elbowgreasemonkey

Fiat Abarth – Scorpion Sting

2012-01-16T04:02:00.000-08:00

Hearing that Abarth would finally be makingits way to South Africa really got me excited. The petrol head in me has great respect for companies like Abarth thathave been making cars go faster for over fifty years. There is also nothing better than throwing asmall nimble car, with great power, around Zwartkops.

Abarth are not some new company of IT geekswho think tuning a car means changing some parameters with a laptop. Old school tuners like these are the heartsurgeons of the car world, they are the guys with grease under theirfingernails that were tuning cars when it meant playing around with carburettorVenturis, Jets and porting heads by hand.

Abarth has been linked to Fiat since itsinception in 1949, the acclaimed engineer and motorcycle racers talent hasadorned Porsches, Ferraris, Alfa Romeos and Pininfarina as well as bespokeAbarth racers, while influencing even more.

Abarth became famous as a fierceindependent thanks to his tuning capabilities and bolt on accessories in agrand era of go-faster kits.

The First car to get the Abarth treatmentin South Africa is the Fiat 500, so Abarth is staying true to their legacy ofbuilding small but deadly cars. And I really like the little Fiat 500. It is agreat little city runabout and the wheel at each corner handling is always fun,and now it is a real blast thanks to some extra power.

The current range sees the Scorpion adornthe 500 and 500C and the esseesse kit adds flare and performance in even biggerchunks. The 695 Tributo Ferrari will be produced in extremely limited numbersand is the ultimate 500.

Under the bonnet of the 500 is a 1.4 litre,16 valve turbocharged petrol engine that delivers 99 kW at 5 500 rpm and 206 Nmat 3 000 rpm. This ensures satisfying performance and makes the Abarth easy andcomfortable to drive in everyday traffic. It will also make short work of manybigger engine cars at the traffic lights.

Top speed is 205 km/h while acceleration to100 km/h is claimed to be around 7.9 seconds. Despite this performance theAbarth remains frugal with a claimed consumption figure of just 5.4 litres per100 kilometres.

Exterior changes include special bumpers,rear aerodynamic extractor, twin exhausts and a tailgate spoiler. Twosymmetrical nostrils on either side of the front bumper correspond to theposition of two intercoolers.

Helping put power down on the road is aTorque Transfer Control System. This is engaged by the press of a button andmimics a limited slip differential in corners by using the ESP and brakingsystem to transfer power to the wheel with the most grip.

The 500 Abarth will also be available incabriolet form that boasts all the same specification as the tin top as well asan electrically retractable panoramic roof.

The 500C Abarth also features an optionalfive speed Dualogic MTA gearbox that offers two modes, semiautomatic andautomatic. It is not the smoothest shifting gearbox but it does the job.

The esseesse (pronounced SS) kit is a truebolt on kit of tuning accessories for the 500 and 500C Abarth. The kitliterally comes in a wooden crate, which includes bigger front and rear discs,performance brake pads, revised spring and damper settings, set off by a lowerride height thanks to new springs as well as Koni shock absorbers. 17-inchalloy wheels in either white or titanium round off the looks. In the crate isalso a tyre pressure monitoring system and a set of esseesse badges for theengine cover and tailgate.

In esseesse guise the 1.4 litre engineproduces 118 kW at 5 750 rpm and 230 Nm at 3 000 rpm thanks to a BMC aircleaner and some software tuning. This kit can be fitted to a new 500 or 500CAbarth or retrofitted within the first year/20 000 km.

The new Abarth 696 Tributo Ferrari isdistinguished by a number of stylistic changes as well as substantialmechanical modifications developed by Abarth and Ferrari engineers.

The 1.4 Turbo T-Jet 16 valve engine in thismodel is tuned to develop over 132 kW. This is combined with an MTAelectromechanical gearbox with race inspired paddle gearshift. They claim thatthis model gets to 100 km/h in less than 7 seconds and will reach a top speedof 225 km/h. A Record Monza exhaust helps in the performance department butalso provides this car with an awesome soundtrack.

284 mm multi section discs with fixed fourpiston Brembo callipers and sporty shock absorbers hide behind 17 inch Ferrariinspired wheels and ensure that you can enjoy the extra performance in totalsafety.

The exterior is finished in either ScuderiaRed or Modena Yellow with carbon fibre door mirrors and details like the wheelsand rear intakes are finished in racing grey. This model is also equipped withXenon headlights.

Inside, Sabelt racing seats are fitted andfinished in black leather with a shell and seat base in carbon fibre. Theinstrument panel is specially made by Jaeger and inspired by typical Ferrariinstrumentation.

Only 25 of these cars will be making theirway to South Africa and I foresee that they will become the must have car forowners of real Ferraris, either for their spouse to drive or as a runabout toget fresh Bruschetta or a quick espresso. But one thing is for sure you needFerrari money to spend R550 000 on a little car like this.

Around the track these cars did not fail toimpress, they are well balanced and you really have to overdrive the car to getit out of shape, which is a good thing.

The gearbox ratios are good and the leveroffers a short enough throw which is nice because you need the gears to keepthe revs up as the motor is pretty lazy below 3 000 rpm. A sixth gear wouldhowever be a nice addition to help bring the revs down at highway speeds.

My pick of the bunch will definitely be the500 (tintop or cabriolet) with a manual gearbox and the esseesse kit. The MTAgearbox is slightly inefficient for my liking and the 695 Tributo Ferrari,although a cool little car, is grossly overpriced.

Pricing

Abarth 500 – R230 000

Abarth 500C – R255 000

Esseesse kit – R37 000

Abarth 695 Tributo Ferrari – R550 000

KTM 350 SX-F – Orange owns it

2012-01-12T23:15:00.000-08:00

KTM have once again beenthe innovators in the Motocross market, with the introduction of a 350 ccmachine. And has it been successful, winning the MX1 championship for two yearsat the hands of Antonio Cairoli.

The KTM 350 combines thebest attributes of the 250 and 450 machines, namely the lightness and ease ofriding of the 250 and then the ‘rip your arms out of your socket’ power of a450. Of course with 100 cc less you would expect the engine to be slightly downon power. But that’s not necessarily a bad thing.

What the hard numbers don’treveal is how snappy and free-revving the KTM’s engine is. Keep the throttlepinned and you’ll discover it has a voracious appetite for building revsquickly. And that is the key to riding the 350, rev the heck out of it.

And for someone who grew upriding two strokes this is a nice thing and with 450’s being so strong nowadays,the 350 is a nice way to enter the four stroke market. Because to simply putit, we aren’t all fit and strong and committed enough to really get the bestout of a 450 motocross machine.

But this bike isn’t onlyinnovative in the engine department. With the excellent results achieved in the2011 AMA Supercross series, KTM has proven that the new linkage suspensionconcept is very competitive on any kind of race track. Therefore they decidedto implement the linkage system on all the models from the four strokes to two strokes.It provides a better solution to the increased loading demands of toughmotocross tracks.

