Sunday Times Motoring (20 September 2015)

MOTORING September 20, 2015

THE PAPER FOR PEOPLE IN THE FAST LANE

OJn the P rowl ’ XE aguar s high tech

HERITAGE DAY

IN ACCORD WITH HISTORY

SHOOT-OUT

P14 MERCEDES-AMG GT vs BMW i8 vs NISSAN GT-R

LAUNCHED

P18 PORSCHE 911

P12

CONTENTS

In this issue September 20, 2015 EDITOR Brenwin Naidu naidub@ignitionlive.co.za

NEWS 3 WORLD OF NEWS

CONTRIBUTING EDITOR Bruce Fraser fraserb@timesmedia.co.za

Renault on the bakkie trail / Sexiest Rolls ever built? / Merc’s versatile Vito / A first for women / Ramaphosa checks out Toyota’s Mirai / Volkswagen crowned WRC champs / Three’s a lucky number for BMW

DESIGN & LAYOUT Heinz Bawa heinz@thefuture.co.za

CELEBRITY SPOT

PHOTOGRAPHY Moletsi Mabe, Quickpic, Motor Press, Newspress

4 DJ FRESH

CONTRIBUTORS Ryan de Smidt ryan@thefuture.co.za

Avid car collector DJ Fresh still has his first vehicle, a 1997 Golf 1, and plans to refurbish it for his son of 12 to drive – when he’s old enough!

Mat Durrans thebikeshow@icloud.com Thomas Falkiner falkinert@sundaytimes.co.za

COVER FEATURE

Stuart Johnston stujohn@netactive.co.za

6 TURBOCHARGED THOROUGHBRED

Purrfect! Jaguar’s high-tech XE hunts down rivals...

Wendy Knowler consumer@knowler.co.za Jeremy Maggs jeremy@iafrica.com Lerato Matabese matabesel@bdlive.co.za

FIRST DRIVES / SHOOT-OUTS

Sagie Moodley segi@segisauto.co.za

10 SOMETHING FOR EVERYONE

Mazda MX-5 / Volvo XC90 / Ford B-Max / BMW 7 Series / Tata Bolt

Siyanda Ndlovu ndlovus@timesmedia.co.za

12 PREVIEW

Andy Rice andy@andyrice.co.za

Porsche 911 – blink and you’ll miss the updates...

Mark Smyth smythm@bdlive.co.za

18 SUPERCOOL SUPERSTAR SHOOT-OUT

John Whittle littlejohnwhittle@gmail.com

Behind the wheel of threee representitives of the performance coupé genre – BMW i8 vs Mercedes-AMG GT vs Nissan GT-R

Gugu Zulu gugu@soonconcepts.com

PRODUCTION Mabel Ramafoko mabel@thefuture.co.za

READERS RIDES 13 SUPRANATURAL

GROUP MOTORING EDITOR Wynter Murdoch wynter@thefuture.co.za

Anarchy under the bonnet is the only way to describe this pumped-up Toyota Supra

PUBLISHER Richard Lendrum richard@thefuture.co.za

HERITAGE DAY

ADVERTISING For Future Publishing (Pty) Ltd Enver Lawangi enver@thefuture.co.za Mobile: 083 300 6003

14 IN HARMONY WITH HERITAGE

Sometimes we need not head further than the boundaries of Johannesburg for a very special day out in a very special car...

Ryan de Smidt ryan@thefuture.co.za Mobile: 076 500 6676 Greg Surgeon greg@thefuture.co.za Mobile: 083 449 6137

GETAWAY

Kieran Rennie kieran@thefuture.co.za Mobile: 083 225 9609

27 ZEN AND THE ART OF TWO WHEELS

The finest 22km of motorcycling road – the thrilling stretch from Sabie to Hazyview

OLD TIMERS 28 THE DOMINEE’S MERCEDES Like Levi’s and old leather jackets, the venerable Merc W123 has come back into fashion

Section 1.1: The Logo

MOTORING Colour Specifications - The Operating Company Logotype

The specified colour for the logotype is Pantone 485 CVC Secondary colours for the descriptor and division is Pantone Black.

A tertiary colour of Pantone Silver may be used, or grey if silver is not applicable ie: electronic media.

MOTORING TALES

THE PAPER FOR PEOPLE IN THE FAST LANE

PANTONE 485

PANTONE BLACK

PANTONE SILVER

C M Y K

C M Y K

C M Y K

0 100 100 0

0 0 0 100

0 0 0 50

31 AROUND THE WORLD IN 80 CARS

Driving to the ends of the earth in search of automotive adventure

TIMES MEDIA GROUP CI Guidelines

2-

In this inaugural edition of Sunday Times Motoring we look enthusiastically towards the road ahead and glance back to the past with reverence and nostalgia. Be sure to read our Heritage Month special, in which we trace the footsteps of Tata Madiba in Johannesburg.

If you take solace in good old-fashioned engineering and unwavering sturdiness, Stuart Johnston takes a closer look at an enduring icon from Mercedes-Benz, the W123.

We also explore progression in areas not directly related to the nuts and bolts of daily motoring. In his column, Gugu Zulu highlights a lack of transformation in local motorsport – and seeks answers to the question of inclusion.

MOTORCYCLING

Sunday Times Motoring is published by Future Publishing (Pty) Ltd, a division of the Times Media Group, on the third Sunday of every month. Opinions expressed in the publication are not necessarily those of the Times Media Group, Future Publishing or the Sunday Times. While precautions have been taken to ensure the accuracy of information or advice given to readers, neither the proprietors, publishers or editors can accept responsibility for errors or omissions, or any effect or consequence that arises therefrom.

Permission to republish any article or image or part thereof must be obtained in writing from the publishers.

All one can do is stay buckled, embrace progression and keep both hands on the wheel before the autonomous car relegates you to the backseat.

TECH TRENDS Join Ignition TV on DStv Channel 189 for Tuning – an inside look at trends in the global vehicle customisation industry

© Copyright Future Publishing (Pty) Ltd, a division of Times Media Group 4 Biermann Ave, Rosebank, Johannesburg, 2132. Tel 011 280 3000

Our motoring landscape is transforming faster than you can say internal combustion. Each day presents different solutions. Or different threats, for example in the increasing connectivity offered by the modern mobile cocoons we love so much.

BMW seems to have reinvented the performance car with the hybrid i8. But how does it fare in comparison to more traditional peers? Find out in our comparative report, with the Nissan GT-R and MercedesAMG GT.

25 STREET CRED REV UP

John Stanton johns@stanport.co.za Mobile: 083 225 9690

T

he pace of change in the automotive industry is exhausting and exciting. It might sound like a bit of a platitude but, in my defence, it is one that holds true every single year.

22 VALLEY OF HEAVEN

A visit to the magical Ezulwini Valley in Swaziland is a celestial experience

For Stanton Porter Marketing Grant Stanton grant@stanport.co.za Mobile: 083 227 9325

The Road Ahead

As this is our first issue, we should offer some background. Hearing about the prospect of a dedicated automotive supplement in the Sunday Times, readers and industry players had the same thing to say – it was long overdue.

Certainly, with all the changes that have transpired in the print media industry, there were doubts about whether the climate would be conducive to a new title. But helping the cause is the fact that South African consumers are mad about motoring. We seem especially fond of premium brands, ranking among the top markets for luxury marques.

Still, be assured that we will cover all the bases – from sensible budget stars to the cream of the executive sedan crop. From motorcycles to mechanical advice, consumer advocacy to humour, you will find it here.

We trust you will enjoy our first issue!

Brenwin Naidu Editor

9

September 20, 2015

NEWS

Renault on the bakkie trail

The concept version of Renault’s new Alaskan… the production version is scheduled to make its debut next year

R

enault is launching a one-ton bakkie next year with a view to becoming a major global player in the light commercial segment.

Based on alliance partner Nissan’s new NP300 Navara, the model will be called Alaskan when the production version is revealed in the first half of 2016. The model will be built at a Renault-Nissan facility in Spain.

According to company spokesmen, the aim is to capitalise on Renault’s success as a top regional player in Europe – where many of the company’s commercials dominate the market – with a view to achieve similar success on a global platform.

“To achieve this, we have planted the right seeds by moving into new markets, introducing new products, striking up new partnerships and providing our customers with an upgraded experience.”

According to Gupta, a MercedesBenz bakkie – which could be called a GLT – could be spun off a similar Navara platform under Daimler’s model and technology sharing agreement with the Renault-Nissan Alliance.

The Alaskan is expected to be powered by a 2,3-litre, four-cylinder, turbocharged diesel engine which, in a current Navara application, produces up to 140kW of power and 450Nm of torque.

A version of the unit – used in Renault’s Master Van line-up in Renault’s head of light commer- Europe – produces 120kW and cial vehicles, Ashwani Gupta, said: 360Nm.

September 20, 2015

‘Sexiest Rolls ever built’ Rolls-Royce’s Dawn … choice of young entrepreneurs?

R

olls-Royce expects its V-12 powered Dawn drophead coupé to attract younger buyers to the brand. Releasing pictures and details of the new model a week ahead of its debut at the Frankfurt Motor Show, a company spokesman said the Dawn was aimed at capitalising on the success of a sister model, the Wraith, in attracting a younger generation of successful entrepreneurs – including women – to the brand.

Capable of a 0 to 100km/h time of 4.9 seconds – and with its top speed electronically limited to 250km/h – the Dawn’s horseshoe-shaped cabin has been styled to accommodate four adults in comfort; a departure from the usual 2+2 drophead format which makes cramped rear seats suitable only for occasional use.

Other significant styling changes include a recessed grille and a tapered rear end that echoes boat-tail designs of the brand’s early dropheads.

Though the new derivative is based on a Wraith platform, it is not considered to be a convertible version of that car.

Though the model maintains a traditional soft-top, Rolls-Royce claimed tests had shown that the interior was as quiet as that of a Wraith’s when the roof was raised. “Quite simply, it’s the sexiest Rolls-Royce ever built,” CEO Torsten Mueller-Oetvoes said in the statement.

“Eighty percent of its exterior body panels are new,” said a statement issued by the company.

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NEWS

Merc’s versatile Vito The latest commercial version of the V-Class makes its debut, writes Brenwin Naidu

DJ Fresh Celebritiy Spot Avid collector DJ Fresh still has his first car, a 1997 Golf 1, and plans to refurbish it for his son of 12 to drive – when he’s old enough! By Brenwin Naidu Q: What was your first car?

A: It was a 1997 Golf Mark 1, green, with VX1 wheels that cost me more than R5 000. Those were the in thing in those days. The car cost R35 000 brand new.

And the air conditioner was another extra R5 000. And I still have it. It has over 300 000 kilometres on it. I plan to have it refurbished.

Q: Tell us about your first crash?

A: I was 17 years old. I was on holiday, at home from boarding school. It was the late 1980s.

My dad had a Mercedes-Benz 230 E in a horrible olive green colour. Just before the matric exams, I sneaked out with the car and went partying. My friend had a Nissan 1400 and it was souped-up. We were racing and he had to brake for another car. I never stopped in time, so I smashed into the back of his car. We actually went partying anyway, clubbing until 4am.

I parked the car and went off to boarding school. Surprisingly, my folks were cool …

Q: What is in your garage now?

A: Two bikes and four cars. A Harley-Davidson and a Saxon Warlord Chopper, a souped-up Mercedes-Benz ML 63 AMG, a Jeep Grand Cherokee SRT8, Jeep Wrangler and a Rover station wagon – those are souped-up too. But I have a sponsored Mini Paceman, which I’m in 90% of the time. It’s a fashionable car and it turns heads. I’m waiting to take delivery of the new JCW. Q: Can you change a tyre?

A: I can change a tyre. In fact, I remember once in 1999 I had a puncture on the N1. I hit a cat’seye at 1am. I could hear voices on the side of the road – so I

literally changed the tyre in five minutes.

Q: How good are your mechanical skills?

A: Not as good as when I was a kid.

In school, my friend’s dad was a mechanic working on buses and cars. We used to help out, stripping gearboxes and changing spark plugs. If I had to do some maintenance work now, I could. I’m a bit rusty but I could probably do a good job.

Q: You’re driving through Camps Bay in a convertible. Who would be with you and why?

A: I think my 12-year-old son, Thato. He’s the coolest kid on the planet.

Q: Any backseat tales you’d like to divulge?

A: Why use the backseat when you have the whole car? Backseat is overrated. There are so many parts of a car. Off the record, the bonnet of the Mini is the perfect height …

Q: Did you get your licence on the first try?

A: I actually never got a licence until I was 22. And the only reason was because my sister got hers – and my dad was like; what’s your excuse? I was self-taught driving the tractors on the farm. By 15 I was able to drive my dad’s truck.

Q: What will we find in your car’s playlist?

A: I’m a radio junkie, I listen to the radio all day. A lot of radio. My presets have been the same since 1997. YFM 1, Highveld 2, Five FM 3, Metro 4, Kaya at 5, and 702 at 6. I don’t want to have to search for stations. I’m a news junkie also. No matter where I am each hour, I switch to the news.

W

hile Mercedes-Benz is probably best known for its luxury stars, a healthy chunk of the manufacturer’s sales are attributed to commercial vehicles. From the Unimog to the Citaro bus, to the imposing Actros truck and the smaller Atego sibling, there are solutions for pretty much every business.

And of course, we cannot forget the Vito. Mercedes-Benz launched this week the latest iteration of its commercial model in Johannesburg.

Earlier this year the automaker released the V-Class – a passenger equivalent. In the utilitarian

There are a variety of body formats on offer – a panel van; a Mixto, which adds extra seating while still retaining load-carrying capabilities; and a Tourer, which is aimed at the passenger transport market.

