astonishing 265kW and 450Nm of power to the road in a fiercely controlled, almost civilised manner.

The technological achievement is amazing. Already Mercedes is hinting at more all-wheel-drive vehicles from AMG.

Harnessing an explosion Let me say that the all-wheel-drive system is so clever it reins in what might otherwise be hooligan amounts of power in any vehicle driven through only the front or back wheels. So, yes, one might shed a tear for a slight loss of “driver involvement” at that level, but at the same time admire the genius that makes all that power useable. And yell with delight at the fun it provides.

The A 45, unlike some other high-performance cars, is easy to drive along suburban roads and in traffic. It’s even fairly quiet and docile.

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LAUNCH DRIVE Mercedes-Benz A 45 AMG

But its true nature comes out under acceleration. The people at AMG have had some fun and produced an absolutely explosive exhaust note. The car does not blip through the gears, it roars and barks. Most enjoyable.

The seven-speed dual-clutch auto gearbox is a big part of the successful recipe, along with the super-responsive all-wheeldrive system and the superb motor, confidently claimed

by Mercedes to be the most powerful and efficient massproduced, four-cylinder, two-litre in the world.

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Happy 50th! Soonish‌ AMG is coming up to its 50th birthday in 2017 and there is a big push to expand the number of models from this division, from the present 22 to 30. The plan is to increase sales by 50% by then, said Dr Martin Zimmerman, president and CEO of Mercedes-Benz SA. But he made the assurance that the humble origins of AMG, which was started by former Mercedes engineers Hans Werner

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LAUNCH DRIVE Mercedes-Benz A 45 AMG

Aufrecht and Erhard Melcher, would be honoured. Until now the AMG name has been associated with a succession of awesome six, eight and even 12-cylinder motors.

In appearance, the standard A 45 AMG is fairly modest, considering the muscle beneath the bonnet. In spite of the AMG and turbo badges sprinkled discreetly around and the big three-pointed star on the double-barred AMG grill, the car can blend into traffic when driven quietly.

On the N14 highway and the rural roads leading to the Magaliesberg and Hartbeespoort Dam the A 45 AMG was an absolute pleasure. It handled the twisty bits through Skeerpoort with ease, overtook slower vehicles in a flash and trundled quietly back to Kyalami through the commuter traffic.

During “drag races” at the track it displayed the tiniest tendency to bog down from pulloff, a typical combination of all-wheeldrive and turbocharging. Then the storm of power and torque kick in and Mercedes claim a 0-100km time of 4.6 seconds.

TO SEE A LIMITED Top speed is limited to 250km/h.

For stand-out looks you would have had to buy one “IT MIGHT BE NICE of the limited-run Edition 1 models sent to South Africa, EDITION OF THIS CAR, PERHAPS WITH Mercedes say the car will do but all 45 of these have all 6.9litres/100km and while REAR-WHEEL-DRIVE AND FEWER been spoken for. You will we are always sceptical of ELECTRONIC CONTROLS.” have to go to the long options manufacturers’ claims I did note list if you want to buy extrathat, cruising at 120km/h, the rev cost items to make the A 45 counter was on a mere 2 000rpm.

AMG look more like the high-performance car that it is. These Trouble is, it revs so easily and sweetly that the temptation is could include a wing mounted above the hatchback door and a to press the right-hand pedal, enjoy the acceleration and revel sprinkling of red items, including red brake calipers. in the sound of the motor working swiftly and loudly through the gears.

Pure petrolhead fun

Zimmerman told the motoring journalists assembled at Kyalami for the launch that if their employers learnt how much fun they were going to have, they would have to apply for leave as driving the A 45 AMG could not be regarded as work. Apart from a couple of laps on the circuit itself, the cars – and the drivers – were put through a makeshift rally-cross challenge course that involved sections of the circuit mixed with off-track excursions onto grass, a skidpan, and through narrow gates and alleyways.

It was a tribute to the car’s super stability that no-one whacked an obstacle in their bid to set the fastest time. The challenge set the adrenaline pumping in a most delightful way.

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Mercedes says the gearbox is as quick as those in biggerengined AMGs and adds that the all-wheel-drive system can, almost instantaneously, switch power from front to back wheels (and back again) when needed.

Hand-build beast All AMG engines are individually hand-built and carry a plate with the signature of the employee who put them together.

One of the results of this is that the factory finds it hard to keep up with demand so there is likely to be a waiting list.