Compared to PDS rear suspension, linkage has a higherrising rate, which means that when the rear wheel moves at a constant rate, therate of the shock shaft increases more than on the PDS. Or in other terms, if therear wheel travels at a constant velocity, the shaft of the linkage shock isaccelerating more than a PDS shock. Also the stroke of the shock is longercompared to PDS, which results in better damping characteristics and lesstemperature of the shock. A wide adjustability range of rebound and high/-lowspeed compression damping are KTM standard.

All SX models are fittedwith the latest generation of 48 mm USD front forks with closed cartridgetechnology made by WP in Austria. Due to an internal closed damping cartridge,these forks create more consistent damping characteristics in extreme situationsthan open cartridge systems. Compared to MY 2011, the forks are fitted with newseals and new bushings with an improved Teflon coating which provides bettersensitivity and durability. In addition new, slightly stiffer settings for eachmodel provide a better bottoming resistance.

And we were really impressed with how this biketurned, in both slow and fast corners. We have never been able to get a bikethis low and the level of grip was simply outstanding even though we didn’treally like the Pirelli Scorpion tyres that it comes standard with, the wholepackage just seems to work.

Basically, all motocrossframes for MY 2012 feature the same architecture, but with different geometriesand dimensions matching each displacement and engine design. According to KTMtradition, they are made of modern lightweight chrommoly steel in variousprofiles. The frame design provides high torsional and excellent longitudinalstiffness. In addition, it is designed to absorb energy created from rear wheelimpacts. To the aluminium frame trend of the competitors, the high-tech steelframes of KTM weigh approximately half a kilogram less than the lightestcompetitor. They are easier to maintain, easier to work on, and provide morespace for the tank and other components.

The KTM patented SX triple clamps can be called a“work of art”. CNC machined out of high quality aluminium blocks, thesophisticated design and clamping avoids squeezing of the tubes and supportsfork action. In addition, the design provides a certain flex, which allows thetriple clamps to follow the fork legs when deflected during hard landing orbraking. The Renthal handlebar can be mounted in 4 different positions.

Lightweight high-qualitywheels with CNC machined hubs, high-end EXCEL rims and aluminium nipples arehard to beat and remain the standard in terms of durability and weight - animportant feature supporting suspension action and easy handling due togyroscopic effects.

According to KTMsphilosophy of design follows function, the focus in terms of bodywork was basedon rider ergonomics. And in this respect it was Stefan Everts who took a keyroll during the entire development process, from the first clay model until thefinal product. The results are super slim ergonomics and a bodywork with excellentcontact points between rider and machine. And not to forget features like thetool-free access to the air filter or the incorporated lift handle in the rearfender, which is well protected against dirt from the rear wheel.

Brakes by Brembo are serialequipment of all KTM bikes. Combined with lightweight wave rotors, they are thebenchmark when it comes to feel and brake performance. A further developed rearmaster cylinder features a new internal design providing less wear of the sealrubber and therefore longer durability.

A few years ago KTM proved that an electric start 350SX-F can also be started easily by the press of a button. With a PowerPartskickstart kit the electric starter can be replaced saving 1.5 kg of weight.

I believe the 350 SX-F provides the best of allworlds, without really making and major compromises. And because it is so easyto ride it can make anybody look fast, which is never a bad thing.

Poulter is SA's fastest rally driver

2011-12-05T03:08:00.001-08:00

Castrol Team Toyota’s Leeroy Poulter tops the official Motorsport South Africa seeding list for drivers competing in the national rally championship. Team-mate Johnny Gemmell is seeded third, behind championship runner-up Mark Cronje (Ford Fiesta).

The seedings, which rank drivers according to the results of the timed special stages in each of the rounds of the championship, are an indication of who are the fastest drivers based on their best stage results throughout the season.

The top 10, all of whom competed in the premier Super 2000 class, were (with final championship positions in brackets):
1.    Leeroy Poulter, Toyota Auris (5th)
2.    Mark Cronje, Ford Fiesta (2nd)
3.    Johnny Gemmell, Toyota Auris (3rd)
4.    Charl Wilken, Ford Fiesta (7th)
5.    Conrad Rautenbach, Ford Fiesta (1st)
6.    Hergen Fekken, VW Polo (8th)
7.    Hein Lategan, Peugeot 207 (14th)
8.    Jan Habig, VW Polo (12th)
9.    Enzo Kuun, VW Polo (4th)
10.    Giniel de Villiers, VW Polo (13th)

The national rally seeding is an indication of who are the top drivers in terms of pure speed and the formula for calculating the rankings eliminates from the equation slower than normal stages caused by problems such as punctures.

Poulter finished fifth in the drivers’ championship, two places behind Gemmell He and co-driver Elvene Coetzee, who was fourth in the co-drivers’ championship, teamed up for the first time last year to win the two-wheel drive A6 title in a Toyota RunX.

In only his second year in rallying, the former circuit racing champion scored two wins, including Toyota’s 100th national rally championship victory in the Sasol Rally in Mpumalanga in April, and won 11 special stages. Gemmell and Scottish co-driver Drew Sturrock, who was runner-up in his championship, won 10 stages to give the Castrol Toyota pair 25% of the season’s 86 stages.

“Leeroy’s and Johnny’s final positions in the championship didn’t truly reflect their ability,” commented Toyota Motorsport team principal Glyn Hall, a former national rally champion. “This is borne out by the seedings, which accurately reflect the quickest special stage drivers. Punctures, overshoots and the odd technical problem are all reasons why a driver misses out on the all-important championship points and both of our drivers had their share of bad luck.

“Johnny is an experienced driver and has been in the top three for some time. Leeroy’s achievements this year are remarkable for a driver in his first year in the professional premier category. I doubt whether this has been equalled in any national championship anywhere in the world. The standard of driving in South Africa is world class and the competition has been closer this year than ever before.

“Castrol Team Toyota is fortunate to have two drivers of the calibre of Leeroy and Johnny in our team. They are both future champions and we look forward to giving them both every opportunity to fight for the title in 2012,” said Hall.

The first round of the 2012 South African Rally Championship is the Total Rally in KwaZulu-Natal on March 24.

MINI Coupe - It's bigger than you think

2011-11-10T01:15:00.000-08:00

A Mini is one of the few iconic brands thatcan easily be identified by young and old, due to its simple yet very uniquedesign. That has pretty much stayed the same over all the years, until now thatis.

MINI is on of the few brands, if not theonly one that has managed to get the whole retro car thing perfectly right.They took the basic principles that Sir Alec Issigonis used when designing theoriginal Mini and have come up with a modern car that is funky, economical andgreat fun to drive.

And they didn’t stop there sincereintroducing the MINI in 2001 they have expanded the range comprehensively andnow have five derivatives and 35 models in their range.