Buyers can pick from two diesel engines, offered in states of tune that range from 85kW to 140kW. And interestingly, one can also decide between rear-wheel and frontwheel drive.

Mercedes-Benz feels the latter will appeal to customers who want maximum rear cargo space, while the rear-driving choice is squared at buyers who might have towing demands.

Two transmission choices are on offer, a six-speed manual and a seven-speed automatic gearbox.

Features such as a parking assistant, blind-spot warning and a lane-keeping system are available, while interior appointments are of a good quality standard.

Prices for the Vito range between R372 780 and R744 386.

First for women Africa’s first female auto manufacturing plant calibrator shows her mettle

S

ue-Ann Lewack is the first certified woman plant calibrator on the African continent.

After working for General Motors for 19 years, Lewack, 39, decided to pursue the sought-after qualification. And it took her just seven months, compared to the usual one-and-a-half-year period.

Plant calibrators are responsible for inspecting and maintaining manufacturing standards. Lewack will now be calibrating General Motors plants all over the world, and has already been assigned to assess the manufacturer’s vehicle and powertrain facilities in India.

“I want to pave the way for other women to step up to the plate.

This is a good platform for women to show their steel in motor manufacturing which is still largely male dominated,” Lewack said.

4-

Vito, there are a bunch of elements borrowed from the posher version, offering a premium impression not typical of models in this category.

Earning the qualification was not easy. The programme comprised a study of global supply-chain standards, overseas training, as well as redesigning procedures and cost-saving initiatives for the General Motors plant in Straundale, Port Elizabeth. It culminated in a

practical test, where Lewack had to calibrate a plant on her own.

“My instincts said I would have a solid future with the company. I was spot on when I walked into the door of General Motors 19 years ago,” she added.

September 20, 2015

NEWS

Ramaphosa checks out Toyota’s Mirai

D

eputy President Cyril Ramaphosa was one of the first South Africans to get up close and personal with the Toyota Mirai. The Mirai is one of the world’s first mass-produced hydrogen fuel-cell vehicles. Ramaphosa’s experience with the Mirai was part of a visit to

Japan to consolidate political and economic bilateral relations, The Presidency said he was accompanied by ministers Naledi Pandor, Rob Davies and Tina Joemat-Pettersson, among others.

There are no plans yet to bring the model to the local market.

Volkswagen crowned

WRC champs

S

ébastien Ogier and Julien Ingrassia, driving a Volkswagen Polo R, have been crowned World Rally Champions on the back of an extraordinary triumph at the Rally Australia.

For the third time in a row, all the titles in the FIA World Rally Championship go to Wolfsburg. And they do so after another record-breaking performance: a one-two at the Rally Australia, the tenth of 13 WRC rounds on four continents, which saw the manufacturer crowned champion in the Drivers’, Co-Drivers’ and Manufacturers’ competitions just three quarters of the way into the season – earlier than any manufacturer before them in the history of the WRC. Jari-Matti Latvala and Miikka Anttila finished the rally in second place, while Andreas Mikkelsen and Ola Fløene crossed the line fourth to complete a dream result for Volkswagen Down Under. The pair-

ings currently lie second and third overall with three rallies remaining.

Victory Down Under was the Polo R WRC’s ninth win in 10 rallies so far in 2015. As such, the Polo R remains the most successful model in WRC history. Since Volkswagen returned to the WRC in January 2013, 31 of 36 victories have gone to the model and, of the 668 special stages contested, the four-wheel drive powerhouse has won 467.

The WRC is regarded as one of the greatest challenges in motor racing, from both a driving and technical point of view: the 13 events that make up the season are held on four continents, on gravel, asphalt, ice and snow, and in temperatures ranging from minus 20˚ to plus 40˚ Celsius.

The final quarter of the championship kicks off with Rally France (October 1), which is followed by Rally Spain (October 22) and Rally Great Britain (November 12).

Three’s a lucky number for BMW

W

E wonder if BMW envisaged just how successful their 3 Series would be when it saw birth four decades ago.

Recently the 10 millionth example of the sedan variant rolled off the production line in Munich. In total 14 million cars of the model series have been built – the saloon accounts for the bulk of this.

The landmark model (pictured) was a 320d in Imperial Blue. The 3 Series is also manufactured in South Africa at the BMW plant in Rosslyn, as well as in Tiexi, China.

Plant director at the facility in Munich, Hermann Bohrer, said “The success story of the BMW 3 Series started here and is now reaching a very special high point here as well.”

The Munich plant produces around 1 000 cars a day, the 3 Series represents half of this number.

September 20, 2015

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COVER FEATURE Pictures by MotorPress and Moeletsi Mabe

Purrfect...!

Jaguar’s high-tech XE hunts down rivals A special report by the editorial team of Sunday Times Motoring in association with Jaguar South Africa 6-

September 20, 2015

COVER FEATURE

D

riving through Johannesburg in the Jaguar XE, there are many parallels that can be drawn between the manufacturer and the city. Progress would be a key descriptor.

Cultural hotspots and enclaves of recreation abound, attesting to the idea that economic activities are not the sole reasons for visiting the sprawling hub. Through continuous investment and refurbishment campaigns, the revival of downtown Egoli holds promise.

And a similar thing could be said of this British automotive doyenne.

The once beleaguered feline seems to be pouncing ahead on a path to success, with renewed health and wealthy benefactors to bankroll research and development.

Products like the F-TYPE have managed a stellar job in reviving the interest around the brand. But offerings such as the new XE promise to yield results where it matters most; in the areas of boosting sales volumes and clawing back market share in a segment traditionally dominated by the German players.

The latest saloon is a significant product for the carmaker, raring to upset the apple cart with its virtues of style, premium trappings and dynamic adeptness. That last item is crucial to achieving success in the performance sedan ambit.

Certainly, Jaguar has gone to great lengths to ensure that it stays faith-

September 20, 2015

ful to that fundamental tenet of the genre. A holistic approach to securing impressive performance credentials was employed. And it started with the intensive use of aluminium, drawing on the expertise gleaned from working with the material since 2003, with the XJ flagship.

The XE lays claim to being the only vehicle in its class to be built around a monocoque constructed mostly of aluminium – 75% to be exact, and Jaguar proudly extols that this is the most rigid sedan they have ever manufactured.

These modular underpinnings will also serve in a range of different models from the automaker, in a variety of segments. This is sound proof that the manufacturer is exercising foresight in their bid to seriously compete with the status quo, across the spectrum of the market.

But they are also looking ahead with regards to the preservation of resources. The XE is the first car in the world to use high-strength aluminium alloy made predominantly from recycled material.

“The XE is the culmination of everything the company has learned over the years, providing a combination of supple ride and crisp handling that is unmatched in this segment,” a bold statement from the chief engineer of vehicle integrity at Jaguar, Mike Cross.

The extent to which the chassis

innovations run beneath the XE is exhaustive – but we ought to dwell on the technical minutiae before expounding on the sensations these translate to in the real world.

It must be noted that the platform of the new Jaguar has no links to old legacies. It is completely new.

A double wishbone suspension, versus the ubiquitous MacPherson strut variety does duty at the front.

The fact that this configuration is the standard in machines designed

for out-and-out performance applications lends weight to their promise of a truly sporting drive.

The rear boasts what Jaguar describes as an Integral Link design, holding better dynamic attributes that conventional multi-link systems. Again, aluminium features liberally.

The electric power assistance steering system was developed to mimic the natural, intuitive performance

of a hydraulic unit. Speed-dependent assistance ensures the amount of feedback relayed corresponds with the appropriate condition; manageable in urban conditions, communicative and engaging when making haste through your favourite mountain pass.

None of these advancements would be helpful without a set of suitable anchors. Lightweight callipers are strapped to ventilated front discs and cooling is further enhanced by -7

COVER FEATURE

The XE lays claim to being the only vehicle in its class to be built around a monocoque constructed mostly of aluminium – 75% to be exact At full tilt it produces aural thrills that best encapsulate the spirit we associate with the breed. Make no mistake, despite its surfeit of forward-thinking technologies and cutting-edge architecture, it is visceral and immersive. This is a feral feline that looks to the future while honouring the hallmarks of the past.

A proper Jaguar, put simply. There are two transmission choices; a new six-speed manual transmission presently only available with the diesel variant, supplemented by an eightspeed automatic transmission.

Although the exterior of the XE will garner the most attention, the cabin will be thoroughly appreciated by its privileged occupants. An air of bespoke craftsmanship has always been a trump card of the models hailing from Jaguar. And things are no different here.

ducts mounted in the front suspension, channelling air to the centre of the rotors. The garnish atop is a system that quells dreaded understeer, by light braking interventions inner individual wheels, to help the driver maintain his or her desired line through a corner.

But the heart is the essence of any fighting feline. You can have one of three choices beneath the elegant prow of the XE. Starting the range is a new 2,0-litre, four-cylinder turbocharged diesel unit, part of the latest generation Ingenium family of engines. Output is rated at a healthy 132kW and 430Nm – but surprisingly, it is the economy ratings that could get your 8-

heart pumping with glee in these times of exorbitant fuel prices. This is the most fuel-efficient engine ever fitted to a Jaguar, with a CO2 emissions rating of 109g/km.

Expect the Ingenium petrol range to land soon, with the venerable 2,0-litre, four-cylinder turbocharged petrol unit derived from the XF and XJ serving in the interim. It affirms that adage that less is more, producing 177kW and 340Nm – numbers associated with larger capacities. The engine itself tips the scales at a relatively low 138 kg. Headlining the new XE range is a snarling three-litre, six-cylinder supercharged choice rated at 250kW and 450Nm.

Buyers can pick from a multitude of upholsteries and decorative trim, including textured aluminium, wood veneers and carbon fibre.

Front passengers will find themselves snugly ensconced by a set of contour-hugging seats. The fascia and sculpted door panels wrap around to create the ambience of a flight deck. But an aviation license will not be necessary to extract the most from the infotainment features boasted by the XE. Housed in the fascia is an eightinch touchscreen, with a home screen divided into four quarters: media, climate control, telephone and navigation. Voice control further simplifies operating the system while on the move. Novel touches include a graphic of a red telephone booth on the communications menu. Yes, Jaguar is still very much the quintessential British motoring brand.

The new XE is very much a car for the driving enthusiasts of this world. But that has not stopped Jaguar from offering the individual at the helm a bit of help. There is

an entire suite of assistance systems on offer, such as a laser head-up display, which proffers important information in-sight of the driver, using virtual images.

It is also one of the first vehicles in its segment to feature a stereo camera, which monitors road markings, sending a gentle vibration through the steering wheel should the driver unintentionally stray.

Adaptive cruise control maintains a set distance from the car ahead, initiating emergency braking if an impending collision is detected. Blind spot monitoring alerts of potential hazards.

And like any feline, it can care for itself in the wilderness – the urban jungle in this case. The XE can be

specified with a parking assistant that allows it to slot itself into and exit from a bay semi-autonomously.

With its impressive architecture, striking looks and the overall desirability that accompanies the leaping cat emblem, the XE does justice to the heritage of the brand – all while representing where it is headed to.

Jaguar itself has heaps of inherent cool factor, but you have to doff your cap to the marketing people for drumming up the anticipation ahead of the launch of this car. Top names like Idris Elba and Emily Sandé were roped into some of the campaigns.

You might recall that they went as far as suspending a car over the London skyline before the big reveal. All of this has gone a long way to imprint the XE on the minds of potential buyers…

Sir William Lyons was quoted as saying “The car is the closest thing we will ever create to something that is alive.” One gets the impression that he would have certainly approved of this newest effort from the company he founded.

Model

2,0 Diesel

2,0 Petrol

3,0 Supercharged S

Type of engine

Four-cylinder

Four-cylinder

Six-cylinder (V)

Displacement

1 999cc

1 999cc

2 995cc

Power

132kW @ 4 000rpm

177kW @ 5 500rpm

250kW @ 6 500rpm

Torque

430Nm between 1 750-2 500rpm

340Nm between 1 750-4 000rpm

450Nm @ 4 500rpm

Fuel consumption

4,2l/100km

7,5l/100km

8,1l/100km

CO2 emissions

109g/km

179g/km

194g/km

0-100km/h

7,8 seconds

6,8 seconds

5,1 seconds

Top speed

228km/h

250km/h

250km/h

Model 2,0 Diesel Pure 2,0 Diesel Prestige 2,0 Diesel Portfolio 2,0 Diesel R-Sport 2,0 Petrol Prestige 2,0 Petrol Portfolio 2,0 Petrol R-Sport 3,0 Petrol Supercharged S

Price R534 800 R590 400 R654 600 R614 000 R638 900 R703 200 R662 600 R908 100

All models are standard with a five-year/100 000km maintenance plan and three-year/100 000-km warranty, as well as a half-day Jaguar Experience driving course.

September 20, 2015

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www.kia.co.za

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S. L A I C E VE SP

ST O C T A CARS

MASSI

Go to www.kiapromotions.co.za now or visit your nearest dealer, stocks are limited. KIA Spring Madness runs from the 17th to the 30th of September.

Terms and conditions apply.

September 20, 2015

19042OFyt

-9

NEW MODEL IMPRESSIONS

True to roots It’s new and improved but the Mazda MX-5 sticks to its guns, writes Wynter Murdoch

T

he location is Mazda’s Miyoshi Proving Ground near Hiroshima, Japan.

The car under assessment is the brand’s fourth generation MX-5, which is being put through its paces on a banked, high-speed oval as well as on a dynamic test track, a section of which includes a choice of surfaces that mimic anything from Belgium cobbles to California highway.

First thing to know about the model is that, inherent in its make-up, is a back-to-basics purity that helps to make the driving experience involving and rewarding.