The A 45 AMG also comes with clever electronic programmes including Attention Assist and Pre-Safe, which help you to stay focused, “see” road hazards and help you enjoy them. You also D R IV E MA GA ZIN E OC TOB ER 2013

The Data Mercedes-Benz A 45 AMG Engine:

1 991cc four-cylinder twin-scroll turbo

Power:

265kW at 6 000rpm

Torque:

450Nm from 2 250-5 000rpm

0-100km/h: Top speed:

4.6 seconds (claimed) 250km/h, electronically limited (claimed)

Fuel consumption: CO2: Pricing:

6.9l/100km (claimed) 165g/km (claimed) R599 500 (excluding emissions tax)

get red seat belts that grip you firmly, then ease off for a comfy and unobstructed drive safe in the knowledge that should the worst happen the restraint will react instantly to protect you in so far as it possibly can.

Stuff safety?

But here’s an idea for the AMG boffins. We know the drive is towards safety. But it might be nice to see a limited edition of this car, perhaps with rear-wheel-drive and fewer electronic controls, for a smidgeon more driver involvement. Let’s call it oh I don’t know, the A 45 Black…

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LAUNCH DRIVE Toyota FJ Cruiser

BIG, BAD,

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BRUCE BENNETT

, FJ

A

s driving enthusiasts we get worked up about the power and roadholding and sound of vehicles. But the way they look is also important. It’s no accident that so many desirable cars are visual works of arts.

This brings us to the Toyota FJ Cruiser which, to continue the art analogy, may be more of a cartoon character or a Picasso than a Da Vinci. But it’s undeniably eye-catching. And it has the added characteristic of making you want to laugh, or at least smile.

Bad to the Bone The FJ filled the slot left by the Hummer in looking bad and big and somewhat military-like (with much more flair and individualism than most generals would like). It’s easy to pick out in a car park. Toyota reports sales of around 70 a month which doubtless reflects the number of otherwise-thinking people out there.

But at the recent launch of a refreshed FJ Cruiser it was pointed out that this is much more than a vehicle for posers. It has excellent offroad ability too, which was demonstrated on a serious 4x4 course in the bushveld north of Pretoria.

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LAUNCH DRIVE Toyota FJ Cruiser Tackling the obstacles alongside its legendary big brother, the Land Cruiser 70 (now equipped with a monstrous 4.8-litre diesel engine), the FJ passed all tests with ease. It had a new trick up its sleeve – something called Crawl Control, which the real tough offroad “manne” may think of as cheating.

You can even choose a higher speed midway through an obstacle if you want to.

Learning to Crawl

Sounds like the kind of thing the dishonest among us could use to impress wives, girlfriends and pals with our excellent offroad driving skills.

All the driver has to do is put the FJ into 4x4 low range, then dial in a required speed on the Crawl Control – and let the vehicle do the rest. It tackles steep and slippery slopes and dodgy downhills with aplomb, changing power to different wheels when necessary, slowing down when required and adding power when it detects a need to do so.

It works so well that my co-driver asked a couple of times if I really had my foot off the accelerator and brake …

Just remember to switch the control off pretty smartly once you are through the obstacle. Otherwise it just keeps going, a bit like a cruise control encountering slower traffic.

Range for Africa The FJ has great ground clearance (245mm), an electrically activated rear diff lock and a five-speed automatic gearbox.

Besides the Crawl Control, another addition to the FJ Cruiser is a second tank, which can hold 87 litres. Added to the original

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72-litre tank this should, says Toyota, improve its range to over 1 000km.

(A quick bit of mental arithmetic shows that this means the company calculates fuel consumption at around 16 litres per 100km …)

There are two versions of the FJ Cruiser, one standard and the other labelled a Sports Cruiser. Both have the same 4-litre motor, automatic transmission and four-wheel-drive. The Sports version seems to be distinguished mainly by more bling in the form of lots of extra chrome, a different paint scheme, some Sports badges and a cover for the spare wheel. At R485 200 it also costs R23 000 more than the standard model, which looks like a bargain by comparison.

interior is smartly furnished and standard features include electric windows all round, a leather covered steering wheel with remote audio and Bluetooth controls, integrated audio/ CD sound system with six speakers and iPod connector, external audio and USB connectors, rear-facing video camera with screen integrated into the rearview mirror, air conditioning, extra power socket and cruise control. There's even a special roof lining which acts as a speaker membrane. Not the sort of thing you’d find in your run-of-the-mill offroad vehicle.

Par for the course then. Pretty much nothing about the FJ is run-of-the-mill. It's kind of this vehicles "thing".

The FJ Cruiser has a 5-year / 90 000 km service plan and a 3-year / 100 000 km warranty as well as 24-hour roadside assistance.