The first two seater in its line up seesMINI provide a shot in the arm for the super compact sports car class. But indoing this I think the Coupe has less of the historical charm behind it thatthe other MINI derivatives can bank on in a very competitive segment. The Coupeis just another new model fighting in the super competitive compact class.

But once you get in the drivers seat thenew car radiates the brand’s hallmark go kart feeling with a whole new depth ofintensity and achieves the best performance statistics ever recorded by avolume produced MINI.

Under the bonnet outputs range from 90 kWin the MINI Cooper Coupe to 135 kW in the MINI Cooper S Coupe and all the wayup to 155 kW in the MINI John Cooper Works Coupe.

A six speed manual gearbox is standardfitment on all three models while a six speed automatic gearbox with Steptronicfunction is optional fitment on the Cooper S Coupe and Cooper Coupe.

The MINI Cooper Coupe delivers impressivepulling power to get to 100 km/h in a claimed 9.0 seconds.

The 1.6 litre power unit under the bonnetof the Cooper S comes with full variable valve management as well as a twinscroll turbocharger and petrol direct injection. This results in 135 kW and 240Nm or up to 260 Nm using the overboost making this engine the most efficient inits displacement class. It is also said to be able to get to 100 km/h in just6.9 seconds.

The MINI John Cooper Works Coupe takes thisa step further. Technical details include an aluminium cylinder block andbearing mounts, reinforced pistons, a particularly high strength cylinder headand lightweight crankshafts. The modified turbocharger develops even greaterpressure than the engine in the Cooper S. Torque is up to 260 Nm and 280 Nm onoverboost. This allows the JCW to sprint to a claimed 0 – 100 km/h in 6.4seconds on the way to a top speed of 240 km/h.

A level of chassis quality unmatched in thesmall car segment gives the Coupe handling flair you would expect from thebrand. Precise electric power steering, standard fitted DSC, powerful brakesand measures designed to optimise torsional rigidity ensure that the MINI Coupedriver can enjoy the ultimate in go kart feeling.

MINI has always been about sporty drivingfun, a desire for individuality in everyday driving, premium quality and goodresale value.

The design is slightly different to that ofother models in the MINI range, now with a three box design, helmet roof.Inside there is an eliptic moulding in the headliner, a loading option and rearparcel shelf. In addition to the integral roof spoiler an active rear spoileroptimises airflow at higher speeds.

The roof is also available in three coloursand can be combined with numerous body colours while the stripes over thebonnet are in alternating complimentary colours.

Helped by a high opening tailgate and largeluggage area, the MINI Coupe displays outstanding versatility in day to daydriving, when transporting leisure items or sports gear.

MINI sees their major competitors as the VWScirocco, Honda CR-Z, Peugeot RC-Z, Megane Coupe but these might be competitorsin terms of the exterior design but they are all four seater vehicles.

It seems just like its parent company,BMW, MINI are ahead of the competition and once again creating a new segment, amore affordable, smaller, sporty two seater Coupe.

Pricing

Coupe Cooper manual R 265 465

Coupe Cooper automatic R 283 178

Coupe Cooper S manual R 321 323

Coupe Cooper S automatic R 338 093

Toyota FJ Cruiser – Funky yet Functional

2011-10-03T23:11:00.000-07:00

Many 4x4 enthusiasts dream of owning aToyota Land Cruiser, due to the unstoppable, indestructible reputation thatthey have built up over the last 60 years, since the FJ45 was launched in SouthAfrica.

The Toyota Land cruiser has been settingthe standards for how a off road vehicle should perform for decades and now itis changing the rules. It is unique, exciting and has the DNA of a King.

The thing with a Land Cruiser is howeverthat unfortunately, due to its rugged off road characteristics it has neverreally been at home in the city, going to the co op maybe but not outside afancy restaurant.

Luckily that is all changing with thelaunch of the FJ Cruiser. Toyota said that the next few years will see themdeliver exciting vehicles to the market that will move people emotionally,starting with the FJ cruiser. Is wanting to drive over stuff an emotion?

Well the FJ cruiser is a good start,combining breathtaking 4x4 abilites with decent on road manners and funky goodlooks

Design elements such as the white roof,round headlamps, mesh grille, bumper design, high mounted air intake and dashdesign with body coloured panels are all very much reminiscent of the 1960’sFJ40. This distinctive form looks good and exudes an image of strength.

With only one drivetrain derivative tochoose from one isn’t spoilt for choice, but this setup really works and Icould not imagine it being such a great allround package with any other engineand gearbox setup. The 4.0 litre V6 petrol powerplant, the same as that in thePrado, produces 200 kW and 380 Nm of torque, transferring that power via a fivespeed automatic gearbox.

Just like any Land Cruiser, the FJ is fullydesigned for off road driving. With 245 mm of ground clearance, approach anddeparture angles of 34 and 30 degrees respectively, a break over angle of 29degrees, wading depth of 700 mm and a towing capacity of 1 500 kilograms,almost nothing is impossible for the FJ. It also boast a locking rear diff thatis activated by a dash mounted switch.

Ground clearance is good and what reallyimpressed us when doing the off road driving section was how good the tractionis, whether you are climbing on smooth sandy surfaces or over rocky terrain, itjust hooks up. The A-trac system is also awesome and almost acts like an extradiff lock. The only little niggle that we had on the 4x4 driving is thatalthough it is a large vehicle, the Shorter Wheelbase of the FJ Cruiser,doesn’t have the same large footprint as some of the bigger 4x4’s, this isn’treally a problem, but rather something that needs to be kept in mind.

And the FJ performs just as well on thetarmac, with the V6 engine providing heap loads of power for comfortablecruising or quick overtaking and it will pull all strongly all the way to thelimited top speed. Which is just short of 180 km/h.

Electronic systems keeping you safe includeABS, EBD, Active Traction Control and Brake assist. The ESP system is not toosensitive but comes in when needed, which is nice for dirt road driving.

The interior is modern yet practical withdurable materials that will clean easily. The rear seats can split in a 60/40fashion with a double folding function and they are fully removable too. Thegauges are also basic and easy to read, which we like and the switchgear issimple and neatly laid out.

The sound system is quite impressive too,with speakers all round even in the ceiling, which makes the entire headliningpart of the sound system, with the sound field sending from above.

Although the FJ cruiser does have fourdoors, rears that open in a suicide fashion, and rear seating, we don’t reallysee this as a family vehicle as it can get a bit tight inside. But it willsurely be a hit with younger couples or older couples who don’t travel withkids.

I think that the biggest problem thatToyota will have with the FJ cruiser is that they might not be able to meet thedemand, because this vehicle at this price is sure to sell like hot cakes. AtR435 000 for the base spec model, this is excellent value for money.

Hyundai Accent - Watch out Japan!

2011-09-27T04:01:00.000-07:00

In terms of the level of design andspecification, it seems Hyundai cant do anything wrong at the moment. Theirlatest offering, the Accent, reaffirms this and perfectly rounds off thecomprehensive range.