Tipping the scales at just 1 042kg – about 100kg less than the predecessor thanks to more aluminium and high-strength steel in chassis and bodywork – the car feels light and nimble on its wheels.

The engine, a naturally aspirated, four-cylinder SkyActiv unit which displaces 2,0 litres, generates 118kW and 200Nm. The plant is mounted longitudinally at the front of the car, but is set as far back

as possible in its bay – behind the front axle – with a view to ensuring even distribution of weight. Drive is through a 6-speed manual gearbox to the rear wheels.

Electrically assisted steering is light – but quick at 2,5 turns lock to lock – as well as being sharp and precise. Similarly, throttle, brake and clutch weightings show keen, performance-focused judgment in terms of their crisp responses. Gear lever action is short and slick.

On rough bits of the dynamic track there’s a little shimmy from the body but the suspension system – double wishbones at the front, a multi-link set-up at the rear – copes admirably in soaking up imperfections. Grip levels remain high and wheels track straight and true.

Similarly, in hard cornering or under severe braking there are notable body movements in relation to weight transfer – but not enough to upset the vehicle’s composure. Or, come to think of it, the driver’s.

With the soft top down the raspy

exhaust note plays an invigorating tune, its tone turning to a snarl under hard acceleration. With the top up the sound is muted but still pleasingly audible.

system incorporates speakers in the head rests – a clever piece of packaging in a cabin where obtaining optimum acoustic quality is difficult to achieve.

Interestingly, the roof is manually operated, relying on a spring loaded system that enables it to be folded and stored in five seconds using only one hand. Similarly, setting it in position is equally quick and easy.

While interior storage space is at a premium the deep boot is capable of accommodating 130 litres of cargo, enough for a couple of soft bags for a weekend away.

In terms of interior, the MX-5’s cockpit is well crafted and surprisingly spacious for a car of such relatively inconspicuous proportions.

Attention to detail is good, with leather, chrome, faux metal, colour-coding and soft touch plastics in evidence. Interestingly, the sound

From the outside, one of the most distinctive qualities of the MX-5 is the fact that even when standing still it looks fast – at least to my eye – thanks to the swept back styling orientation that tends to accentuate aerodynamic efficiency.

The body shell is stiffer than it’s

Safe and sound

S awards.

From being voted Best Big SUV in Sweden and Poland to Best 4x4 by the respected Diesel car magazine in the UK - and let’s not forget top ratings in the 2015 Euro NCAP tests - the trophy cabinet at the company’s headquarters in Gothenburg, Stockholm, will be looking pretty full. And after a week in the driver’s seat of the XC90, the accolades appear well deserved.

In fact, any vehicle that pips the likes of the BMW X5 and Audi Q7 must possess something special.

The Swedes have always managed to add a stylish element to their designs. In more recent times the sporty look of the C30 has attract-

ed a new, younger client base while the sleek, business-like S60 appeals to a more mature audience.

And when it comes to the XC90, despite being a large vehicle at just under five metres long, the aggressive look of some of its competitors is thankfully missing. There is more a feeling of class with sharp lines and a melting of angles and elements for a clean look.

Interior-wise it’s pretty much as good as it gets with the attention to detail quite evident and space nicely apportioned. It’s a clean cabin with a dashboard having practically done away with buttons and an iPad-sized touchscreen taking centre stage.

Even a technophobe like me managed to navigate my around the various functions with ease - though

sometimes I did find my eyes on the screen and not on the road.

With the third row of seats – yes, it’s a seven seater - folded flat you have a whopping 1102 litres of luggage space available. With the two back seats in place, boot space is reduced to a still considerable 451 litres making it ample for a couple of suitcases.

A Volvo wouldn’t be a Volvo if it didn’t have a wide range of safety features - and the XC90 is no different. It is loaded with advanced safety features such as IntelliSafe (360-degree camera, park assist

pilot, pedestrian protection) and CitySafe (automatic braking to avoid frontal collision).

From a driving experience it equals anything you will find in this segment of vehicle. Nice ride height, an effortless 8-speed geartronic auto transmission and excellent visibility.

Throw into the mix the new generation Drive-E powertrains - which in this case was a lovely 2-litre four cylinder supercharged engine and you have the recipe for driver bliss.

Room on wheels Ford’s B-Max is the perfect family car, writes Brenwin Naidu

F

ord’s B-Max is a Fiesta-based MPV that ditches tradition in the interests of promoting practicality and versatility. The vehicle’s design eschews conventional B-pillars to create apertures along its flanks that measure 1,5 meters wide if front and back doors are fully open. Benefits of the design are enormous. Access 10 -

When the roof is up there’s a tad more headroom for driver and passenger, while tall fender creases at the front act like markers for accurate placement of the car on the road.

Improvements? Yes, there are many – but the latest MX-5 continues to stay true to the original. In its latest rendition it remains a driver’s car that excites.

• Mazda Southern Africa is scheduled to launch the MX-5 here next month. The car is likely to be priced from R390 000, according to a company spokesman.

Around town I mostly engaged Eco mode which calibrates the gearbox and engine control system for low consumption. This coupled with the stop/start system helped me get close to the claimed fuel consumption figure of 8l/100km. On the open road Comfort mode was the natural choice and the adaptive cruise control simplified matters even more.

The elegant Volvo XC90 is a masterpiece of Scandinavian design with safety features galore, writes Bruce Fraser ince its international launch last year and locally in July, the Volvo XC90 has reaped a number of

ever been. The car sits lower to the ground than it ever has.

to and from the cabin – whether for loading or unloading people or cargo – is made very easy. There is a drawback, however – the amount of reinforcing in doors, roof and floor to compensate for the B-pillar’s absence adds substantially to the vehicle’s weight and the B-Max ends up being 200kg heavier than the Fiesta on which it’s based. The model is

So if the Volvo XC90 is so darned good, it once again raises the ageold question: Why doesn’t it sell in greater numbers in South Africa?

Brand loyalty and mindset play a big role when it comes to South Africans buying vehicles. For many, their loyalties lie with the Germans, for others it’s with Japan, and increasingly, South Korea.

For many, Volvo is still perceived as a brand catering for a small niche market. A pity, because they are missing out on one of the finest SUVs around.

Pricing for the new XC90 starts at R804 400.

powered by the company’s 1,0-litre EcoBoost engine which, in this application, is offered with a choice of power outputs – 74kW (Ambiente derivatives) or 92kW (higher specification Trend or Titanium versions).

Whatever the choice, each of the units produces a similar amount of torque – 170Nm – and is coupled to a fivespeed manual gearbox. Both plants offer relaxed, quiet and comfortable cruising on the open road at the national speed limit, with power in hand for overtaking manoeuvres.

September 20, 2015

NEW MODEL IMPRESSIONS

LUXURY technocrat The new BMW 7 Series is a technology tour de force, writes Mark Smyth

U

nless you are a classic car enthusiast, it is becoming increasingly difficult for many to remember, or even imagine, a time when automakers competed based on the power of their engines or the size of the cubbyhole.

In those days there was no talk of cup-holders, and the definition of infotainment was adding buttons to the radio.

There were those that stood out for craftsmanship like Jaguar or Rolls-Royce. Some were revered for performance such as Ferrari or Porsche. In the middle there were many that tried to cross the lines into one area or the other, but technology was a word that had a very different definition.

Today you can give the past the finger. We say that because BMW has introduced gesture control in its new 7 Series flagship that will arrive in South Africa early in 2016. Waggle your finger and the volume goes up or down. Swipe your hand away and decline that irritating phone call.

This is just one example of the

kind of tech that has been included in the new model that will have technophobes running out to buy a 1970s Cortina and tech addicts, wealthy ones that is, queuing outside their nearest Beemer showroom.

We drove the new model at its international launch in Portugal and it is a techno tour de force.

The days of the Bangle styling are long gone and the new model has refined, modern lines that befit the technology within. We are not so sure about the Lexus-like chrome bits along the side though, and even less sure about them being black on the M-Sport version.

The new 7 features a carbon fibre reinforced plastic core which lightens it by 130kg over its predecessor and a range of engines which while being the same as in the previous generation, have been upgraded in terms of power, efficiency and fuel consumption.

It has laser headlights and an LED lighting carpet that illuminates your path to your luxury limo.

However, it is inside the luxury

Bolt from the blue Tata’s got its eye on getting onto the radar of local buyers, writes Brenwin Naidu

T

ata’s new Bolt hatchback – to be launched locally next month – represents the first product from the brand to reflect its HorizonNext strategy which includes higher manufacturing standards and enhanced quality.

September 20, 2015

“We are revising our approach to South Africa’s market. It’s not a sales game just yet – we will focus on getting onto the radar of buyers,” says Mayank Pareek, president of the brand’s passenger vehicles business unit. I drove the Bolt at Tata’s test track at Pune, India and my initial impressions of the car are positive.

cabin of the 7 that things get really interesting. It boasts laser cut lettering on the metal buttons. The leather and cushioning of the seats make them more comfortable than your sofa and if you are fortunate enough to be a rear passenger then you can recline those seats while enjoying the massage function as the seats heat or cool you.

Also in the rear is a new removable Samsung tablet which fits neatly into the centre armrest. It can control all aspects of the vehicle’s interior and also connect you to the world outside. Find a clip on YouTube and choose to view it on the tablet or the optional headrest mounted screens.

Then there is the techno piece de la resistance, the key. The days of the humble key have really been left behind with the key for the 7 featuring a touch screen that allows you to check on the status of the car and even change some of the settings. What is uber cool though is that you can use the key to park the car. Yes, the days of worrying about bumping the door on the wall of the garage are gone. Climb out while you are in the driveway, push a

button and the car will drive itself neatly into the garage or parking space. Come back to it and it will start the engine and drive itself out again. Like I said, uber cool.

All this tech would make it easy to not care how it drives, but for some this is still important. Dynamically it is very much a BMW at heart, although strangely the steering is frankly, rubbish. The 730d provides plenty of torque and response but not surprisingly the 750i wins out in the performance stakes.

The new 7 Series goes on sale in January 2016 starting at R1 319 500 for the 740i. And if you are a green executive then there will also be a plug-in hybrid, the 740e, arriving in South Africa in the third quarter.

SPECIFICATIONS Model

BMW 750ixDrive

Engine Type

Eight-cylinder, turbocharged

Capacity

4 395cc

Power

330kW @ 5 500 revs/min

Torque

650Nm @ 1 800 revs/min

Transmission

Eight-speed automatic

Drive wheels

Four

Suspension Front

Double track control arm axle with separate lower track arm

Rear

Five-link axle, aluminium, with steering function

Steering Type

Electric power steering

Turns lock-to-lock

N/A

Brakes Front

Four-piston fixed-calliper disc brakes, vented

Rear

Single-piston floating-calliper disc brakes, vented

Fuel Type

Petrol

Tank capacity

78 litres

Fuel consumption

7,9 litres/100km

CO2 emissions

184g/km

Performance 0-100 km/h

5,5 secs

Top speed

250km/h

Length

5 098mm

Width

1 902mm

Height

1 478mm

Weight

1 800kg

Powered by a newly-developed, 1,2-litre turbocharged engine which produces 66kW and 140Nm, responses prove peppy – if not lightning quick.

With transmission through a five-speed manual gearbox, the model accelerates to freeway speeds with relative ease and stops equally assuredly. Anti-lock brakes and dual frontal airbags are standard features. Worth noting, too, is Tata’s ConnectNext digital interface which offers voice command, SMS notifications and video playback through a touchscreen system that incorporates Bluetooth and USB ports.

- 11

PREVIEW

Blink

and you’ll miss it...

More power, more torque and more kilometres per litre. That’s the secret of one of the most radically altered Porsche 911s of all – the just-released 2016 model, writes Andrew Frankel

D

on’t be deceived by its barely altered appearance. Don’t be fooled by that re-profiled bumper, new wheels and freshly styled engine cover into thinking this is one of those blink and you’ll miss it cosmetic mid-life refreshes. For beneath such unassuming lines, and on a conceptual level at least, lies one of the most radically altered Porsche 911s of all.

Simply put, this new 911 – technically the second generation of the extant 991 series – is the first in over half a century’s production in which every model right down to and including the base Carrera will be turbocharged.

Of course Porsche has had a specific Turbo version of the 911 for more than 40 years for those punters who wanted the ultimate kick from their rear-engine German sports car. But that’s not the motivation behind the more everyday 911s now using forced induction: they’ll not even carry turbo badging.

Porsche will tell you it’s created an all-new powertrain to provide the best of all worlds — more power, more torque and more kilometres returned per litre — but the broader truth is that such is the legislative imperative to lower CO2 emissions, it really had little choice in the matter.

And Porsche, being Porsche, the company couldn’t help but tinker with the rest of the car too. So alongside the new twin-turbo 3,0-litre engine with 272kW in standard form and 308kW in S guise comes revised manual and automatic gearboxes, totally re-engineered and lowered suspension, bigger brakes, fatter tyres, standard adaptive shock absorbers and even on the S model the option of four-wheel steer, available to date only on the Turbo and GT3 models.

Inside, the multimedia infotainment is at last state of the art with live traffic updates, Google street view navigation, internet radio and so on.

But back to those turbos. Their adoption is both important and potentially fraught because whatever those spinning blades have brought in the past in terms of extra output for any given capacity, they have often more than taken away in lag, a restricted rev range, muted voice and dulled throttle response.

Such issues might not matter in a Volkswagen Golf but, in a 911, the most iconic sports car in the world, it could be disastrous.

12 -

September 20, 2015

READERS RIDES

Ryan de Smidt

Your Wheels

M

aking its name known on a global scale in more than 50 countries, Remus Exhausts is possibly the first port of call if you want to pump up the bass. The company was the preferred supplier to the Fast and Furious film franchise – and endorsements probably don’t get much better than that.