Quirks 'n All

Pricing:

The FJ continues with the quirky rear “suicide” doors, which open backwards and can only be opened from the inside. The

• FJ Cruiser 4.0 V6 4x4 AT

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- R462 200

• FJ Cruiser 4.0 V6 4x4 Sports Cruiser AT - R485 200

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LAUNCH DRIVE BMW 3-Series GT

Three F

or years and years the BMW 3 Series has been an enjoyable, reasonably affordable driver's car.

The new 3 Series Gran Turismo follows in its predecessors' tyre prints in that sense. But the hatchback/fastback shape means it has more luggage space. Some people actually like the way it looks. I must include myself among their number.

Parked along with a lot of other 3 Series GTs at the recent launch, starting in George, the vehicles didn't even look that big. But they are longer, wider and higher than a standard 3 Series. Oh, and they cost about R50 000 more than the equivalent sedans.

We won't get into the misuse of Gran Turismo, which really should apply to luxury touring cars like Aston Martins and their ilk. If humble VW Polos can include a GT in their ranks I guess BMW can too.

The Space Race Anyway, during the launch, on the long roads around and over the mountains in the Southern Cape, the 3 GT proved itself more than handy at high-speed, comfortable and cosseted travel-touring, in other words.

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I did notice, almost immediately, that the rear legroom looked generous. But the driver at that time was not a tall person so I thought that had something to do with it.

It was confirmed later, when BMW sat us down for a chat, that in the 3 GT space is what it's all about.

"IF HUMBLE VW POLOS CAN INCLUDE A GT IN THEIR RANKS I GUESS BMW CAN TOO." Compared even to the 3 Series Touring - the station wagon - the Gran Turismo is 17mm wider, 200mm longer, 81mm higher, with a wheelbase 110mm longer– and an extra 72mm of space behind the front seats. The seating position for all occupants is 59mm higher, so the 3 GT is edging towards SUV territory. Luckily, in my eyes at least, it does not go as far as the hideous X6.

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BRUCE BENNETT

Maxi In the boot area the GT can fit 25 more litres of luggage than the Touring. With the back seats down the load space goes up from 520 litres to 1 600 litres. The big hatch boot door is electrically operated - it would be heavy to lift by hand.

functions. Last but not least, information and office services, and travel and leisure planners using the Google Maps and Panoramio services, further increase levels of passenger comfort."

Going Digital, Big Style

One of the things I liked was the heads-up display, visible on the windscreen ahead of the driver. It not only shows your current speed but also the speed limit on that stretch of road.

Every time a speed limit sign loomed into view, after a second or two the heads-up would adjust itself.

Functionality and extra space apart, the GTs contain so many hi-tech accessories in ConnectedDrive that you might need a younger person along to explain how everything works. There are a lot of goodies here. I'd need a lot more time than we were given on the launch to get to grips with them all.

It gives new meaning to the term on-board computer.

To quote BMW: "Included alongside an array of other convenience and safety-enhancing assistance systems is highly effective interface technology that allows extensive use of external mobile phones and numerous Bluetooth office functions for internet-based services. The Apps option and free BMW Connected application provide access to services such as social networks, web radio and iPhone calendar D RIV E M AG AZ I NE OC TOBE R 2 0 1 3

One may argue that this is a bit nanny-like for a sporty car like the GT but there ARE such things as speed limits and this device helps you avoid getting caught in them. It really is possible, when pushing on hard as one is tempted to do in the 3 GT, to miss a roadside speed-limit sign. But the heads-up display is always there to discreetly inform you.

I know this is used on other cars but I liked it here Even apart from the world of apps and interfaces, there are many other ultramodern features. Radar sensors and cameras warn if you are changing lanes, or straying from your lane, if 57

LAUNCH DRIVE BMW 3-Series GT Unfortunately I didn't get a chance to drive the most powerful model in the range, the 335i, and hope to make acquaintance with it on a road-test basis. Watch this space.

The 320d was beautifully responsive through the mountains, with no noticeable diesel noise inside the cabin. All the luxuries you would expect, and a few more, are present, from the cruise control to electric front seats (with warmers) and slightly reclinable rear seats.

The optional eight-speed auto gearbox fitted to the launch cars was a pleasure and the frameless doors added to the sportiness.

The famous kidney grille has been made a little wider, as have the lights, to emphasise the vehicle’s width.

The 50/50 weight distribution on front and back axles, and the continued use of rear-wheel-drive means the "driving pleasure" is still very much part of the BMW appeal.

there are "potential collision risks"; and they check that you are keeping a safe following distance.

Balanced to Thrill On the first day I spent a long time at the wheel of the 320d. I gained the strong impresssion that these GTs, like their sedan stablemates, are a pleasure to drive. BMW know a thing or two about making their cars feel just right.