The introduction of the Hyundai Accent seesthe entire Hyundai vehicle range now complete, covering 90 percent of the SouthAfrican market segments. 80 percent of these new Hyundai models have beenlaunched n the last 2 years, which means the entire range is made up of fairlynew cars.

Hyundai want to be the worlds biggest motormanufacturer with world class products and they are well on their way toachieving this.

The Accent wasthe model that started it all for Hyundai motor corporation, as the Pony, in 1976, andhas grown to become one of Hyundai Motor Company’s top-selling global models. Now in its seventh generation this conventional four-door car offers large vehicle qualities and anextensive list of comfort features in a compact, easy-to-handle package.

Front styling keeps to the family look andfeatures a hexagonal grille.

Side styling incorporates the Fluidicsculpture design philosophy with side character lines portraying a feeling ofstrength. The rear is tidy with combination lamps that blend into the sides ofthe car.

The interioris nicely laid out and the seats are comfortable. Inside the cabin where thecharacter lines flow continuously, a Y-shaped centre console showing bilateralsymmetry gives a sense of stability. High-gloss black and metallic colours usedin the centre fascia add a futuristic and high-tech look to the interior of theAccent.

The new Accent delivers great luggage capacity that is spacious and wideenough to fit a golf bag. Overall, the designers of the new Accent have madeexcellent use of the space provided, creating a roomy cabin and theexceptionally large luggage area within the confines of a compact sedan.

Powering the three models along is the 1.6litre Gamma engine, the same as in the i20, which produces 91 kW at 6 300 rpmand 156 Nm at 2400 rpm. This in-linefour-cylinder petrol engine features double overhead camshafts and multiportfuel injection with Constant Variable Valve Timing (CVVT). Power is great for azippy ride and it wont leave you sweating if you need to overtake slowertraffic. Also, if one compares specsheets the Accent is up on power against its closest rivals.

The choice of gearbox is between a fivespeed manual and a four speed automatic. On the launch we only got to samplethe manual derivative and the only complaint we had was that it could do with asixth cog to bring the revs down when cruising at highway speeds.

Hyundai claim good fuel consumption, 6.0and 6.4 litres per 100 kilometres for the manual and automatic respectively.

Upfront it uses Mcpherson struts while therear is taken care of by a torsion beam axle. The suspension performed reallywell on all road surfaces, translating to a very comfortable ride.

The only real complaint we had after ourtest drive was that the motor driven power steering lacked any real feel, andfailed to self centre, but Hyundai representatives confirmed that this could bealtered to one of the other three settings via the vehicle software at adealer.

The Accent also scored best in class NVH scoresin the categories of idle noise, idle booming, wind noise and acceleration.

Safety features include ABS with EBD,driver and passenger airbags, which saw it achieve a five star Korean NCAP ratingfor frontal impacts.

In terms of convenience features the GLS boastswith Bluetooth, iPod, USB, aux, steering controls, front fogs and rear parkingassist.

The slightly more basic GL spec is reallyaimed at rental market with 450 units already sold to these companies andanother 2500 being ordered by one of the major rental companies for delivery inthe first quarter next year.

We have said it before, but the Acccentonce again shows that Hyundai is really taken the fight to the Japanesemanufacturers and even raised the bar in some areas. The Accent is a greatpackage in the segment and with the famous five year / 150 000 kilometrewarranty you will be hard pressed to find a better deal.

The Accent is competitively priced and afront runner in terms of specification adjusted pricing.

GL manual – R146 900

GLS manual – R156 900

GLS auto – R167 900

Mercedes-Benz SLK – Third time lucky

2011-09-06T02:43:00.000-07:00

With the completely newly developed SLK,one of the most successful sports cars of the last decade is entering its thirdgeneration. And with its introduction takes open air enjoyment to the nextlevel.

Some may think that the SLK is ahairdressers car, but that is no longer true, it is now a combination of stillbeing a trend setter, while still retaining its passionate design and highquality interior, with awesome driving dynamics.

In terms of styling the SLK retains theclassic Mercedes-Benz roadster lines of a long bonnet and short sharp rear end.But it now has a bolder presence, with dynamically shaped headlamps, anenhanced sporty charisma, LED taillights, twin exhaust with chrome tips and asteeper front grille. The car might also not look like it, but it is moreaerodynamic than its predecessor, which obviously helps in both the performanceand fuel consumption departments.

SLK has always showcased new technology,the first generation that launched in 1996, brought us the Vario roof while thesecond generation, which made its debut in 2004 brought us the air scarf,establishing the SLK as an all season open top vehicle.

Now the third generation brings us MagicSky Control, which has the functionality of being able to switch the glass rooffrom light to dark at the touch of a button.

There are however more simpler roofoptions, such as the tinted panoramic vario roof or the standard roof inexterior colour.

The SLK 200 uses a 1.8 litre, four cylinderengine to produce 135 kW and 270 Nm while using only 6.5 litres per 100kilometres.

The SLK 350 features a 3.5 litre V6 enginethat gives it 225 kW and 370 Nm. At the same time it is still said to be lighton fuel with a claimed figure of only 7.1 litre per 100 kilometres, but wedidn’t see anything close to this as we drove flat-out through the mountains ofthe Western Cape.

Gear changes are taken care of by the veryefficient 7G-Tronic gearbox that incorporates flappy paddles on the steeringwheel. But I did feel that this gearbox wasn’t sporty enough, especially whenone wanted to gear down hard for a corner, but that could just be thecombination of conservation mode kicking in and me overworking the car a littlebit, but this is however supposed to be a sports car.

Dynamically the SLK has definitely moved upa level, it is sure footed but still fun to drive if hanging the tail out isyour kind of thing. And you better believe that this is all going to disappearinsignificantly when the SLK 55 AMG is launched in South Africa early next yearthat is definitely going to be an awesome car to drive if these two models areanything to go by.

Of course with Mercedes-Benz safety is oneof their top priorities and the SLK features all the latest tech to keep itstwo occupants safe including Attention Assist, Pre Safe, Pre Safe brake and theIntelligent light system.

Although I have always felt that theinterior of Mercedes-Benz models was, although luxury, rather boring. But myopinion has started to change after driving three new Mercedes Models in thelast few weeks. The interior of the SLK is refined and sporty, just like itshould be in an open top roadster. Keeping passengers entertained is the CommandOnline System that features a 17.8 cm TFT screen and 80 gig memory and allowsyou to check the weather and internet after pairing with your phone, it ishowever a pity that the graphics are very nineties, can you say Monochrome.

But if one looks at the pricing below(which includes a MobiloDrive 120 000/ 6year service plan) you might think its a bit expensive, we do too, especiallythe SLK 350, because if you add a few options this SLK is quickly fighting inPorsche and Audi TTRS territory and those are much sportier more dynamic cars.

Talking optional extras there is a Dynamichandling package at R 6500, a AMG Sports Package at R 32000 and then the MagicSky Control Panoramic roof at R16000 or the dark tinted panoramic vario roof atR 6500.