On paper there is no argument to be made. If you compare the popular Carrera S model with the PDK double clutch transmission most customers will choose, you will find the 0-100km/h time has been cut from 4,3 seconds to just 3,9 seconds.

More notably still, CO2 emissions have dropped from 202g/km to just 174g/ km. Fuel consumption improves from 8,7 litres/100km to 7,5 litres/100km.

Of course, this may say far more about the way these numbers are calculated than what is easily realisable in the real world but a ride around a German race track provides a more reliable insight at least into the more subjective elements of the new car’s character.

Porsche has indeed dramatically widened the car’s performance and economy envelopes I say ride because Porsche has yet to let anyone other than members of the vehicle’s development team to drive the new 911 – and any definitive verdict delivered from the passenger seat can safely be disregarded.

However, I can tell you the engine responds from revs at which the old motor would still be half asleep, spins to 7 500 revs/min – which is only a little less than old engine – and has a pure 911 sound, albeit lacking the scalpel sharp edge to its voice of recent Carreras.

I can’t tell you about the throttle response because I’ve not touched the throttle, but I can at least report Porsche’s claim that the engine has zero lag and let you conclude what you will from that.

We’ll know far more when we drive the car in November, but it seems for now that Porsche has indeed dramatically widened the performance and economy envelope of the 911 and, if that has come at the cost of just a little character, the company’s bet is its customers will regard that a price well worth paying.

My bet is that it’s right. – The Daily Telegraph, London • According to a spokesman for Porsche SA, the new 911 goes on sale locally in the first quarter of next year. The model was officially unveiled this week at the Frankfurt Motor Show in Germany

September 20, 2015

Locally, exhaust specialists Need 4 Speed hold the sole right to distribute Remus products in South Africa and what better way to showcase its products than by fitting an exclusive system to one of Japan’s most legendary sports cars – the Toyota Supra.

The car has not only been built up to show-winning prominence, but has the guts and brawn under the bonnet to make it a real threat on the street or the strip.

Deon Visser, the man behind Need for Speed, acquired the 1993 Supra from the UK, and upon its arrival here, immediately started sourcing exclusive bits and pieces for it. The exterior has undergone what has to be one of the most extensive visual transformations yet, with an authentic Veilside wide-body kit making its way into the mix.

The paint job, too, is no small accomplishment, and features a specialised flake-and-flip trait to the blood red, jet black and silver combination. The rear end incorporates a colour-coded carbon fibre spoiler to add down force while not drawing too much attention away from the paint job. The car hunkers on a set of 20-inch Route II wide-and-narrow rims wrapped up in Achilles rubber.

To ensure the best possible handling, TRD anti-roll bars have been fitted to the front and the rear, as well as a Tein electronic suspension system with accompanying height adjustable shocks. Braking performance is taken care off by Trust discs and pads.

Supranatural!

Anarchy under the bonnet is the only way to describe this pumped-up Toyota Supra The wild show-quality exterior subtly hints at the anarchy that takes place under the bonnet, and by personally witnessing this Supra toying with a superbike I can assure you it’s definitely no slouch.

The menacing 3,0-litre straightsix engine came out of Toyota’s factory with a respectable 206kW on tap. However, Deon went in search of a few extra horses, and ensured that the replacement boost came from a turbocharger that’s worthy of the Godzilla-like nature of the engine – a Trust T88.

A pair of high-pressure, aftermarket fuel pumps delivers 95-octane petrol through Earl fuel lines and 550cc injectors, while a Blitz intercooler ensures optimal cold air intake for the turbocharger. A set

of HKS cams also guarantee that the intake and exhaust valves stay open just a little longer depending on the engine’s state of tune.

Controlling the unit’s machinations is a GoTech Pro-X system, while gases are spat out in deep burble courtesy of one of Remus’s signature Wild Label performance exhaust systems. With 340kW reaching the rear wheels, the Supra is capable of spinning its tyres all the way into third gear.

The interior sees a few subtle changes like the recovered seats and Momo steering wheel, while a variety of gauges from the GReddy stable aid in monitoring all that is going on under the bonnet. In terms of audio, Deon selected Rockford Fosgate to announce his tunes via a JVC head unit.

- 13

HERITAGE DAY Pictures by Moeletsi Mabe

In Accord with History Need a significant car for a special day out? Try Honda’s flagship Accord for size...

W

ith the prospect of Heritage Day looming, you might be pondering how to remind yourself of some of the historical highlights in the rich, diverse tapestry that makes up South Africa.

While the timeline of our journey abounds with endless heroes and champions to be revered, for many of those keen to revisit the efforts of those involved in the struggle for South Africa’s democracy, Nelson Mandela will remain foremost.

Johannesburg holds particular significance for Tata Madiba; the city was an inextricable part of his life before he was incarcerated on Robben Island by the draconian powers of the day.

Of course, there are a vast number of monuments, memorials and points of interest dedicated to our first democratically elected president. But we picked a handful of them for a brief Mandela Tour that offers a quick memory jolt or an educational snapshot.

14 -

Honda volunteered the latest generation Accord for the purposes of this local road trip.

For two generations, the Honda Accord that’s been imported to South Africa has conformed to Euro specifications. Now, following research into local market conditions, the recently introduced replacement model conforms to American requirements.

“The introduction of this all-new model sees the dawn of a new era for Accord in South Africa,” says Graham Eagle, Director of Sales and Marketing at Honda Motor Southern Africa.

“The Accord is a truly global car with an international design language. While the nameplate has always occupied a pivotal position within our line-up, the more spacious and more sophisticated Accord is now the undisputed flagship of our range.

“To strengthen this positioning, and after thorough investigation and consideration, Honda Motor South-

ern Africa decided to move to the Accord primarily designed for the North American market for local introduction,” says Eagle.

A walk around the medium sized saloon confirms styling which is typically – and pleasantly – Japanese.

In keeping with a modern motor industry trend, Honda has moved toward a familiar and identifiable “family face” – the Accord’s frontal profile revealing a badge, grill and headlight picture similar to that of many of the brand’s models.

This is, of course, a good thing. The lines are clean and the chrome-work has not been over done. The honeycomb insert covering the lower air intake speaks of purpose and class.

This is a car comfortable with its identity – it’s a spacious and refined executive family four-door, not a mid-life crisis curing hot-rod.

The stylish 18-inch alloys – 17inch equivalents on the entry level Elegance – and linear crease lines tend to reinforce this message when viewing the side profile of the car. The overall message from

the styling department is no fuss, no contradictions, clean and classy.

Interior space has been improved in every dimension, creating an overriding sense of space and sophistication. Rear occupants, in particular, benefit from the extra room, while boot space has also been improved.

From a safety perspective, the model range is highly specified. Highlights include Active Cornering Headlights, Collision Mitigation Braking, Adaptive Cruise Control and Lane Keeping Assist – all standard on the V6.

Must have features such as ABS, EBD, Airbags (x6), and anti-whiplash head restraints – amongst others – are standard across the range.

Three models are available with Elegance, Executive and Exclusive trim levels and a choice of 2,0-litre and 2,4-litre four-cylinder engines, and – for the first time in South Africa – a range topper that benefits from a petrol-fuelled, 3,5-litre i-VTEC V6, the derivative under scrutiny here.

The V6 offers some healthy performance figures – 207kW of

power and 339Nm of torque. The unit – which was designed in the US – features high-tech Variable Cylinder Management (VCM), in which the i-VTEC system shuts down cylinders in the interests of promoting fuel economy if it deems that they aren’t needed to cope with the load.

Hand in hand with this technology is an electrically powered Active Control Engine Mount, which is designed to minimise vibrations as the VCM system switches between cylinders.

Making the engine even more economical is an active ECO button combined with a six-speed auto gearbox that features steering wheel mounted paddle shifters, though we found it best to let the transmission decide on shifts on its own – a course of action that helps to promote lower fuel consumption and emissions.

According to Honda’s spokesmen, the Accord’s claimed fuel usage figures start at 6,4 litres/100km for extra-urban and end at 13,9 litres/100km for the urban cycle. The combined figure is 9,2 litres/100km.

September 20, 2015

HERITAGE DAY

In Memory Of Madiba The Accord, graciously supplied by Honda Motor Southern Africa, is a fitting choice perhaps for this day of discovery and remembrance.

A dignified and unassuming cruiser in which to enjoy some quiet reflection on one of the most important figures of the struggle that lead to the liberty and opportunities we enjoy today.

Our journey starts in Vilikazi Street, Soweto. On any given day you are bound to see this hallowed road frequented by dozens of camerawielding tourists and, understandably so, since no other place in the world can lay claim to having housed two Nobel Prize winners – Mandela and Archbishop Desmond Tutu.

House number 8115, where Madiba lived with his first wife, Evelyn Mase, stands proud, carefully restored to resemble how it looked like in 1946. Overlooking the humble home is an eatery named Mandela’s Family Restaurant, whose interior is bedecked with iconic photographs of the man.

From the driver’s seat the Accord feels like a big vehicle and while it may demand a sizable amount of road space, its presence is palpable and reassuring.

The new electric powered-assisted steering responds well to driver inputs. Some body roll is apparent when cornering enthusiastically but the car never feels as though it’s going to let go. Throttle response can be a bit sharp off the line and the drive wheels – which are at the front – will spin if your right foot is a little too heavily applied. The overall driving experience, however, is one of smoothness, competence and comfort.

Pricing at R416 400 for the 2,0 Elegance, up to R587 600 for the V6 Executive.

September 20, 2015

In close vicinity you will find landmarks like the Hector Pieterson Museum and Hastings Ndlovu bridge, both of which bear testimony to the bloodshed on that fateful June day in 1976 – sobering monuments for any born-free who might have forgotten that the fruits of freedom we sometimes take for granted did not come easy.

We hop back into the Accord and head to our next stop, Chancellor House, home to Mandela & Tambo Attorneys between 1952 and 1956.

Opposite the building stands the Shadow Boxer statue, immortalising Madiba’s iconic fighting stance.

There is a beautiful irony in the notion that the city that once hid him now bears a magnificent structure named after him for all to see. Indeed, crossing the Nelson Mandela Bridge still brings a thrill.

Imposing in the daytime, it is beautiful at night – the structure illuminated by colourful beams of light.

Liliesleaf Farm in Rivonia, which served as the headquarters for the underground Communist Party, punctuates the short tour. Mandela lived here under the pseudonym David Mosamayi, not long before being arrested during his journey with fellow activist Cecil Williams en-route to Gauteng from KwaZulu-Natal.

It is here where, in 1963, 19 members of the movement were arrested.

What followed was the Rivonia Trial which saw Mandela, Kathrada, Sisulu and Govan Mbeki, among others, incarcerated for treason.

It would be nearly three decades before Madiba saw his home on Vilikazi Street again…

A special report by the editorial team of Sunday Times Motoring in association with Honda Motor Southern Africa - 15

XXXXXXXXXXXXXXXXXXXX

A PASSION FOR PEOPLE, FOR THE JOURNEY AND FOR LIFE. The next step in Renault’s evolution.

Renault believes in a passion for life.

It is this passion that inspires the cars that we make. It’s in the design, quality and innovation across our range. We share our passion with the driver that answers the call for an exciting adventurous journey.

We use this passion to harness advanced technology. It’s what drives us to craft our cars with the utmost perfection.

Our Renault engines’ F1-technology is exceptionally fuel-efficient without sacrificing power. The result is a Renault that gives you a dynamic driving experience.

Ultimately, we’re a people’s brand, therefore safety is our first priority.

This is made evident through our 5-Star Euro NCAP Safety Rating, received by numerous Renault models – one of the widest ranges of vehicles to achieve such high standards. It’s proof of our commitment to give you peace of mind while behind the wheel.

But there is more to Renault than meets the eye. Take a moment to appreciate Renault’s range of beautifully crafted designs. We’ve merged personality with ergonomics, which is the very essence of Renault.

Our diamond logo on our vehicles’ grilles is a symbol of our pride. Our style is contemporary, keeping considered consumers’ needs in mind to make the Renault range more attractive, and accessible than ever before.

A passion for life is in the numbers.

Get an industry leading 5-year/150 000km warranty standard across the entire Renault range. We also offer you standard service plan options that’ll keep you on the road for longer.

New

Renault CAPTUR Capture life.

From 4.9 litres / 100km* Automatic gearbox available Standard On-board Navigation

FROM ONLY R3 OR R219

900

249PM

For those who jump in with both feet, the all-new Renault Captur is the perfect way to free your spirit. With impressive F1 inspired turbo engine technology designed to take you further and On-board Navigation, standard across all models, this crossover will take you beyond the here and now. There’s life out there, let’s go. Capture life. *NEDC combined fuel cycle. With 0% deposit | Over 72 months | 35% or R76 965 balloon payment | 9.30% interest rate Retail price of R219 900 | Total cost of R311 683 | Retail price in accordance with 1 September 2015 price list | Price excludes “on the road” costs | Terms and Conditions apply | Features are model-specific and may vary. Inclusive of 5 year/150 000km warranty & 3 year/45 000km service plan. The 0% deposit offer is available for a limited time only.

16 -

0% Deposit

100% Renault

SANDERO 66KW TURBO EXPRESSION

FROM ONLY R1 OR R139

900

999PM

Pay 0% deposit on a new Renault Sandero* today. Visit www.renault.co.za for more or visit your nearest dealership today as this specific offer is valid for this month only.