The next day I had a most enjoyable spell in the 328, which has a wonderfully loud roar under hard acceleration.

You can pick a driving mode, at the touch of a button, from Eco PRO (focus on fuel economy, with a claimed saving of 20% ) to Comfort to Sport to Sport Plus (this last programme switches off the traction control and made a noticeable different to the power available at pulloff and for overtaking).

The engines all have Stop/Start devices but these can be switched off.

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An active rear spoiler, the first fitted to a BMW, is said to substantially reduce lift.

Consumption in the 320d hovered around the 7litre/100km mark (BMW claim 4.9l/100km).

The 328i showed real-time useage (in town, without any highway cruising) of around 10.5l/100km.

Beware the Extras As always with BMW, there is a long list of added-cost options that are hi-tech and tempting but push up the cost of ownership.

The cheapest version of the 320d GT costs R439 000, but in the one I drove the price had been pushed up to around R675 000 because of the added features. So watch out for that options list, it can be a killer.

Still, it is quite a car you're buying in the 3 GT. That touch more elegant than a conventional 3-Series, itself hardly a car which will be sneered at. That touch more luxurious and technicallyendowed. And that hefty touch more practical. With no real dynamic penalty at all. Definitely a keeper.

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THE SPECS BMW 3 Series Gran Turismo Engines: (All use BMW TwinPower Turbo technology).

335i: 3.0-litre six-cylinder; 225kW and 400Nm; 0-100km/h 5.7 seconds; 8.1l/100km (claimed) and 188g/km.

328i: 1 997cc four-cylinder, 180kW, 350Nm; 0 to 100 km/h in 6.1 seconds; claimed consumption of 6.7 l/100km and 156g/.

320i: 1,997 cc four-cylinder; 135 kW; 270 Nm; 0-100km/h in 7.9 seconds; claimed 6.6 l/100km and 153g/km.

320d: 1 995cc four-cylinder diesel; 135kW and 380Nm; 0-100km/h in 8 seconds; claimed consumption of 4.9l/100km; 129g/km.

Gearbox: Six-speed manual is standard; if eight-speed auto is specified BMW says performance and consumption improve.

17-inch alloy wheels as standard; runflat tyres, and tyre pressure warning system.

Prices at time of launch: (No added options):

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320i

R410 000

320d

R439 000

328i

R488 500

335i

R595 000

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ROAD TEST

BMW 328i GT

Not So Grand T

hese BMW GranTurismos definitely seem to have a bit of an identity crisis. Technically, the X6 was the birth of this concept, and for this model the company marketed the result as a sportier, more elegant X5. Then the 5GT arrived, and it was sold as a 5-Series with nearly 7-Series levels of ride comfort and sheer luxury. Now it's the turn of the iconic 3, but this time says BMW, it's all about the space...

No matter we'll get back to the inconsistency of the GT message, and get started with something a bit more illuminating. I'm forever threatening to attempt to prove without shadow of a doubt that the modern mantra of smaller capacity turbocharged engines being more fuel efficient than naturally aspirated units with more cylinders and a larger cylinder volume is nothing more than lightly camouflaged horse manure. And the 328i offers the ideal opportunity to try and do just that, with my own trusty, and rusty, 16 year old E36 328i the ideal subject for comparison.

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Scientific Process So this time I got scientific. All road testers have their own favoured test routes. Since moving to the Western Cape I've been busily exploring the vast array of options for a new standard Drive test route, and have found what I consider to be the ideal mix of roads. It's a triangle of tarmac measuring over 200kms in total, starting at the Engen 1 Stop on the Langebaan turnoff from the West Coast Road heading South towards Cape Town. After 45kms of fast, mostly straight single lane highway we head off left towards Darling at the Yzerfontein junction, and once through this quaint little village famous for its flowers and for being the home of SA's most-loved cross-dresser Evita Bezuidenhout continue to wend generally towards Paarl. Before breaking off in a new direction again towards Malmesbury on the R315, and out the other side to Hopefield on the R45 and eventually past the interesting West Coast Fossil Park and back to the main thoroughfare just a little bit North of where we first set off

It's a total journey of a neat 236 kms, and encompasses a very interesting variety of roads, excluding only multi-lane highways and very much gridlocked urban sprawl. Unless you count the quiet two-lane main road through Malmesbury, and this offers hardly New York traffic volumes. It starts fast - the West Coast Road is notoriously treacherous when you combine heavy mist and a fair volume of heavy trucks plying the route constantly, but actually offers a great opportunity to chase big speeds most of the time. Once off this main corridor towards Darling and then Malmesbury, the road becomes a hilly semi-rural track through gorgeous farmlands and epic fields of Canola.