Pricing

SLK 200 R555 700

SLK 350 R734 100

Erzberg Rodeo – The worlds toughest Enduro

2011-07-05T00:23:00.000-07:00

The Erzberg rodeo is one of the toughest offroad enduro races in the world. The course is made so difficult that only a minimal amount of riders can ever dream of finishing and this year it was made even more difficult by miserable weather, with only 9 riders out of 500 finishing

And those are the best 500 out of about 1 500 that tried to qualify by entering the prologue. It is an event that is on the bucket list of many two wheeled lovers and something that I can now tick off my list.

Many will ask why? But the allure of the Iron giant is something special and it brings out the best in the riders as they need to give everything mentally and physically to stand a chance against this monster. News of the invincible mountain, the high-speed-full- throttle hunt to the Erberg’s peak and the legendary after party spread across the world and I just knew that this was something I had to see for myself.

The basic format of the event is as follows. Thursday is the Rocket ride, this is a straight on race up three tiers of a very steep section of the mountain, with the fastest time after qualifiers and then finals being the winner. This was a crowd favourite as the whole section was lined with spectators cheering and jeering depending on whether the rider gets up spectaurly fast or bombs out and flips his bike in an attempt to tackle the steep gradients.

Friday and Saturday was the prologue. This is a 14 kilometre race up the Iron mountain against the clock with about 1 500 bikes of all sorts vying for a top 500 which will allow them to start the Harescramble on Sunday. And by all sorts of bikes I mean Superbikes and Vespas with knobblies, big twin cylinder adventure bikes, Trials bikes and of course the dedicated Enduro bikes. This course was fast and flowing with the top riders reaching the top in just over ten minutes.

Friday was also the raid on Eisenerz where all the bikers and all the spectators with bikes descend on a parade through the town to say thank you to the town folk for their hospitality. This is something that resembles the rallies we have in South Africa with epic burnouts and Jagermeister shots the order of the day.

Sunday was the Harescramble and we awoke to more rain, knowing it was going to be a long day spectateing and a very tough day for the guys out on the bikes. The Harescramble is a 35 kilometre course with 20 checkpoints and a time limit of 4 hours. Sections with names like Carls diner, Dynamite, Washing machine, Rock raccoon, Devils Kitchen and Arch of pain all pose their own special challenges and test rider skills in different way.

Due to the limited amount of guided transport available to the spectator points we had to wait for three hours at Carls diner in the rain, but it was worth every minute, as this was the make or break section for many riders as they had to descend a steep section and then traverse about 3 kilometres of bike sized boulders.

A lot of rain over the entire weekend didn’t make for ideal conditions and competitors had to battle with a lot of mud, slippery steep hills and of course rocks, rocks and more rocks where the world’s best had to prove themselves. But as some of the riders say, “They’re just Rocks!’

The harshness of the course is not anything that can be put into words or even captured perfectly in photographs. It is something that has to be seen first hand as you experience the looks of pain and exhaustation on the riders faces or listen to them curse as they get frustrated with the tough obstacles only metres from where you are standing.

The ongoing quest to conquer the Iron Giant has always been dominated by KTM, who has won the event thirteen times in the seventeen year running of the event. Erzberg broke ground in 1995, where Alfie Cox championed the mountain.

This year, the Brother Broadlink KTM’s South African contingent was lead full steam ahead by the experienced Darryl Curtis on his 300 EXC. With nine Erzberg Rodeos under his belt, the multiple SA National champ set the standard for his teammates when he fought his way to tenth place overall in 2010. This year Curtis was just one checkpoint from the chequered flag when he got time barred after he had fought through Carl’s Diner and was so close to the finish line.

His team mate Riaan van Niekerk put his expert endure experience to good use, but despite his top fifteen start, the talented rider, also on a 300 XC-W fell down a steep off camber in the forest where he lost a lot of time. Team mate Scott Scheepers and fellow South African Adrian Werner helped Van Niekerk get back on track and Scheepers and Van Niekerk were riding together until they got time barred. It was truly amazing to see the camaraderie amongst the South Africans.

Kiwi export Chris Birch who has moved to South Africa to race the entire National Enduro series did his sponsors and supporters proud in finishing the Erzberg Rodeo in eighth position. With his trials background and a lot of determination the New Zealander managed to be one of the nine finishers in 2011.

In the end Taddy Blazusiak claimed his fifth consecutive win after Graham Jarvis who crossed the line first was ruled out for missing on of the 20 checkpoints. The tough conditions suited the professional Trials riders perfectly with the top 7 riders all coming from a professional trials background.

Even though the weather conditions were not great, the experience was well worth it and the hospitality and parties hosted by the Austrians really made us feel at home. I can definitely recommend this trip for any off road bike lovers and next time I am going to rent a bike and try race the Prologue. Mark it in your calendars for June 2012.

Volkswagen Golf R – GRRRRRRRR

2011-04-06T01:46:00.000-07:00

There is a saying that goes, “'There is always a Golf faster than you” and this has rung true througout the lifecycle of six generations of Golf, be it in standard or modified form. We recently got to drive the new Golf R around Kyalami and at 188 kW its the most powerful Golf ever built.

VW claim that the Golf R sprints from 0 to 100 km/h in just 5.7 seconds whilst the DSG is even faster, said to take only 5.5 seconds to reach 100 km/h, thanks to the very clever gearbox that is also fitted with launch control.

The Golf R uses a four cylinder 2.0 engine, a highly advanced direct injection petrol engine with turbo charging. The engine is of the same configuration as the GTi but this EA113 series engine has slightly different internals including fitting the cylinders with reinforcing bolts, strengthening the connecting rods and reinforcing the cylinder block to handle the aggressive engine forces thanks to the slightly bigger turbo. This allows the Golf R to produce a large 350 Nm from as low as 2 500 rpm.

Visually there are a number of things that ensure you dont confuse the R with any of its slower brothers and sisters. At the rear, twin exhausts exit the centre of a rear diffuser and the rear spoiler is more pronounced. On the side there are aero side sills, black mirror housings and a R suspension drops the car 10 mm lower to the ground, so that the 19 inch Talladega wheels fill the arches perfectly. Upfront the Golf R sports a distinctive 'R' style bumper with large air intakes and slim LED daytime running lights. Standard Bi-Xenon headlights with dynamic cornering light illuminate the way through the night.

Inside the Golf also received the R treatment which includes the 'Top Sport seat system'' as well as finishe's in fine black piano paint and the obligatory 'R' badging.

The Golf R transfers the power to the tarmac via the latest generation of VW's 4MOTION all wheel drive system. In extreme cases, nearly 100 percent of the drive torque can be directed to the rear axle, a plus in terms of active safety and dynamic performance.

The brake system has also been updated to handle the extra power and is now equipped with a 17 inch system as opposed to the 16 inch system on the GTi. All corners feature internally ventilated discs and R-specific calipers.