MODEL

Sandero 66kW Turbo Expression (incl. A/C)

DEPOSIT TERM

0,00%

72

INTEREST RATE

BALLOON %

BALLOON

MONTHLY INSTALMENT

RETAIL PRICE

TOTAL COST

8,42%

35%

R48 965

R1 999

R139 900

R194 926

*Limited to the Renault Sandero Expression (From R1 999 PM or R139 900). Deal is subject to the credit approval terms and conditions of Renault Financial Services. A product of Wesbank. A division of FirstRand Bank Limited. An Authorised Financial Services and Credit Provider. NCRCP20. The financial offers are only applicable to the advertised vehicle derivatives, and are valid for this month only. Retail prices are in accordance with price list 1 September 2015. Prices exclude “on the road” costs and optional extras. Terms and Conditions apply.

September 20, 2015

XXXXXXXXXXXXXXXXXXXX

ENTER THE NEXT LEVEL OF TOUGH: The New Renault Duster.

Introducing our newly enhanced Renault Duster, part of our growing Renault family.

It’s a tough yet unpretentious SUV. Cruise Control makes its debut in this model, as well as a new improved engine which delivers responsive performance with equally impressive fuel efficiency of 4.8 litres/100km*. It’s versatile, so whether in the great outdoors, or in quiet suburbia, it will open up a whole new world of adventure. And, with its impressive boot space of 475 litres, which is substantially more than the average in the segment you can take a lot more with you than ever before.

Essentially, the Renault Duster’s purposeful interior and exterior improvements mirror its success in the market. With an interesting duality of robustness and versatility, how did this model perform on sales both locally and internationally?

Well, here are the tough facts: INTERNATIONALLY • Global sales:1.3 million since launch • Global sales: 395 350 in 2014 (highest selling Renault vehicle) SOUTH AFRICAN MARKET • 8000 + units in SA since launch (2013) • 19% segment share in the B SUV Segment (1 in 5 cars sold in this segment being a Duster!)

This model has been refined to enhance its attractiveness with visible exterior

changes. The redesigned grille and headlights with honeycomb mesh and bold diamond centrepiece deliver on this car’s personality.

The Renault Duster has less chrome, which enhances its sleek yet menacing look. The Duster-branded roof bars and redesigned 16” alloy rims, mirror caps and body-coloured door handles give the car a more robust feel.

Accommodating interior changes have been made to suit the discerning driver. With trendy new seat and door panel fabric, the new Renault Duster is unassuming yet never neglects its SUV DNA. The following are some of many spec changes to add more vim to your passionate lifestyle: • Renault Duster 1.6 Petrol (Power: 77kW/ Torque: 148Nm) • Renault Duster 1.5 dCi (Power: 80kW/ Torque: 240Nm) • Cruise Control with Speed Limiter standard across the entire range • Rear PDC - standard across the entire range • Optional leather (Dynamique models) • Euro 5 engine within the 4 X 2 dCi delivering improved performance (4.8 litres/100km*; 127g CO2/ km)

New

Renault DUSTER Forever tough.

Fuel Consumption from only 4.8l / 100km Combined NEDC fuel cycle on 1.5 dCi 4x2

Cruise Control On-board Navigation Standard on Dynamique models

FROM ONLY R2

999 PM*

*Combined NEDC cycle

MODEL

TOTAL COST

1.6 Expression 4 X2 (77kW Petrol)

R215 900

1.6 Dynamique 4 X 2 (77kW Petrol)

R233 900

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September 20, 2015

- 17

SHOOT-OUT

Brenwin Naidu, Lerato Matebese, Thomas Falkiner and Ryan de Smidt spent a week with three representatives of the performance coupé genre.

So which would they drive home in? Pictures by Moeletsi Mabe

T

he modern automobile beautifully embodies the triumph of the human spirit and our desire to keep pushing the envelope, writes Brenwin Naidu.

ones that escaped from buttocks in an elevator. Tested on animals, laden with free radicals and eager to undress Mother Nature and her ozone layers, the German brute is a one-finger salute to propriety.

Too poetic for a Sunday read? Bear with me here. Every single time we feel a pinnacle has been reached − record acceleration figures, innovative power sources, astounding economy claims – something else comes along to trounce it.

Then you have the present, also peculiarly represented by the eldest of the three. And perhaps this is in itself a testament to the foresight of those engineers from the Land of the Rising Sun when they conceived the idea for the Nissan GT-R.

Unrelenting progress, defying the odds, twisting the laws of physics and pushing the paradigms of what we believe is possible. This is what evolution is about. But of course, this is not a unique epiphany.

The Japanese icon is still very much a car for the PlayStation generation. With its technical graph displays, driving calibration settings, Gran Turismo legend status and boyhood (or girlhood) bedroom poster persona overall, it is the archetypal gaming console on wheels.

It is amusing to consider that some motoring hack probably had the same notion when something like the first Volkswagen Golf GTI was launched all those decades ago − all that pace and dynamism in a car with enough room for the family and at a relatively low price.

Nowadays we get the same kind of performance and similar giggles from certain A-Segment cars with three-cylinder engines. And in its hottest form, wearing an R badge, the contemporary Golf is a machine capable of bruising cars costing twice as much.

What does any of this have to do with the trio you see dominating these pages? Try to think of it as a summary of progression. This is a physical timeline of the classical two-door performance car genre.

We have the three tenses represented. Ironically, a tribute to the past is upheld by the newest of this set.

With a decidedly retro muscle car character; the Mercedes-AMG GT S harks back to a time when the only antisocial emissions were the 18 -

The champion in this arena, for now anyway, is undoubtedly the BMW i8. It is the rolling equivalent of Google Glass, an automotive ode to the responsible (and nowadays

de Smidt, qualified to speak on matters like the all-important impress-the-mother-in-law test; Lerato Matebese, a perfect example of the modern day, do-it-all dad; and finally, race car driver Thomas Falkiner. (I use term race car driver as the only defining characteristic because they are truly a breed of their own.)

The structure of this assessment was pretty simple – we wanted to deliver a real-world test.

First up we would gauge public response and rub shoulders with the Other Half at Melrose Arch, watching reception to the cars from a distance over breakfast at Tasha’s.

Then we would head through the traffic, for a play session on secluded, twisty roads on the outskirts of Johannesburg.

While parking on the piazza, one of us indulged in that obnoxious practice of flooring the throttle in neutral, at the helm of the GTS.

For the sake of accurate, balanced feedback our test panel consisted of people with very different lifestyles fashionable) practice of ethical consumption. But unlike the trendy eyewear from Silicon Valley, this is unlikely to be a swift fad.

We spent a week with these three totally different expressions of the same genre.

For the sake of accurate, balanced feedback our test panel consisted of four gentlemen with very different lifestyles – me, an unashamed bachelor, with little concern for the pragmatic stuff; newlywed Ryan

People thought a gunshot had been fired. We immediately deduced that the Oscar went to the MercedesAMG in the category of aural performance. Almost everyone asked to hear the beast provide a demonstration of its menacing tune.

But on aesthetics, it was the i8 that garnered the most attention − perhaps not the most surprising outcome. With those flappy wing doors and a physique seemingly crafted by Emmett Brown (PhD); the quietest of the three was in fact the loudest.

By comparison, the GT-R seemed like the taciturn teenage wallflower with braces, even though it is anything but when looked at in isolation.

Still, it compensated on the road for its perceived lack of static charisma. Nearly a decade on, it still has the mettle to decimate its contemporaries. And decimate it did. With its all-wheel traction, sharp-witted (but abrupt) transmission and mighty power output, the Nissan often maintained sizable gaps leading from the front.

The sensation of acceleration it provides is still ferocious. There might be a tiny interval of lag … but once those turbochargers spit their boost, you are kicked in the chest as the car thrusts ahead with incredible conviction.

It felt the tautest of the three and relayed an impression of being grafted to the tarmac, especially at high speeds. And we cannot forget that it is the most practical of the lot; with usable rear seats and a sizeable boot.

What of the least powerful car present? Remember, size does not matter, execution does. And thanks to the extensive use of lightweight materials, the i8 is able to deliver thrilling acceleration – when that electric motor is fully-charged.

With a full battery, supplemented by that fiery three-cylinder mill, it scoots towards the horizon rapidly.

And it makes an interesting noise: a hearty baritone infused with a futuristic whirr.

The benefits of that intelligent material mix can certainly be felt in the way it behaves, too. The i8 is an athletic thing, decidedly the most agile and balanced of the lot. You can take serious liberties and rest assured that it is not likely to bite you on the backside.

A lack of steering feel under more spirited driving seemed to be noted by all. But the minimal effort required to drive the i8 makes it the clear winner in the aspect of daily usability.

It is frugal in real-world conditions too. Marks against it include a tiny boot which gets quite toasty as it is positioned right behind the engine.

Also, ingress and egress can be a bit of a challenge. And those rear seats serve no real purpose.

The cabin is beautifully crafted however and possibly the easiest with which to get acquainted given the trappings of familiar BMW fare, including iDrive.

If the i8 is a bastion for political correctness, then the MercedesAMG GT is its antithesis. But you cannot help but feel charmed by its leather jacket-wearing, tough guy persona. Driving it around town is akin to walking your pet Rottweiler; you need to keep a firm hand on the leash – it just wants to bolt forward and snap at the diminutive hounds on our roads!

On open, sinuous sections, it makes mincemeat of lengthy distances – and with theatrics aplenty, thanks to that mighty V8 engine. One is constantly aware of the fact that a huge amount of power is being shoved to the rear wheels and, at higher speed, things can get pretty… thrilling. You had better have a Spartan sense of bravery if you dare to deactivate those electronic nannies.

Deciding which is best of the lot is a tricky question indeed. Each car brings to the party a different texture, a different execution – but all manage to deliver that addictive butterflies-in-the-tummy sensation.

That said, though, the verdicts below point clearly to a unanimous favourite. And a surprising one at that.

September 20, 2015

SHOOT-OUT

Viewed in the soft morning light the Mercedes-AMG GT S seemed like the obvious choice because it is a steely monument THOMAS to everything alpha FALKINER male. It looks outrageous, sounds outrageous and, from behind the flat-bottomed alcantara steering wheel, feels outrageous.

It’s all roar and smoke and wanton bedroom eyes of erotic lust. So if you’re a wallflower then you better look somewhere else. Like towards the Nissan GT-R. Yeah, I know it’s getting on a bit but the soon-to-be-eight-year-old Godzilla is still a very relevant piece of high performance machinery. Organ-shifting acceleration. Failsafe handling.

And now, thanks to some chassis fettling, improved ride quality.

SPECIFICATIONS BMW i8 Type of engine

1499cc, three-cylinder, turbocharged, with hybrid synchronous motor

Power

170kW + 96kW

Torque

320Nm + 250Nm

Fuel consumption

2.1l/100km (Claimed)

C02 emissions

49g/km

0-100 km/h

4.4 seconds

Top speed

250km/h

Price from

R1 790 00

Indeed, the 2015MY GT-R actually coped better than the GT over the lumpier sections of our test route. It was less frantic, too, with slightly better sound insulation and more comfortable seats.

Though I know which I would prefer to drive down to Cape Town unfortunately, no matter how accomplished the Nissan may be, I find it predictably cold and charmless − which is why my top choice would be the BMW i8.

Yes, it’s still a bit of a geek’s car but it’s a geek’s car with a serious personality. The scissor doors. Those crazy rear air scoops – and a body that looks as if it was delivered from the future by aliens.

This is a supercar that isn’t afraid to wear science on its sleeve and, as such, it makes a brazen statement. Also, it trades arrogance for innovation, meaning that you don’t feel as big a plonker as you would inside the Mercedes.

SPECIFICATIONS Mercedes-AMG GT S Type of engine

3982cc, eightcylinder, twinturbocharged

Power

375kW

Torque

650Nm

Fuel consumption

9.6l/100km (Claimed)

C02 emissions

224g/km

0-100 km/h

3.8 seconds

Top speed

310km/h

Price from

R1 981 000

I’ll be first to concede that the i8 may not be the quickest around the race track or down a drag strip, but it terms of pantomime and feel-good factor it rules the day. Fun and smiles and lots of whimsical escape from reality – isn’t this what the best supercars are about anyway?

LERATO MATEBESE

These are three GT cars that, though they have a common desirability factor about them, they go about their respective business in very different ways in-

deed.

The Mercedes-AMG GT S, for instance, is a snarling, snapping vehicle with equally flamboyant looks and design. Meanwhile, the Nissan GT-R represents a monumental performance achievement thanks to its giant-killing performance, stupenSeptember 20, 2015

SPECIFICATIONS Nissan GT-R Type of engine

3799cc, six-cylinder, twin-turbocharged

Power

397kW

Torque

628Nm

Fuel consumption

11.8l/100km (Claimed)

C02 emissions

278g/km

0-100 km/h

2.9 seconds

Top speed

315km/h

Price from

R1 490 000

- 19

SHOOT-OUT

dous handling and a surprisingly spacious interior and boot.

BMW’s i8, however, is somewhat of a left-field offering in that its slinky, concept car, sports coupé looks are matched by one of the greenest drivetrains in the segment.

Featuring a great deal of technological firsts, the vehicle is an equivalent of that old adage: “Bringing a knife to a gun fight”.

Even so, it is a showcase in the next chapter of greener sports coupés, a train of thought that will see even more manufacturers competing in this realm.

Not only does it perform remarkably well for the sort of drivetrain it harbours – two electric motors and a three-cylinder, turbo petrol combustion engine – but it is arguably one of the best car designs to have been launched in a very long time.

For me it is its capability, enchanting design, and sense of occasion that sways my vote its way. It is impressive in every sense of the word.

When deciding on my top car in this threatening trio – albeit an extremely tough choice in this instance − I RYAN immediately found DE SMIDT myself favouring the likes of Nissan’s iconic GT-R badge, being accustomed to the pure and refined heritage of the nameplate.