Malmesbury to Hopefield is lightly trafficked and, although quite narrow, straight enough again to carry the kind of speed that can catch out a fidgety chassis setup. All the while the foothills of the Cederberg mountain range fold out in the distance on your right, while on your left you can just see the occasional twinkling of light on the Indian Ocean. What it is not, in any way and to us at Drive all the better for it, is a trafficfree completely smooth and sanitised race track. This is street driving. This is the only thing cars need to be great at for us.

For this particular test each car will run the route three times in three different driving styles. The painfully modern 328i GT has every trick BMW can throw at it up its sleeve. Compact turbocharged 2.0-litre petrol motor, over-endowed 8-speed automatic transmission, and the full complement of fuel saving goodies that make up the Eco Pro driving mode including automatic Stop-Start, optimised climate control and more.

The E36 has a five speed manual, 460 000kms on the odo, and desperately needs a service to boot. Sounds fair then.

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ROAD TEST

BMW 328i GT

Starting Slow The first run is the full Eco Pro affair. Speed is strictly limited to a maximum of 120kph, most of the time is spent cruising at 110 and simply slowing down behind the lumbering traffic until a leisurely overtaking opportunity presents itself. Throttle use in the few urban area we pass through is also carefully considered and feather-light to maximise fuel economy.

Immediately the newer car sets the economy pace. In this scenario, the 328i GT manages an impressive average of 6.8l/100km. Still a way off the officially claimed figure (6.4 for this auto), but quite impressive. The best the E36 can manage is a 7.9 average. This is also some of the most mind-numbingly boring driving I've ever done anyone who says there's real pleasure to be had from chasing the lowest fuel usage is without doubt an unbelievably boring individual. There isn't.

That said however, the E36 tries a lot harder to engage the driver even at these half-asleep speeds than the new car does.

The GT just settles into the background - for all the driving emotion it engenders you may as well just hop on a train for 2 hours and catch up on some reading. In the E36 you're at least kept vaguely connected to the driving experience because of the constant need to manage your gearbox, the rich feedback rumbling through the thick if peeling leather steering rim, and

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the constantly evocative straight-six soundtrack purring along in front of you.

Upping the Ante For the second run, we impose a maximum speed of 160km/h, not really pushing either of these cars to their limit but stretching their legs a bit. Slower cars are overtaken as quickly as is safe using all the throttle, and some accelerative fun is allowed pulling away from stops.

It's in this scenario that the turbocharged 328i suffers.

Dramatically. Average consumption rises to a faintly frightening 10.5l/100km, about the same average to which it settles in incity traffic driving. Of course it's quite a bit quicker everywhere than the E36, faster through the gears and more confident in the bends. After all, the turbo motor produces a stonking 180kW and 350Nm channeled to the rear tyres through 8 forward speeds. But the older car isn't that far behind, and returns an average consumption of just 9.4l/100km, making it obvious already how this is shaping up.

Balls to the Wall For the third run, max speed is 200km/h, and any and all obstacles are handled with the excessive throttle you might expect of an ethanol-maddened street racer.

It's a fast, sometimes fraught affair in both cars and again the newer finishes the loop a good few

D R IV E MA GA ZIN E OC TOB ER 2013

minutes ahead. Just on twelve to be precise, on a total journey time of 1 hour 41 minutes at an average speed of 139km/h.

However the boost destroys fuel economy. The 328i GT drinks at a monstrous average of 14.6l/100km. My Dolphin settles at 12.4. That's a neat 2.2l of fuel saved every 100kms in the much older, supposedly less efficient vehicle sporting a traditional big six.

The driving experience itself is as different as these economy results between the pair. The brand-new 328i GT has an engine which must represent the very worst of blown fourcylinders, at least when it comes to emotional cues. It sounds like a diesel at idle, then just becomes rough and frantic as you add revs never musical. There aren't even any audible clues that forced-induction is taking place, just a flat atonal rattle everywhere entirely failing to encourage you to enjoy the experience.

The E36 is simply an enduring icon of one of the world's best ever straight six petrol engines. It never sounds anything less than extraordinary, and even with this much workload beneath the wheels still surges towards peak revs with enthusiasm and a lovely rising soundtrack which can't fail to tickle the petrolhead senses.

Dynamically the E36 is miles off the pace of the latest GT, but interestingly it also feels more tightly screwed-together despite the huge mileage. There's a peculiar vibration of the wheels in the 328i GT whenever rougher tarmac is being negotiated which suggests a loose tracking rod perhaps, or just general looseness in the build. It doesn't communicate any of what's happening at road level either, the GT gets a slightly softer suspension setup than the current saloon as well as quite a hefty load of added weight, and with that comes a woolly, almost entirely disconnected feel at the thinner-rimmed helm.