The ESP was also modified, it can be switched to a new Sport mode via the ESP button. During fast and circuit driving the ESP system delays intervention, enabling more responsive handling properties.

In the suspension department the Golf uses the familiar layout of the Golf 6 range, however the ride height was lowered and the sprigs, dampers and stabilisers were retuned. Also available as an option is Dynamic Chassis Control, this system continually adapts damping to the surface and driving situation. In addition to the 'Normal' mode, the driver can manually activate a 'Sport' or 'Comfort' mode'.

The electromechanical power steering was also given a sportier characteristic, on the circuit the steering felt lighter but with good feedback as the 4MOTION was put through its paces. The Golf also seemed to turn in better and was less prone to understeer. It also reacted well to trail braking, which allows the car to turn better as it reacts with slight snap oversteer.

The option list inludes Racing seats that are finished in leather and Alcantera, Dynamic chassis control, rear assist with rear view camera, six disc CD shuttle, sunroof, Satelllite navigation and the premium Dynaudio sound system.

Yes, the Golf R does make 33 kW more and a whole lot of torque more than the GTi, but on the track it is really difficult to feel the actual difference in power. I think this might be due to the extra losses caused by the all wheel drive system.

The Golf R might be almost R100 000 more than the GTI, but it is priced smack bang against some of the competition, but for this you get a much more exclusive Golf, only 280 will be sold this year, compared to a few thousands Golfs.

And the Golf R is more than capable of fending of the challenges from the likes of the Ford Focus RS and the Renault Megane RS. The thing is that the Golf R will probably win at the lights everytime against the competitors thanks to its real world performance, especially if you take it with the DSG box.

I have no doubt that the Golf R will be another hot seller for VW and I am sure the car is going to enjoy the same iconic status that the R32 did as well as keeping its value exceptionally well in the secondhand market.

Pricing

Golf R Manual R 408 930

Golf R DSG R423 430

Jaguar XKR Black Pack – Speedy surprise

2010-11-29T03:28:00.000-08:00

Many peoples perception about Jaguar’s are that they are simply all about luxury like the British love to do it. But these perceptions need to change very quickly and models like the XKR Black Pack are doing their best to change this.

You see, Jaguar designers have taken the already quick XKR and waved some magic over it that they like to call the Speed Pack and the Black Pack.

The Black Pack for added visual impact and ensure that everybody knows that this is a very serious car and the Speed pack backs up the looks with a significantly increased maximum speed. The model we tested was luckily fitted with both, because we don’t think that the car would be as good fitted with only one of the two.

The 5.0 litre supercharged engine delivers 380 kW at 6 000 rpm and 625 Nm of torque at 2 500 rpm in what Jaguar call the most advanced and efficient supercharged engine ever produced.

Thanks to the optional Speed pack, the maximum speed of the XKR is raised from 250 km/h to an electronically limited 280 km/h thanks to recalibration of the engine management system. The scary thing how quickly and effortlessly the car sprinted to this speed, with a speedo indicated 280 km/h or Vbox testing equipment was reading a very impressive 292.59 km/h. Simply by raising the XKR’s maximum speed the car has extended its sporting credentials and is now seriously knocking on the door of much more expensive supercars.

The Black Pack allows customers to create a bold, extrovert XKR, with the addition of dramatic gloss black 20 inch Kalimnos alloy wheels, gloss black finish to the front air grilles and side Power vents, red brake callipers, a body coloured aerodynamic pack, including a front chin spoiler and larger rear spoiler.

The front aerodynamic splitter and larger rear spoiler are there to help the XKR remain stable at the increased top speed by providing increased balanced and a reduction in lift and do a good job of it as the big cat remained calm and controllable all the way to its top speed and back down again.

The computerised Active differential control also adjusts to reduce steering sensitivity at very high speeds, further improving stability and driver control.

The state of the art six speed automatic transmission has seamless gearshifts, the gearbox can also be put into a full manual mode where the driver can then control the shifting via the paddles on the steering wheel for an even more involving drive. While an advanced Active differential Control and Adaptive Dynamics suspension system further optimises traction and handling ensuring the supercharged car accelerates even faster, handles even more precisely and sets new standards of ride and comfort. On our test strip this all translated into a 0 – 100 km/h sprint time of 4.8 seconds and a quarter mile crossing in 12.95 seconds. The immense reserves of power and acceleration impressed everyone who experienced it.

The performance potential of the supercharged V8 engine comes courtesy of its highly advanced design. The all aluminium four cam power unit has a number of features that deliver power with high efficiency, including spray guided direct injection and dual independent variable cam timing.
The engine is built around a stiff, aluminium block with cast iron liners and cross bolted main bearing caps to reduce noise, vibration and harshness. The block is high pressure die-cast, providing a superior finish and greater dimensional accuracy. The engine uses aluminium heads, with four valves per cylinder and spheroidal graphite cast iron crankshafts and forged steel connecting rods.

A sixth generation, twin vortex system supercharger provides the forced induction. It is a compact Roots-type unit, feeding air through twin intercoolers. The high helix rotor design improves the supercharger thermodynamic efficiency by more than 20 percent. It also improves noise quality to the point where the unit is virtually inaudible, unfortunately making the supercharger whine a thing of the past.

However in addition to the fully active exhaust system in which valves open to provide a more rewarding note, the XKR has been engineered to provide an intake feedback system to enhance the V8 sound character that is normally absent on supercharged engines. Intake manifold pressure pulsations are fed into an acoustic filter at the rear of the engine that is tuned to provide an edgy sports car crescendo at high revs. The filter is controlled by the engine management system, which only allows the sound to enter the cabin under the appropriate driving conditions.
This new intake feedback system combined with the fully active exhaust system ensures that the XKR sounds as good as what it goes.

The driver is the centre of attention in the XKR Special Edition, with exciting new features including the acclaimed JaguarDrive Selector and high levels of specification such as the seven inch touch screen, 16 way heated and cooled memory seats, Jet suede cloth premium headlining and flint grey premium carpet.

The Jaguar XKR Speed Pack and Black pack are available as special order, but when we heard the price, R1 300 000, we couldn’t help but wonder how Jaguar did it. Here is a car that looks like a supercar, has the performance of a supercar and is as luxurious as one would expect a Jaguar to be, for far less pennies than most.
Vital Stats:

Model: Jaguar XKR Black Pack
Engine: 5.0 litre V8 supercharged
Power: 380 kW @ 6 000 rpm
Torque: 655 Nm @ 2 500 rpm
0-100 km/h: 4.81 seconds
¼ Mile: 12.95 seconds @ 180.87 km/h
1 KM: 23.19 seconds@ 231.34 km/h
Top Speed: 292.59 km/h @ 5 250 rpm in 6th gear
Price: R1 300 000

Nissan 370Z Roadster - Blowing the top off

2010-08-18T05:01:00.000-07:00

The Z range of cars have always been great cars to drive and now the 370Z adds all the fun and exhilaration of an open top without compromising the awesome dynamic performance of the 370Z Coupe.