However, after taking the MercedesBenz AMG GT S for a spin − with the demonic S+ mode activated − my obsession for speed and power began to steer in favour of the German insignia.

However, I felt that the rear end of the AMG was a little too twitchy for my liking, unlike the ever stable and road-hugging nature of the GT-R’s all-wheel system.

BMW’s i8 attracted most attention during the day, crowds undoubtedly being drawn by its futuristic appeal. The aspect that I found most appealing was overall fuel consumption – it will surely revolutionise the manner in which we view this segment in the future.

Also, the interior refinement qualities of the Germans are a major influencer taking into account that all three vehicles are priced from around the R1,5-million mark upwards.

The GT-R is by no means a rough diamond either − the interior is reminiscent of a combination upscale track car with Gran Turismo luxury.

Overall, in terms of value for money, my buck is still on the Nissan − considering that it is R300 000 cheaper than the base i8, and nearly R700 000 cheaper than the AMG GT S with the accompanying Edition 1 pack.

This means that you could most likely fill up and pilot the Nissan to the limits every day for a year purely on those savings alone.

20 -

September 20, 2015

ON YOUR SIDE

Modify at your peril Read the small print and you’ll find that modifications to a car will likely cancel the warranty...

Wendy Knowler

Consumer Line

D

id you know that if you change the plug on an appliance you’ve bought, you’ll void the supplier’s warranty on it? That’s potentially an expensive mistake, but it pales in comparison with the implications of modifying your car.

Motor warranties − both the manufacturer’s and mechanical warranty policies aimed at the second-hand market − spell out in their documentation that modification will cancel the car’s warranty.

Even the Consumer Protection Act’s consumer-friendly “implied warranty” against defects within the first six months of a product’s life falls away “where goods have been altered”.

Often car owners don’t spend time reading the fine print of the warranty, and in the case of second-hand cars, an existing warranty-waiving modification may not have been disclosed to the unsuspecting buyer.

A Durban man who bought a

modification had voided the car’s Audi South African warranty.

Asked why the car owner was not given the opportunity to accept or reject that repair quote before the repair was carried out − a CPA requirement − the dealer principle told me the owner was asked at the outset if there were any modifications on the vehicle, and he said there were none.

“Only after the engineering change modification came to light through tests to ascertain the cause of failure, did the customer admit to the plug-and-play unit,” he said.

second-hand Subaru WRX had no idea the engine had been modified by the previous owner, that is until his claim for an oil pump and engine replacement was rejected by a motor warranty company because of the modification.

Short-term Insurance Ombudsman Dennis Jooste recently issued a warning about mechanical warranty policies as his office deals with a steady stream of complaints from motorists who feel their claims have been unjustly rejected.

Often sold by second-hand car dealers, Jooste said, in many cases the way these policies are sold does not comply with the provisions of the Policyholder Protection Rules, which state that the seller must provide the consumer with precise details of the cover, including the trip-up exclusions − such as modifications − waiting

periods, penalties, excesses or restrictions.

“Often the consumer completes a one-page application form and is then given a booklet with the policy’s terms and conditions and told to read it at their leisure, or is told that a copy of the policy will be forwarded to them within 30 days,” he said.

A Durban man unwittingly voided the manufacturer warranty on his new Audi S3 earlier this year by installing a “plug-and-play”, a unit he described as “completely safe; all it does is help improve fuel economy and performance”.

Within two months the car’s turbocharger was broken, and the car was towed to the dealership where he was told it would be repaired under warranty. But when he went to collect the car, he was presented with an invoice for R71 000 and informed that the

“We would have immediately informed him of the associated risks if we were dealt with honestly upfront.”

The Audi owner denied being asked upfront about modifications, but as there’s no record of what was said or not said in this regard, he had no case.

Modern vehicles are tested to deliver the best possible balance between performance, power, efficiency, durability and safety, and backed up by the manufacturer, guaranteeing quality and workmanship,” the dealer principle said.

“To modify any aspect of your vehicle could influence this fine balance.

So it’s always recommended to keep to manufacturer-approved accessories and refrain from modifications.”

And what if a dealership sells a “new” vehicle which has already been modified?

I recently received a complaint − yet to be investigated − from a man who bought a bakkie for his son off a showroom floor − “sold as brand new”, he said, with a lowered suspension and non-standard 17-inch rims.

“We only learnt later that the modifications, while they made the bakkie look very nice, cancelled the manufacturer’s warranty,” he said. “We told them they should have disclosed that to us but the salesman claimed he never knew.”

So here’s the advice: consumers must be exceedingly wary about any modifications at all ¬ both when choosing to modify new or second-hand cars themselves, or buying a car second-hand. Ask very specific questions about pre-existing modifications, and get a “no modifications” claim committed to writing.

Dealership staff must make a point of discussing the modification issue with customers when selling new cars; finding out about and disclosing existing modifications on second-hand vehicles they put up for sale, and getting complete clarity on the issue before going ahead with “warranty claim repairs”.

Contact Wendy at: consumer@knowler.co.za

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- 21 September 20, 2015

GETAWAY

Valley of Heaven A visit to the magical Ezulwini Valley in Swaziland is certainly a celestial experience, writes Bruce Fraser

W

HEN Agnes Hleta arrives at her stall in the Ezulwini Valley just outside Mbabane, Swaziland, it’s long before the early morning rays of light brush off the coolness of the spring air.

Daylight doesn’t come early to the Valley. The towering Mdzimba mountain range − its summit with a coating of mist like rising steam − somewhat prolongs the dawn of a new day.

As she meticulously goes about setting up her stall at the market for another day of trading − she prays the buses carrying tourists from abroad will arrive. Sometimes her prayers are answered.

Other days ...

Hleta, like thousands of others in this small landlocked kingdom, relies on the spending power of tourists for survival. The lines on her face tell the tale of her life − one of hardship, tragedy but ultimately of encouragement and hope.

The money she makes from selling a variety of souvenirs, from bracelets to shirts, dresses and calabashes, is used to support her last remaining daughter and four grandchildren.

22 -

“I’ve buried three of my children,” she tells me matter-of-factly, but with a heavy sigh.

Perhaps insensitively I inquire from what. “Illness”, was her simple reply. In a country that has one of the highest HIV infection rates in the world, silence perhaps best explains everything.

Swaziland has long been a favourite destination of mine. From my days of working with various NGOs in the Piggs Peak region, I learnt to respect a people with a strong cultural identity.

Often dressed in beautiful, traditional attire, the Swazi people take pride in their tradition and heritage that many other people today seem to have long forgotten.

Following independence from the British in 1968, Swaziland was divided in to four regions − Hhohho, Manzini, Lubombo and Shiselweni.

Landlocked primarily by South Africa, Swaziland today is like many modern-day African countries, full of contrasts and contradictions.

Striving to make headway in a rapidly developing world when it comes to infrastructure and technology, it still manages to achieve a balance with a proud respect for its past.

The Ezulwini Valley is a perfect example. Recognised as the fastest developing area in the country, the Valley today is in stark contrast to that of a mere 15 years ago.

Shopping malls, new hotel developments and an abundance of natural beauty means it has become the tourism hub for the country.

My home for a quick two-day stay was at the grand old dame of the area, the Royal Swazi Spa. From its open-plan design, overhead fans, grand piano and early evening cocktails on the patio adjacent the lovely swimming pool, it has that distinctive colonial feel.

And as much as I would love to have had a hit-out on one of the floodlit tennis courts, gone 18 holes on the championship golf course or simply kicked back and savoured a body treatment at the onsite spa, it was the immediate region I was there to explore and time was of the essence.

There are a number of tour operators who will escort you on day tours in the area but the road network is pretty simple to navigate and most places of interest are clearly signposted.

The secondary road that runs from the capital Mbabane through the Valley and on to the second largest town in the country, Manzini, is the MR103. It’s an excellent road with many markets jutted along its path.

One of these is the Mantenga Craft Centre which has a wide variety of local art and craft on offer. Bartering is quite acceptable and with the local currency (the lilangeni) is on par with the rand, there are definite bargains to be had.

Another must-see place is the world-renowned Swazi Candles. A visit here is quite an informal experience where you get to interact with the craftsmen as they creatively carve the most innovative of candles.

For overseas visitors there is the added benefit of having any purchase you make delivered directly to your home address, which saves you having to carry around a rather chunky and heavy item for the rest of your holiday.

Just down the road from Swazi Candles is another tourist landmark, the Milwane Wildlife Sanc-

tuary. Home to an abundance of wildlife and fauna, Milwane also offers a wide range of accommodation options, one being the beehive huts for those looking for the traditional Swazi experience.

Also situated within the wildlife sanctuary is the ominous-sounding Execution Rock (1110m high).

This towering slab is these days part of various hiking trials but its history is a little more interesting.

The rock derives its name from a century ago when convicted criminals were made to walk to the summit and plunge to their deaths.

Those who resisted the final ascent would be prodded with a spear by a Swazi warrior as way of encouragement.

Depending on who you talk to, it’s a practice that has been long outlawed. Others, though, maintain it is something that happened up to fairly recent times!

So that sums up my brief visit to Ezulwini, or as many call it, The Valley of Heaven. It’s undeniably a region of contrasts and has its fair share of problems, but it has soul and the heart of its people beats as strongly as ever.

September 20, 2015

GETAWAY

GETTING THERE

WHERE TO STAY

The easiest way from Gauteng to the Ezulwini Valley is to take the N12 highway which links up with the N4, turn right on to the R33 Carolina and then head for the Ngwenya/Oshoek border post. This should take approximately 3.5 hours From there it is about 38km to the Valley via the MR3. Looking for a vehicle that would provide not only comfort but the opportunity for a bit of off-road activity, the Lexus NX 200t proved a great choice. Fuel consumption sat at a reasonable 10l/100km throughout the trip and its elevated ride height an added bonus when performing a bit of bundu-bashing.

There is certainly no shortage of quality accommodation in Ezluweni, with the Royal Swazi Spa still the crown jewel for many. According to the hotel’s general manager, Lance Roussouw, the hotel runs at a healthy 80% occupancy. The majority of tourists come from South Africa but a busload or two of overseas visitors pass through each week.

With Swaziland so dependent on tourism − which contributes approximately 12% to the countrys GDP − it was reassuring to hear Roussouw chat about the “excellent relationship” between hotel groups and the government.

NEED TO KNOW

A special report by the editorial team of Sunday Times Motoring in association with Lexus South Africa and Sun International September 20, 2015

The Swazi currency is the Lilangeni - which is on par with the Rand. Both curriencies are accepted in Swaziland as are major credit cards. There are 13 border posts for entry/exit into Swaziland. We went through Ngwenya/Oshoek, which was hassle free. It can get busy over long weekends. Hours: 7am-midnight SA passport holders do not require a visa. Foreign passport holders can check with the Swazi consulate (011) 403 2050 Fuel is readily available at service stations and there are numerous stops along the way for a break.

The majority of Swazi people are fiercely protective of King Mswati III. Disparaging remarks about him are not advisable.

The Royal Swazi Spa’s strong points are its excellent sporting facilities, casino, proximity to many tourist attractions and that feeling of slightly bygone decadence.

Rates: From R1 672 for two people including breakfast www.suninternational.com

- 23

SAGE ADVICE

They don’t build them like they used to Must you sell a kidney every time you take your car for a service? I blame planned obsolescence alise that it is designed to fail at this mileage.

Sagie Moodley

All the Answers

P

lanned obsolescence in industrial design is the planning of a product to have a limited lifespan so it will become obsolete, or fail to function at its optimum after a certain period of time.

Planned obsolescence, when designing a motor vehicle has potential benefits only for the manufacturer and none for the end user. The owner of a vehicle that has parts designed in this manner must realise that at some time in the vehicle’s life, he is in for some major repairs which will cost him a pretty penny.

When a mechanic or service adviser tells you that a part of significance has failed and it is going to cost you serious money, only then do you question why. A part of such importance should not fail at 125 000km.The answer you receive from your service centre does not satisfy you.

When you decide to search for a more appropriate answer, you re-

contributes to such premature failure, I smiled and tried to explain built-in obsolescence. Unfortunately you have to buy complete units and not just the plastic bits that break.

So you spent a whole lot of money on your vehicle but you have to spend even more after a certain period of time. Yes, we all know mechanical parts cannot last forever, but designing them to fail after a determined time? Is this engineered theft?

Yes, once again, a vehicle designed by some of the best engineers in the world, has more plastic bits than metal ones and costs an arm and a leg.

The manufacturers will claim everyone does it. But does that make it right? Does this type of process ensure that industry is productive thus ensuring a good economy − or is it just greed?

There are so many vehicle parts being made out of plastic or nylon compounds that previously were made of metal. These components fail more often than those made out metal.

On some vehicles, the water pump impeller is made of a nylon compound pressed and fitted onto a steel shaft. How long do you think this combination is going to last?

The alternative or aftermarket part is designed and built better than the original. Does this say something about the manufacturer? I now know why manufacturers insist on original parts.

On some cars the entire thermostat housing and sensor holder is made of plastic. Plastic on an alumini-

um cylinder head! I wonder which bright spark thought of this? I can understand weight reduction, but this is bordering on lunacy. The cost of replacement can be as much as R3 000 in certain instances and you have to replace the entire unit.

When cars were built to last you could buy single replacement items without selling one of your children.

Cambelt replacement has got to be the best way to generate income, ever. The reason given for the shift from chain-driven camshafts to belt-driven, was weight reduction.

When you replace a cambelt on

certain vehicles, you also have to replace the water pump. So where does the so-called weight reduction come in? Chains were almost never replaced every 60 000km, unlike cambelts which have to be replaced as per manufacturer’s specification.

This ensures an added expense on your service bill.