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Clearly, this is not a car built to encourage the thrill of driving any longer. It may have an unnoticeable sliver of extra space somewhere, but the price you pay for this measured-inmillmetres "advantage" is substantial if you're a driving enthusiast.

Surprise Arrival!

As a final wildcard, thrown in at the last minute, we also picked up a brand-new 330d sedan. And as much as the 328i GT has disappointed yet again, the 330d impresses. What a machine this is! In M-Sport guise, the 330d is absolutely everything the 328i is not. It's engaging to drive despite also not having a manual 'box, has more than ample power (190kW, 540Nm), looks worlds better than the frumpy, overtall GT, goes quicker turns better and even manages to make a decent engine noise!

What's more, it offers genuine economy advantages over something like my old petrol car. The mid-speedWest Coast Triangle run, by which time the two petrol cars had both comfortably breached double-digits already, the 330d clocked just 7.6 l/100km. Approximately a 30% fuel saving over the lighter of the two petrol options, and over 40% against its newer 328i GT sibling.

So fabulous is the 330d to drive, it sparks my conspiracyaddled brain to pondering - are BMW deliberately destroying the appeal of petrol in favour of their admittedly superb diesel options? The 335i is still a magnificent performance machine of course, but technically offers the kind of go which is almost never useable on the road without risking jail time. And for the very occasional thrill of this turbocharged straight-six at full chat, you pay massively at the pumps. You will not get a 335i's fuel consumption below 11.5l/100km. Ever.

It's mind-boggling just how different the two new cars are, the 328i GT and the 330d. The extra space of the GT never makes

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ROAD TEST

BMW 328i GT

its presence known - even when packing my entire family of five complete with baby chair into both cars, you never get that moment in the GT where you acknowledge "Oh that's where the extra room is!" I'm sure calibration equipment can detect and measure it with complete accuracy, but your senses won't.

But what you also never get is a single thrill from your pretty pricey purchase. The 330d is exciting just to look at, those stretched-out kidney grilles lead a shape which is lither and sportier than ever. It's actually quite a feat to have turned a base car which is so very sleek into so frumpy a shape as the 3 GT sports. Inside our 330d has the thick steering rim of BMWs of older generations and not the thinner, moderner version of the GT (which, admittedly, we tested in "Modern" spec).

On the road the 330d is superbly planted without sacrificing feel, is as sharp as a pin to helm inputs, and is always keen to surge forward on a huge wave of torque unleashed by your right foot, complete with an accompanying intensive growl from beneath the hood. And on top of all that, you can actually tap that performance quite regularly without the bank balance of an oil sheikh, which is nice for us ordinary folk.

64

By contrast, the 328i GT is heavy and unwieldy, with a motor which responds a touch "softly" to throttle inputs and adopts a soul-shrivelling soundtrack without any highlights whatsoever. Sadly the GT is not yet available in 330d form at all, so for now your only choice as a petrolhead would be the 335i. Which will destroy even generous fuel budgets at twice the rate of the 330d. The GT is also, to my eyes, decidedly ugly and a bit unresolved, whereas the saloon shape in this latest F30 form is a flowing sculpture of true automotive beauty, refined over the years to near-perfection. There is, after all, a reason it is the benchmark in this class. The GT will only be a benchmark in its class if it creates its own all-new niche to play in, which I suppose is exactly what it has done. Cheated.

Again.

Ignore it completely. Save some money, and get a 330d sedan.

You'll never not even for a moment regret the decision. If you need the space of a Touring well, get a 3-Series Touring!

Oh, except for some reason, BMW don't offer the Touring in our market...

D R IV E MA GA ZIN E OC TOB ER 2013

Drive Ratings:

328i GT

330d

Handling:

12/20

16/20

Ride:

17/20

16/20

Performance:

11/20

18/20

Fun Value:

8/20

17/20

Practicality:

16/20

15/20

Total:

64/100

82/100

The Data Drive likes: 328i GT -----

Drive Likes: 330d Stunning looks.

Epic performance.

Even sounds great!

Drive dislikes: 328i GT Horrible soundtrack.

Soggy platform.

Grotesque looks.

Excessive fuel consumption for performance.