The dramatic 370Z Roadster, designed from the start as a convertible, is ready to join the awesome GT-R and thrilling 370Z Coupe to complete Nissan’s sports car offering.
As a result of the car being designed from the ground up as a roadster it is notably stiffer than its predecessor to guarantee there has been no compromise in terms of the dynamic performance, which is the area which matters most in a sports car.

High levels of handling and overall refinement are among the benefits of a more rigid body structure. Hydraulic speed sensitive rack and pinion steering has also been revised to provide more communicative feedback and better response around the dead ahead position. The system is said to deliver greater agility around town and enhanced stability at motorway speeds, it does however get a bit twitchy at high speeds when hurtling down bumpy roads.

Braking performance has been enhanced with larger diameter ventilated discs front and rear and the adoption of a variable ratio brake pedal which is said to provide more movement for easier control at low speeds, but a firmer pedal at higher G.

Lowering or raising the roof takes a mere 20 seconds with one push of a button and no fiddly latches to open or close.

As in the Coupe, the roadster is powered by the 3.7 litre V6 engine developing 245 kW thanks to Variable Valve Event Lift (VVEL) technology. Power is up by five percent while torque rises to 363 Nm.

The Roadster is available with a choice of two transmissions, a seven speed automatic and the six speed manual with Synchro Rev Control, still the only manual transmission in the world with automatic downshift rev matching for perfect gear changes. The addition of an automatic to the Roadster lineup means really means that driving the drop top on our congested roads from day to day is now even more possible, but is still great fun to drive thanks to the paddle shifts.
Top speed is said to be governed to 250 km/h while Nissan claim a 0 – 100 km/h time of 5.5 seconds for the manual and 5.8 seconds for the automatic gearbox model.

All models are comprehensively equipped as standard with sporty 19 inch alloy wheels, electrically adjustable leather seats, Bluetooth connectivity, wind deflector and Bi-xenon lights to name a few. On the entertainment side, premium digital 6 CD/MP3 audio system, with 8 Bose speakers, two sub woofers and Ipod compatibility is standard.

Also available as an option on both the Coupe and Roadster is Nissans premium infotainment and advanced 40GB Satellite Navigation system with a high quality WVGA touch screen. Features include DVD playback, USB and auxiliary inputs for audio and video, 9.3 GB storage for music recorded from CD and Bluetooth audio streaming.

The suspension layout follows a tried and tested formula with double wishbones at the front and a multi-link rear end, but both have been extensively revised. They are lighter yet stronger than before but with greater lateral stiffness to minimise the effects of camber change.
A full compliment of electronic safety aids includes the latest generation ABS with EBD and Brake Assist.

Drop a gear, hear the V6 roar and feel the wind in your hair, this is really fun motoring and what the 370Z is all about.

Pricing
Roadster manual R543 000
Roadster automatic R561 000
Roadster manual with navigation R564 000
Roadster automatic with navigation R582 000

Range Rover 40th anniversary - Life begins at forty

2010-08-18T04:46:00.000-07:00

The Range Rover has been at the forefront of technology, luxury and 4x4 ability since its inception, we take a look back as they celebrate their 40 th birthday.

The Range Rover celebrated its 40th birthday on 17 June, 2010. One of the most significant vehicles in the history of motoring, the Range Rover was the world's first vehicle as good on-road as off-road. It was the first fully capable luxury 4x4 and was a milestone in the development of the SUV.

There have been three generations of Range Rover. The original, now known as the Classic, went on sale in 1970 and continued in production, with numerous upgrades and a multiplicity of variants, for just over 25 years.

The second-generation vehicle, known as the P38a, went on sale in 1994 and was replaced in 2001 by the current model. The continuing success of the Range Rover ensured that other premium makers jumped into the booming luxury SUV market. The latest version has enjoyed higher annual sales than any previous models and continues to be popular around the world.

"The Range Rover is really four vehicles in one," says managing director Phil Popham. "It's a seven days a week luxury motor car; a leisure vehicle that will range far and wide on the highways of the world, a high performance car for long distance travel and a working cross-country vehicle."

The Range Rover could do all these things. No other car in the world could even get close to that blend of abilities.

A second model line, the Range Rover Sport, was launched in 2005, aimed at more sports oriented driver focused customers. It has been a great success, and in 2007 was Land Rover's biggest selling vehicle worldwide.

Later this year, a further member of the Range Rover family will be added, taking the portfolio to three model lines. The new vehicle will be smaller, lighter and more fuel efficient, tying in perfectly with the Range Rover brand's commitment to environmental sustainability. Yet it will be no less premium, no less luxurious, and no less special than the other Range Rover models.

In the mid '60s, Rover engineers visited America to garner ideas on how to boost the company's sales in the US. Dealers there confirmed that a market for 4x4 leisure vehicles was growing. Appealing to those who liked towing, camping and led an outdoor life, but also wanted a vehicle with freeway and urban-driving potential.

"The idea was to combine the comfort and on-road ability of a Rover saloon with the off-road ability of a Land Rover. Nobody was doing it." Charles Spencer King – the father of the Range Rover.

Work on the first prototype Range Rover, then known as the '100-inch station wagon', began in 1966. "It was going to be a premium leisure vehicle, but not really a luxury vehicle," says former project engineer Geof Miller. "It was also intended to be technically adventurous.

The Range Rover was announced to the world's media on 17 June, 1970. The first Range Rover sales brochure spoke about 'the most versatile motor car in the world', and the 'interfusing of Rover car comfort with Land Rover strength and four-wheel drive mobility'.

The Range Rover went on to be the world's first luxury all-terrain vehicle. But, although that first Range Rover had a luxury car ride and premium saloon performance, it certainly did not have the trimmings of a luxury car. That came quite a few years later.

The first Range Rover was a relatively spartan vehicle inside, with vinyl seat trim and vinyl and moulded rubber flooring to make it easy to hose out. There was no wood, or leather, or even carpet. "It certainly wasn’t a luxury vehicle, at least not initially," says King.

The 'basic' interior was a sop to the Land Rover people (who wanted a simple hose-out interior). Yet we knew that the interior was too basic. There were moves, almost immediately, to up-spec the vehicle, including improved trim. The boot area, which had been bare metal on prototypes, was soon trimmed, including a cover for the tool kit. This was partly because of feedback from Buckingham Palace, a man from the palace said a Corgi could get hurt on the tools that were exposed in the boot."

That first Range Rover was so far ahead of its time that it lasted in production, and sold well, for more than 25 years. Initially, in the 1970s, the vehicle changed little. By the 1980s, the pace of development had picked up, mostly to make the vehicle more luxurious. Cabin trim was regularly upgraded, and carpet, leather upholstery and wood trim elevated the Range Rover into a viable alternative to luxury saloon cars – the first 4x4 to do so.