The electric window mechanisms on almost all the new vehicles are designed to fail after “X” number of times the window is used. When asked by a client of mine as to what

If someone can explain to me the thought process behind these socalled new techniques of reducing weight in a vehicle by using plastic and nylon bits and pieces, to reduce fuel consumption, and make it better for the environment, where are we dumping these non-degradable plastic parts after we have replaced them for the umpteenth time?

Having worked hands-on repairing cars and trucks for the past 25 years, I have seen the motor industry progress from motor vehicles that are very basic, to cars that could embarrass the space shuttle when it comes to technology. I am the last person to condemn the march of progress but I have seen failures of new technology that leave much to be desired.

Contact Sagie at: segi@segisauto.co.za

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INNOVATIONS

AC Schnitzer the one to watch

Y

ou already know about the tuning magic AC Schnitzer works on models from BMW, Mini and Land Rover.

But their expertise extends to timepieces too. This is the Quartz Chronograph 4 – and you might want to include it on your Christmas list to Santa. Buyers have a choice of strap, black leather or more rugged silicone. The body of the watch is made from brushed stainless steel and promises water resistance for up to 100 metres. Schnitzer says there are extra instruments for “other situations in life” – track days perhaps? These include a tachymeter and dials counting seconds, minutes and hours. There is a stop-watch function too, for your weekend stints around Zwartkops.

Staying alive

D

iscover Nine has been appointed national distributor for Alcohol Countermeasure Systems in South Africa and it is marketing the ACS Alcolock V3 as its premier product. David Lynch, the founder of Discover Nine, describes the Alcolock V3 as an alcohol ignition interlock device which measures the breath alcohol concentration of a vehicle’s driver and prevents the engine from starting if the reading is over a predetermined limit. In lay terms it means that if a driver does not provide and pass a mandatory breath test the vehicle is immobilised.

“The Alcolock removes the possibility of someone who is drunk driving a vehicle, which in turn helps to make roads safer,” says Lynch. He adds that the device is compatible with any ignition system including those used on motorcycles and heavy equipment. ACS boasts tier-one supplier status to several vehicle manufacturers including Volvo Truck and Bus, Volvo Car, Iveco, MAN, Mercedes-Benz and Renault Bus.

Street cred rev up Join Ignition TV on DStv Channel 189 for Tuning – an inside look at trends in the global vehicle customisation industry. John Whittle reports

F

or as long as there have been motorised vehicles, owners have had an insatiable urge to tune them in one way or another, be it for performance, economy or to appeal to a particular taste. So great has the demand for personalisation and customisation become, many manufacturers have joined the trend, establishing their own in-house tuning divisions.

Brands such as Audi’s S and RS, BMW’s M, Ford’s ST, Honda’s Type-R and Mercedes-Benz’s AMG provide some examples of in-house tuners while AC Schnitzer, ABT, Brabus and RUF are independent houses renowned for taking customisation concepts further.

Tuning needn’t only apply to new vehicles, however. Many a tuner jumps at the chance to revitalise

an older car and, while some might recognise a vehicle as being a bit dated, age is irrelevant in the world of customisation.

Classic American muscle cars are, in fact, prime candidates for a good tune-up, being reinvented as rat rods, low-riders or just showpieces.

In Japan, cars with small-capacity turbocharged engines are the order of the day, sought after for their unique and sometimes bland styling which tends to lend itself to unparalleled levels of tuning.

sure not to miss Tuning, a new series on Ignition TV, DStv Channel 189, which shows everything from the outlandish and bespoke creations of Brabus to the Roots brothers and their very first supercharger.

The show takes a compelling look at car tuning culture, celebrity presenter Lucy Diakovska offering indepth insight into world-renowned, as well as lesser-known, tuning houses responsible for some of the world’s most fascinating vehicles imaginable.

In Europe, pioneers such as John Cooper, Carlo Abarth and Richard Hamann have helped to instigate significant performance and customisation trends.

While tuning culture varies between continents, ultimately every tuner is driven by a love of cars. Be

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BUSINESS

Beating the competition Nigeria is a looming African competitor but efficiency in local auto manufacturing will keep rivals at bay. Mark Smyth reports

V

ehicle manufacturing output in Africa increased by 15% last year to 719 608 units. South Africa produced the most – 566 083 vehicles – up 3,7% on 2013’s figure. And the number looks set to be eclipsed in 2015 with production in the first quarter up 20%. Elsewhere on the continent, Morocco produced 231 986 units followed by Egypt (42 515), Algeria (1 244) and Tunisia (540).

In Nigeria – which is in the process of revving up its auto industry – the majority of output is confined to vehicles which are assembled from kits imported from other countries, including South Africa.

to South Africa’s auto industry. Is it?

“I’m not convinced,” says Rob Williams, head of automotive supply chain at DHL. “The South African industry is well established. It will take 15 to 20 years for Nigeria to put similar infrastructure in place.”

At the moment Nigeria in the process of establishing an automotive manufacturing programme which mirrors that of South Africa’s Automotive Production Development Programme (APDP). Ultimately it wants to lure automakers to the country to invest in full manufacturing facilities, one of its aims being to create about 70 000 skilled and semi-skilled jobs. And it is not alone. Ethiopia is also looking to create its own automotive industry.

For instance, bakkies built at Nissan’s Rosslyn plant near Pretoria are sent in knocked down form to Lagos for assembly. Also, Ford announced recently that it would be following a similar strategy with its Ranger, a model also produced near Pretoria at Silverton.

Alec Erwin, a former Minister of Trade and Industry in South Africa, has been counselling both countries with a view to establishing an automotive manufacturing hub in Africa, which he believes will also increase opportunities for South Africa.

Still, mention Nigeria to some people in the motor business and they become uneasy, perceiving the country to represent a threat

“Africa will become like Southeast Asia,” he says, explaining that, just as China exports to Japan and vice versa, so South Africa will establish

similar co-operative trade relationships with its northern counterparts.

Africa is ready to co-operate,” says Gavin Maile, automotive leader at KPMG Africa.

Already, Erwin says many South African automotive manufacturers and component suppliers are making investments in Nigeria. “Few countries are entirely self-sufficient,” he says.

“If countries we are talking to agree to work together and use our components it’s a win-win situation – but if they impose duties then there’s nothing in it for us.”

Not everyone agrees with him though. “In philosophy, it’s a great idea, but in reality I don’t think

The way Williams sees it, threats to the local auto industry emanate from South Africa itself, rather than

countries to the north. Citing the example of competition for manufacturing contracts between vehicle plants in Argentina, India and South Africa, he says: “If South Africa is perceived as unreliable from the point of view of the exchange rate, energy costs or labour costs, then there is a genuine threat to local auto manufacturing. Efficiency is the key to keeping rivals at bay.”

No time like the first time A full list of every car that bore my name on its registration papers is like an exhaustive autobiography; each model in its own way acting as a metaphor for the life I was enjoying at the time Andy Rice

Hornblower

T

HE human brain loves lists. Any publisher will agree – books of lists have always sold like wildfire, and now in the era of digital media the web is fuelling the phenomenon to reach even greater heights – check out websites like ListVerse or Buzzfeed if you don’t believe me. They draw list lovers from every corner of society in unimaginable numbers.

No doubt psychologists have a more profound explanation, but I suspect it’s got something to do with making topics concise, memorable and easy to compare. Which is why we men mentally draw up lists of those things that really, really matter to us, like Star Wars laserlight chop sticks, rocket-powered roller skates and Death Star biscuit jars.

And all the cars we’ve ever owned.

26 -

A full list of every car that bore my name on its registration papers is like an exhaustive autobiography; each model in its own way acting as a metaphor for the life I was enjoying (or enduring) at the time. It was certainly unrequited lust for an Italian colleague who encouraged me back in the early ’80s to lobby for that Alfasud ti as a company car, and I can’t imagine what led me to believe a while later that an “upgrade” to an Alfetta would bring me more success.

Frankly, the battered Peugeot 504 Estate that for a year or so carried me around town in a permanent haze of blue smoke was a better babe magnet than any Alfa. And more durable too, for no doubt Puff The Tragic Wagon (as the Peugeot was known) is still doing sterling service as a taxi somewhere in rural Zimbabwe.

The ex-French Post Office Citroen 2CV van in which I toured the fleshpots of Hillbrow certainly matched my carefully cultivated bohemian image, although the mud-brown Triumph Chicane that I found myself in a few years later catapulted

me straight into middle age rather sooner than I had intended. Thereafter I studiously avoided “mature” motors, an Audi A4 Avant and my current BMW 520d being the nearest concessions to advancing age that I allowed, and even these were interrupted by a blue – very blue – Subaru Impreza WRX in which I undoubtedly looked less cool and youthful than I hoped to be.

only 20-something seconds, a level of performance presumably financed by the money saved by not adding a boot lid or a heater to its already short array of features.

The speedometer had long since expired, but I learned to judge the car’s speed quite accurately by watching the road flash past through the holes in the floor. But

all things must pass (metaphorically and literally in this case), and when the mechanic gently told me that it had rampant and terminal chassis rot, my Standard Eight failed its roadworthy test for the final time.

Chassis rot? At least The First One on another list of mine suffered from no such ailment.

Oh yes, there were many others.

There was an unfaithful Renault 12, a dipsomaniacally thirsty “Heavy Chevy” 2500, a bulletproof Mazda 616 Capella, a couple of Golfs (GTI of course), an elegant and airy Passat Variant, and even a rep-mobile Cortina Mark IV. But, as with so many other things in life, nothing beats The First One. My very first set of wheels, the car that stole my automotive virginity, the car that entered my life back in 1968, acquired for the princely sum of £25, was a matt black mid-fifties Standard Eight.

Eight hundred cubic centimetres of finely engineered overhead valve technology sped it to 80km/hour in September 20, 2015

MOTORCYCLING

attack AFTER the successful launch of its mini-superbike, the 300cc R3, Yamaha has announced that it will be using the same ingredients for a naked version to be called the MT-03. This will put Yamaha up against KTM and its Duke 390, both models aimed squarely at the hearts of teenagers and the wallets of their parents.

BIKING BITS Mat Durrans

In the Saddle

Pitt on MotoGP

Zen and the art of motorcyling START this conversation in a pub and you might as well order an ambulance instead of a taxi home. Very little sparks the kind of passionate discussion (aka raging argument) that this subject evokes. Before you all spew forth numerous famous mountain passes from around the world, I’d like to restrict this opinion to South African roads. And I mean roads that are tarred, no off-road routes for the sake of this discussion.

And it is a view about roads suited to bikes, not cars. What’s good for one is not necessarily good for the other.

I’ve ridden, I’m pretty sure, just about every such decent road in South Africa, and I’m here to tell you that the best of them all is in Mpumalanga − the first 22km of the road from Sabie to Hazyview to be precise.

No, it doesn’t have the views of some of our amazing coastal routes, but I’m more interested in the road itself, rather than the scenery that comes with it. The way the ’22’ throws great sequences of corners at you, most of which are beautifully surfaced (if occasionally a bit bumpy) and entirely predictable, allows you to get in a trance-like rhythm as you sweep from one apex to the next, rarely needing any brakes to modulate your speed.

No road I’ve ridden in South Africa, at pace, on a powerful road bike, is quite so involving. None give me the same feeling of bike and rider being in such harmony. Nothing else I’ve ridden provokes quite the same desire to turn around and go back for another blast.

I’ve no doubt some readers are now barely able to control their rage at my ignorance, so feel free to correct my misguided view and inform us all exactly where the best biking road actually is. info@thebikeshow.co.za

Honda’s Africa connection

HITTING the Apex is a new film about the world of MotoGP that debuted at the Silverstone round of the Grand Prix championship at the end of August. Brad Pitt narrates the story of six of the world’s top riders − Rossi, Lorenzo, Marquez, Stoner, Pedrosa and the sadly departed Simoncelli.

The Hollywood legend is an unashamed Rossi fan, and is often spotted at various MotoGP races throughout the season. No details are available on a possible South African release date.

H2 wins big KAWASAKI’S H2 was voted Pirelli SA Bike of the Year for 2015 by 13 motorcycle journalists at the end of August. The supercharged 1000cc hyperbike impressed with its performance, aesthetics and brave new engineering. At R310 000 it isn’t cheap, but who said insanity was affordable?

HONDA will soon be launching its new Africa Twin, with bikes available for sale by early next year. Once a 750, the new model will feature a 998cc parallel twin and will be available with the optional dual-clutch transmission. ABS will include an option to remove it from the rear wheel for optimised off-road performance.

September 20, 2015

- 27

OLD TIMERS

Stuart Johnston

Classic Cars

I

The thing was, for the kind of money you would spend on a BMW 3-Series that had been pulled through its owner’s armpit, or a Mazda Sting that had cigarette burns all over its grubby, velour-upholstered seats, you could find yourself riding in a pristine luxury mobile, albeit about two decades out of fashion.

Like Levi’s and old leather jackets, the venerable Merc W123 has come back into fashion

remember the flutterings of incomprehensibility amongst my mates when I first embarked on my love affair with a W123.

Denis Droppa, editor of Star Motoring, said to me: “Hey Stu, I always figured you for a beat-up old Mustang or something, rather than this… uh… old lady’s jammie.”

Pass with rapier-like precision. But he was like, aah, well, whatever blows your ears back.

That was Droppavitch at his best: subtle, well-meaning, but telling it like it is. Then I took my other great motor-journo mate, Egmont Sippel, for a spin.

Actually “spin” is the wrong terminology for a short ride pertaining to a Merc of this vintage – a cruise around the harbour would give you a better idea of the wafting sensations these cars invoke in their passengers.

But the guy who put it all into perspective was the maniacal race-driver and son of filmmakers Koos Roets and Katinka Heyns.