Drive dislikes: 330d -----

Key facts:

BMW 328i GT Modern

BMW 330d Sport Line

Pricing:

R529 400

R549 200

Engine:

1998cc turbo petrol

2993cc turbo diesel

Power:

180kW @ 5000rpm

190kW @ 4000rpm

Torque:

350 @ 1250 - 4800rpm

560Nm @ 2000 - 2750rpm

0-100km/h:

6.1s

5.6s

Top speed:

250km/h

250km/h

Kerb weight:

1631kg

1495kg

Transmission:

8-Speed Automatic

8-Speed Automatic

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

65

Keeping Updated In addition to the consistent torrent of new cars occupying your attention, manufacturers also like trying to sneak tasty tidbits by you in their constant updating and refreshing of existing models as well. It's often well worth keeping up with these less-publicised tweaks though - the Nissan GT-R for instance first appeared with a mere 360-odd kW on tap, but today sports a stonking 406. Purely from Nissan constantly, obsessively tweaking and updating it.

Here are a few of the latest updates which could be worth taking note of. These cars will invariably be either slightly or quite significantly improved over the earlier version, but often don't carry a price premium for this advantage.

66

D R IV E MA GA ZIN E OC TOB ER 2013

Peugeot RCZ Our current Number 1 in our Top 5 small coupes category, the Peugeot RCZ has been with us since 2010. It's just been updated for 2013, but the changes are fairly insignificant.

Cosmetic surgery at the front sharpens up the look a fraction adding hints of the more racy nature of the RCZ-R. No bad thing of course, as this model is due in SA next year, and promises 200kW from the same 1.6-litre four-cylinder petrol turbo in the nose of this sultry coupe. The standard RCZ is still available in two forms, the 147kW manual which naturally is the only one to get, and a 115kW auto.

Interior updates include a number of elements recrafted in higher-quality materials and the option of the latest Peugeot infotainment setup. At least the less powerful version is also a little cheaper - R423 500 will get you into one while R434 900 gets the one you actually want.

No really significant changes then. Just a reminder that this gorgeous, great-to-drive little coupe is still out there in the runup to the unveiling of the R. D RIV E M AG AZ I NE OC TOBE R 2 0 1 3

67

Keeping Updated

68

D R IV E MA GA ZIN E OC TOB ER 2013

Subaru BRZ STI tS The one and only weakness highlighted over and over again of the brilliant new 86/BRZ platform is power. There needs to be more of it, pure and simple. Everyone knows this. Subaru has promised that STI will rectify the situation sooner or later.

However this BRZ STI tS is not that solution. Misleadingly, this tS includes a number of revisions, but none of these in any way affects the output from the engine. Which remains, a little weedy.

There is a sexier, go-faster bodykit in place which ups the visual aggression suitably enough - including a huge carbon fiber rear spoiler. And some new black rims. Even an entirely new differential setup for that light and flickable tail. And bigger Brembo brakes for track work apparently, with grippier Recaro seats to boot.

But no power. No power. Is extracting the necessary grunt from this thing really going to be left entirely up to the aftermarket tuners?

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

69

Keeping Updated

Volkswagen CC and Passat R-Line Although the middle-of-the-range VW Passat is really a very good car, there's not that much exciting about it. At all. And it doesn't help that it looks even more completely forgettable. It may as well be invisible.

The flagship CC only very partially improves matters. It's a sleek and flowing shape, but still one which lacks any kind of visual clout really.

So VW has spruced them both up with a healthy dash of R-Line goodies. So there are front-end adjustments to add some road presence to the face, sexy new alloys to massage the stance, and even a splitter and spoiler at the back to complete the effect.

Inside you get upgraded steering wheels and red R-Line stitching in strategic spots.

These packages add R10 200 to the list price of either car (or R12 500 to the base CC TDI), but do at least manage to enable the sensible buyer to make the most logical choice in this class without having to consign themselves to looking at the automotive equivalent of a white appliance parked in their spots.

70

D R IV E MA GA ZIN E OC TOB ER 2013

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TOP 5

CAR CATEGORIES

What’s it all about?

PASSION RATINGS

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

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

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

If you strongly disagree, wholeheartedly approve, drop us a line on Top5@drivemagazine.co.za. Next month, it could be your73 car D RIV E M AG AZ I NEor OC TOBE R 2 0 1 3 choices walking away with the entirely fictional prize-money. Lots of it. Tons. We promise.

TOP 5 BAKKIES 1

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

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

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

2

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

Lows: Costs a princely sum for a reason.

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

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

3

Hyundai H100 Highs: Unashamedly workmanlike.

Lows: Unashamedly workmanlike.

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

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

4

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

Lows: Prestige range-toppers a bit too flash.

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

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

5

Chevrolet Lumina SS Ute Highs: All-American V8!

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

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

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

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

1

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

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

VW Polo Vivo Highs: Proper German build-quality.

Lows: Really, really sparsely equipped.

2

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

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

Renault Sandero Highs: Well, it is quite cheap.

Lows: Rough and ready build.

3

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

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

Chevrolet Spark Campus Highs: Cheap to own and run.

Lows: Not the most stable highway cruiser.

4

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

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

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

Lows: You might be too scared to drive it.

5

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

Factoids: 0.8-litre petrol engine, 38kW, R84 900 D RIV E M AG AZ I NE OC TOBE R 2 0 1 3

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TOP 5 HATCHBACKS 1

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

Lows: Quite pricey.

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

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

2

VW Golf 7 Highs: Supremely rounded.

Lows: Dull styling.

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

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

3

Renault Clio 4 Highs: Growly three-pot turbo.

Lows: Not as quick as it likes to think.

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

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

4

Hyundai Veloster Highs: A Turbo Hyundai! At last!

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

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

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

5

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

Lows: 8 speeds just too much for a gearbox.

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

Factoids: 2.0-litre turbo petrol engine, 150kW, R347 500 76

D R IV E MA GA ZIN E OC TOB ER 2013

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

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

1

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

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

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

Lows: Runs out of steam at the top end.

2

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

VW Scirocco R Highs: Razor-sharp front end.

Lows: Seriously expensive now.

3

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

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

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

Lows: Long gone.

4

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

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

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

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

5

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

Factoids: 3.0-litre turbo petrol straight-6, 235kW, R445 500 D RIV E M AG AZ I NE OC TOBE R 2 0 1 3

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TOP 5 ROADSTERS/COUPES 1

Peugeot RCZ Highs: A consummate all-rounder.

Lows: Does occasionally feel a bit girlie.

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

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

2

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

Lows: Will almost certainly kill you.

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

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

3

Porsche Boxster S Highs: Driving purity.

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

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

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

4

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

Lows: Needs more grunt.

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

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

5

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

Lows: So grippy it can feel inert, cold.

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

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

Lows: End of life.

1

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

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

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

Lows: Runs out of steam at the top end.

2

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

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

3

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

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

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

Lows: Sports Racer variant not for SA.

4

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

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

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

Audi RS5 Highs: Another gem of a V8.

Lows: Quite aloof.

5

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

Factoids: 4.2-litre V8 petrol, 331kW, R875 000 D RIV E M AG AZ I NE OC TOBE R 2 0 1 3

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TOP 5 SUPER SALOONS 1

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

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

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

2

Porsche Panamera S Highs: An incredibly fluid drive.

Lows: Lacks the grunt of the Turbo.

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

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

3

Jaguar XFR Highs: Momentous shove on tap.

Lows: Supercharger annihilates fuel.

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

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

4

BMW M5 Highs: Head-scrambling power.

Lows: Artificially-enhanced soundtrack.

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

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

5

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

Lows: Is outdriven by the Panamera.

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

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

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

Lows: A very rough ride.

1

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

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

Range Rover Vogue SE TDV8 Highs: Effortless everywhere.

Lows: Have been some build-quality issues.

2

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

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

Nissan Pathfinder 3.0dCi V6 Highs: Mountains of torque.

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

3

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

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

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

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

4

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

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

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

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

5

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

Factoids: 4.0-litre petrol engine, 200kW, 7.6 s sprint, R457 600 D RIV E M AG AZ I NE OC TOBE R 2 0 1 3

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TOP 5 HYBRIDS 1

Lexus GS450h Highs: Such a classy interior.

Lows: Practically none.

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

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

2

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

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

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

3

Toyota Yaris HSD Highs: Very light on fuel.

Lows: Very expensive up front cost.

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

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

4

Lexus CT200h Highs: Not a Prius.

Lows: Sheep in wolf's clothing.

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

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

5

Porsche 918 Spyder Highs: Race-derived V8.

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

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

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

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

Lows: None.

1

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

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

Lexus GS350 Highs: Impregnable build.

Lows: Can still spot the Toyota switchgear.

2

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

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

Suzuki Kizashi Highs: Lovely, unique looks.

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

3

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

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

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

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

Lows: Typically overservoed brakes.

4

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

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

MG6 Highs: Cheap yet distinctive.

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

5

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

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

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TOP 5 SUPERCARS 1

Pagani Zonda F Highs: Rolling artwork.

Lows: Out of production.

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

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

2

McLaren MP4-12C Highs: Monumental thrust.

Lows: Too quick for the road.

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

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

3

Audi R8 V10 Highs: Lamborghini V10.

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

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

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

4

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

Lows: Not the most musical supercar ever.

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

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

5

Aston Martin Vantage S Highs: Best engine noise ever?

Lows: Roadster version we drove not the most rigid.

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

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

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