I was chatting to Reghardt Roets one day when he was working for a hot-shot tuning house in Randburg, and pointed out my beautiful yellow Merc, parked incongruously alongside supercharged Chev Luminas and M3s with great bulging wheel-arch extensions.

“Yeah, old Johnnie. You have to get into the zone when you drive one of these,” said Sippie.

The way he said it, I knew that the esteemed motoring editor of Rapport could not for the life of him relate to a car that could not be flung around the Franschhoek

“Ja,” said Roets, who has the wildeyed look of a dog you see patrolling the fences of scrapyards in Beaufort West. “The dominee’s car.”

Man, that put it all into perspective.

This was the Merc that the congregation saved and scrimped for to

make t h e i r dominee feel like he’d really arrived. It was the base-line Merc at the time, which meant it was almost affordable, but it had the three-pointed star attached to the bonnet and that brought status like nothing else.

Dominees drove them, and yes, little old ladies whose hair was frosting from ash-blond to iron grey.

This was what I was after, a car that had been pampered way beyond its value.

I have owned two W123s – I love using that Benz factory-type code, it’s like you are discussing a World War II submarine or something – and both have given me amazing service, though both have gobbled fuel in a manner which I could relate to back in my whisky-swilling days.

So that’s what I did, bought a 200 manual model back in 2003, the last of the carburettor-fitted Mercs, and I have never looked back. Actually, I have looked back often in the rear-view mirror because, in an old W123 – even the most potent 280E six-cylinder model – you don’t change lanes or do anything else suddenly without checking that all is clear at the bow end of the ship.

A ship indeed. There is nothing quite like the floating sensation these cars give you as you sail along, your head resting comfortably against the B-pillar, your right arm on the substantial arm rest, and your behind squirming for traction in seats that resemble the Gomma Gomma furniture that was all the rage back in 1977, the year the W123 series broke cover here.

Those cars came in 200 and 230E guise, and in six-cylinder form wearing 250 and 280 badges. Owning one meant you were an executive well past the junior phase, but still not quite into

the top echelon commanded by S-Class drivers.

They were on sale here from 1978 to 1985 and many people rate them as the best cars Mercedes-Benz has ever built – “the last of the solid Mercs.”

I tend to go along with that, because the upholstery on mine seems as if it will survive into the next Ice Age still looking as if it just left the trim shop in East London.

In the six years I’ve owned my 1985 model – bought for just R25 000 – I’ve had the cooling fan welded up so it runs all the time in traffic (R350) and a clutch master cylinder kit replaced (R1 000).

I renewed all four tyres when I bought the car from a little old blue-rinse lady who lived in Vanderbijlpark.

The previous one – which I had bought in 2003 – went to my exwife who needed something indestructible.

Ja, these Mercs. Like my old Levi’s and leather jackets, I have found that if you keep something long enough they come back into fashion – which is why the editor of this inaugural publication asked me to relate my W123 experiences here.

Nowadays, if I drive down 4th Avenue in Parkhurst or Camps Bay Drive or somewhere equally happening, the kids at the pavement café go: “Yeah! Nice ride!”

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-2

MOTORSPORT

BAD, BAD LEEROY Castrol Team Toyota rally crew Leeroy Poulter and Elvéne Coetzee are going great guns as the season draws to a thrilling close, writes Siyanda Ndlovu Gugu Zulu

Behind the Wheel

Where’s the rainbow

at the racetrack?

Gugu Zulu is one of three black South Africans who have made a career in motorsport. The other two have dropped out. What does this say for transformation, he asks Many people wonder how I got involved in motorsport. It was not through your traditional go-karting at the age of six.

Instead, my start in motorsport came extremely late, when I was 22 years old.

I was fortunate that it was the time of our country’s new democracy and there was a development programme being run at Kyalami called the Isondo Racing Academy that took kids from previously disadvantaged communities and introduced them to motorsport.

In 1998 the academy had trials for about 500 kids – I was one of a lucky 20 selected for the inaugural race season in 1999.

The first championship, the Vodacom Isondo Sports2000, was won by Irshad Jaffer, who then went on to do a couple outings in Touring Cars (Class B).

As for me, I managed to win the Sports 2000 series championship in 2000 and promptly got employed by Sarel van der Merwe to race in the Wesbank V8 Series.

Chad Francis won the 2001 championship – he would end up doing five outings in the Vodacom Sports Prototype.

By year three the development programme had hit troubled waters with sponsors not renewing. This led to the demise of the programme.

In the Eastern Cape Terry Moss had identified Tschops Sipuka as a talented prospect, also in the late 1990s. Sipuka started racing in the Volkswagen Polo Cup and in time would win the championship on three occasions.

He later went on to race pro-

duction cars, first for Nissan and eventually Audi. Following a racing career that spanned almost 12 years, Sipuka chose to hang up his gloves and concentrate on business and family.

Another black person to have made a name for himself is Phillip Kekana who, through the help of Sasol and Toyota, managed to get onto the track for a couple of years, but soon disappeared from the scene and is now an advanced driving instructor.

Looking back, it’s sad to realise that of the numerous kids that came through the Isondo development programme, I am the only one to have made a career of it.

Why is that only Sipuka, Kekana and I are the only drivers of colour to have made a career in motorsport? What happened to the others? What happened to the development programmes?

Has the sport transformed?

Leeroy Poulter and navigator Elvéne Coetzee last year won the South African National Rally Championship, ending a 10-year hoodoo for Toyota. They seem well on the way to a successful title defence, topping the table with only one event left before the championship’s climax We spoke to Poulter about the season so far – and how he planned to keep rivals at bay…

Q: A great season for you so far? It seems you are en route to a successful title defence?

A: It has been a tough, challenging season especially because we have had to work very hard to catch up with Ford’s Mark Cronje after losing the first three rallies. Subsequently, we seem to have developed a winning formula.

Q: As a defending champion, how were you affected by Cronje’s success? It seemed that his Ford was unstoppable …

A: It just makes you work a lot harder as a team when you face that type of situation. It motivates technicians to find more pace in the car and it motivated Elvéne and me to work harder on our driver/navigator relationship.

Q: With Ford’s domination in the early stages of the season and the Volkswagen team of Gugu Zulu and Hilton Auffray picking up good form as events progressed, did you feel pressured?

A: No, it didn’t worry me because, at the same time, the Castrol Team Toyota contingent was gaining similar momentum. My team mates Giniel [De Villiers] and Carolyn [Swan] were on a charge, too. For sure, Gugu and Hilton have had one of their best seasons but Giniel and Carolyn have come on even stronger as of late.

Q: For you, things took a turn for the better at the halfway mark of the season in Bela Bela, where you got your first win…

A: Yes, but we had to win the Bela Bela event to keep our championship hopes alive. That victory, coupled with the successful testing we had been carrying out, ensured that the team was motivated to continue succeeding in races ahead.

Q: The win was followed by a rally in Port Elizabeth that ended prematurely due to rain… Take us through that.

A: PE has always been a place where Ford is dominant, so to beat the brand in its backyard felt good. The wet weather on day two changed the rally and it played into our hands…

Q: From PE to Cullinan – were you optimistic that you could win three in a row?

A: Again, it was a must-win situation at Cullinan, otherwise we knew we wouldn’t be in a position to contest the championship. Mark was really fast on the first day but we worked hard and kept tabs on him over the rocky, dusty route.

We were cautious in our approach, though, in the early stages careful not to take chances to preserve the car. We pushed hard towards the end, managing to win on the last stage – the longest of the rally.

Q: With the pace things were going towards the end, did it ever cross your mind that victory could elude you?

A: In fact I was thinking that we just had to keep the pressure on. The race could have gone either way at that stage – we could have been the ones to land up having problems.

Q: How do you plan to defend your crown in the last leg of the championship?

A: Glyn [Hall] and his team at Toyota Motorsport have been working hard to ensure that our car delivers its best. Our main focus will be to stay in front. We have spent a lot of time testing and watching tutorial DVDs to ensure that we are ready …

Leeroy Poulter and Elvéne Coetzee

The fact remains, motorsport is expensive and running an academy or development programme requires huge funding, unlike soccer, rugby and cricket, where start-up is relatively inexpensive.

Sadly, I doubt we will see any programmes in the near future, because the current state of motorsport is rather gloomy due to a lack of sponsors. Motorsport is just a hobby in South Africa and not an industry like it is in the US and Europe, and transformation will be extremely However, there is glimmer of hope for the next Gugu slow.

Zulu, Tschops Sipuka and Phillip Kekana. Read more in my next article when we identify them and the way forward for transformation in the industry.

Contact Gugu at gugu@soonconcepts.com

30 -

September 20, 2015

CALENDAR

MAGGS ON WHEELS

UPCOMING EVENTS

TODAY

F1: Singapore GP (2pm South African time)

SEPTEMBER 27 Circuit cars, Dezzi Raceway, KwaZulu-Natal

SEPTEMBER 27 F1: Japan GP (7am South African time)

OCTOBER 3 Circuit Motorcycles, Dezzi Raceway, KwaZulu-Natal

OCTOBER 10 2015 KwaZulu-Natal Cross-Country Car Championships, Winterton, KZN

OCTOBER 10 Karting, Zwartkops Raceway, Gauteng

Around the world

in 80 cars

OCTOBER 11 Formula 1: Russian GP (1pm South African time)

OCTOBER 16 2015 National Rally Championship, Polokwane, Limpopo

Jeremy Maggs

Off the Rim

Driving to the ends of the earth in search of automotive adventure...

Melbourne on track until 2023 By: Julian Linden

Unlike you I’m a great seeker of automotive adventure. I relish the opportunity to drive cars in other parts of the world. Not with much success might I add.

In France, for instance, I was involved in a famous traffic circle incident with Madame Lafarge outside the city of Nice.

How was I to know to look left before right in the accursed insect of a French car I’d hired, which had all of its radio stations pre-tuned to Algerian desert pop?

Surely selecting one’s in-car entertainment takes precedence over basic road safety? Madame L didn’t think so and tried to dent my head as badly as my rented rattle-trap had dented her Renault by using a large, Brie-filled baguette as a club.

She also threatened to call in the Foreign Legion.

Then, in Portugal, there was the incident at the Ponte Vasco da Gama, a cable-stayed bridge that spans the Tagus River at Parque das Nações in Lisbon.

It is the longest bridge in Europe with a total span of 17,2km. I know the exact measurement of

September 20, 2015

this engineering marvel because the angry Arsenio family in their rusty old Seat sedan hooted at me for the entire time it took to drive across.

I can’t remember if I might or might not have inadvertently cut them off while changing the radio station from an all-Fado format to a more upbeat pimba style featuring the traditional sounds of the accordion to create the perfect mood-set for a Chanfana (goat slowly cooked in wine) lunch.

However, I’m told the family still curses me while dancing the flamenco, so my action must have left an impression – the incident happened during the Spinola regime in the 1970s.

In Sweden, drivers are more accommodating and sanguine. As I was navigating my way through a snowbank to a recommended restaurant that served Raggmunk - a Swedish potato pancake fried in butter and served with fried pork and lingon berries – I hit a stationary Volvo that in turn hit an Ikea delivery truck that in turn hit a vehicle transporting an Abba tribute band.

Before being politely admonished I was offered a glass (bucket actually) of akvavit and a chance to meet Bjorn Borg. Those friendly Swedes …

Driving in North Korea is more difficult as it’s not easy to keep both hands on the steering wheel and genuflect to 3D pictures of Kim Jong-un at every intersection.

But in the interests of international nuclear kinship and keeping out of the Hoeryong political concentration camp, one goes with the flow. On the positive side, they don’t seem to mind car dents in downtown Pyongyang.

Naturally you’ll want to know about my most difficult driving experience. The smallest island in the world is Bishop Rock, the westernmost of the British isles of Scilly, which lie off the peninsula of Cornwall.

Melbourne has secured the hosting rights to the Australian Formula One Grand Prix until 2023, the Victoria state government announced this week.

Melbourne last year signed an agreement to continue hosting the race until 2020 and Victoria Premier Daniel Andrews said the state government had agreed to a three-year extension to 2023.

“There’s nothing quite like the Australian Grand Prix in Melbourne and the buzz it creates around our state,” Andrews said in a statement.

Melbourne has hosted the Australian Grand Prix since 1996, when the race was switched from Adelaide but it has became a local political issue after years of heavy financial losses, subsidised by taxpayers.

Formula One supremo Bernie Ecclestone has in the past suggested the race was one of the least viable on the sport’s calendar because of the time difference with the key European television market.

Despite posting record losses amid soaring costs and declining revenue, Melbourne has retained its place as the opening race on the calendar. “We are very happy to extend our relationship with Melbourne,” Ecclestone was quoted as saying in the statement.

-Reuters

Bishop Rock is just 46 metres long and 16 metres wide – about the size of three tennis courts.

On a recent bluebottle fishing expedition I was unable to get the micro-scooter that I’d prebooked and instead was given a Belaz 75710 dumper truck.

It can carry 500 metric tons of dirt - the equivalent of seven fuelled and loaded Airbus A320-200 planes - and let me tell you it’s a tough job parallel parking this beast!

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Add increased uptime to the mix.

And decrease your total cost of ownership.

MBSA/2638/CON

A Daimler Brand

Uptime is being on-site, on time, all the time. It’s what separates you from your competitor.

That’s why our trucks are designed for seamless body mounting – to get your body fitted faster, so you’re on-site quicker.

And once it’s there, our CharterWay® service and maintenance options, FleetBoard® driver and vehicle management system, and durable Genuine Parts will keep it there for longer, so you spend less on maintenance.

Call 0800 133 355 or visit www.mercedes-benz.co.za/trucks for more information.

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September 20, 2015