The next generation Range Rover, now often known as the P38a, because it was developed in building 38A in the Solihull factory, dialled up luxury, on-road ability and off-road versatility. It was an evolutionary design but retained many of the key design features.

Three engines were offered in this range, including a BMW 2.5 six-cylinder turbo diesel – which offered considerably better performance than the old Classic diesel. The height adjustable suspension, which made its debut at the twilight of the Classic's life, was further developed for the P38a and was offered as standard, improving both ride comfort and off-road potential.

The latest Range Rover represented a big jump. Launched in 2001, it scaled new heights in the 4x4 sector in both luxury and on- and off-road capability. CEO Bob Dover called it, 'the world's most capable vehicle, with the greatest breadth of ability of any car ever made'.

Among the new features were the stiffer monocoque body, replacing the traditional 4x4 ladder frame and the fully independent suspension with interconnected air springs. The interior was also widely lauded as the finest of any car cabin.

The shape of a Range Rover is instantly recognisable. "You can describe a Range Rover with three or four lines on a piece of paper," says former design director Geoff Upex, responsible for the current model. "A child could draw the basic shape, so it's instantly recognisable in the same way as a Porsche 911 or Volkswagen Beetle.

The Range Rover has always been at the forefront of technology. It was the world's first 4x4 to be fitted with ABS anti-lock brakes. It has also been the 4x4 pioneer in electronic controls. In 1992, the Range Rover Classic was the world's first 4x4 to be fitted with electronic traction control.

The third-generation Range Rover's suite of electronic chassis and braking aids included Dynamic Stability Control , Hill Descent Control, Electronic Brakeforce Distribution and Emergency Brake Assist.

The Range Rover was the world's first 4x4 to be fitted with automatic electronic air suspension when it was fitted to the Range Rover Classic in 1992, at the same time that the long-wheelbase (LSE) version was offered. Electronic Air Suspension was standard on second and third generation Range Rovers.

The Land Rover, of course, had aluminium bodywork, one of the reasons for this wasy because there was more aluminium available than steel in post-war Britain, when the first Land Rover was conceived. Most of it was leftover from the wartime aircraft industry. This tradition has been continued untill today.

The 2010 Range Rover featured revolutionary TFT (thin film transistor) instruments. It was the most thorough automotive application yet of this new technology. This instrumentation improved clarity and versatility. For instance, major warning signs can momentarily replace dials, satellite navigation instructions can temporarily supplant a less important display when approaching a crucial junction.

At the same time, the Range Rover became the first car with a 'dual-view' centre screen, which allows driver and passenger to watch the same screen but see different images. The driver can be checking satellite navigation instructions while the passenger can be watching a DVD, depending on the angle at which the screen is viewed.

Like its little brother, the Land Rover, the Range Rover was soon crossing deserts, climbing mountains, wading rivers and traversing swamps. That luxury touch in no way diminished the car's adventurous spirit.

The Range Rover has also cut its teeth in the demanding world of motorsport. A specially modified Range Rover won the first Paris-Dakar rally in 1979 driven by Frenchmen Alain Génestier and Joseph Terbiaut. A Range Rover won again in 1981 and were used for the 1981, 1982 and 1987 events. The vehicles were heavily modified with roll-over cages, stronger under-body protection, winches, engine snorkels (which, in the diesel engine's case, allowed the vehicle to run when submerged) and navigation and communication equipment.

The amazing versatility of the Range Rover meant there have been many extraordinary 'special edition' models, all aiming for a niche in the broad Range Rover customer base. In the '80s, there was a wave of factory-produced special editions.

There have been scores of memorable limited-edition Range Rovers, from luxury Westminster, to sporty Vitesse to adventure-oriented Rhinoceros (complete with wooden carving of a rhino, done by African tribesmen).

The 'In Vogue' was the first factory-produced limited-edition Range Rover. It was based on a specially prepared and well-equipped vehicle loaned to Vogue magazine, which acted as a prop for a fashion shoot.

It had special pale blue metallic paintwork, a more luxurious interior including wooden trim and full carpeting, air conditioning and a picnic hamper. The 'In Vogue' set the marker for the car's move upmarket, which was subsequently cemented by the production Vogue model which became the most luxurious Range Rover in many markets.

Two specially modified Range Rovers were built for Pope John Paul II during his six-day visit to the UK in 1982. The pope rode in a special rear display area protected by bullet-proof glass.

The limited edition CSK was named after Range Rover founder Charles Spencer King. It was the first new two-door Range Rover in several years, yet its significance went well beyond that. The CSK, launched in 1990, was a sportier Range Rover. Just as the 'In Vogue' began the route down the luxury path, so the CSK opened the door to a new sportier future, as epitomised 15 years later by the Range Rover Sport.

The Vogue was a move upmarket for Range Rover. But the limited edition Linley – just 10 were made – was on another plane altogether: Inspired by furniture designer Lord Linley, the 1999 Range Rover Linley featured lustrous all-black paintwork. Inside, all the trim was in black leather and the woodwork was piano black ebony veneer. It was the first Range Rover to feature satellite navigation; it also had a TV.

The Range Rover has long been a popular car with politicians and leading industrialists. It has served as official transport for many heads of state, including British prime ministers.

The latest model was officially developed, by Land Rover Special Vehicles, into an armoured vehicle.The 'official' armoured vehicle, first launched in 2007, is certified for European B6 ballistic protection.

I have no doubt that the Range Rover lineup is going to continue setting the benchmark for luxury, off road performance and technology, heres to another forty years.

BMW 5 series – Take five and come alive

2010-05-19T23:51:00.000-07:00

Since 1972 the BMW 5 series has been at the forefront of the upper midrange segment. Now in its 6th generation it is still at the forefront of the class in terms of dynamism, technology and design.

The car was designed so that it will be instantly loved. It is a core model for the BMW portfolio and will certainly be a top seller as they have always been in the past.

With the longest wheelbase in the segment, a long and sleek engine compartment lid, short overhangs front and rear and a coupé-like, graceful roofline, the new BMW 5 Series stands out clearly from the competition.

BMW has been the most sustainable automotive company worldwide and is one of the leaders in the green movement with their efficient dynamics program which includes brake force regeneration on these models.

There are a total of six different engine variants to choose from, ensuring that there is a 5 series to fit every pocket and varying performance needs.

The top of the range BMW 550i comes with an eight-cylinder boasting BMW TwinPower Turbo Technology and High Precision Injection for maximum output of 300 kW and 600 Nm. The straight six with BMW TwinPower Turbo in the BMW 535i delivers maximum output of 225 kW, while the two straight six power units featuring VALVETRONIC and bi-VANOS develop 190 kW in the BMW 528i and, respectively, 150 kW in the BMW 523i due to different engine mapping. A straight-six diesel with the most advanced technology gives the BMW 530d maximum output of 180 kW and 540 Nm.

The 520d uses a four cylinder turbodiesel with an aluminium crankcase and common-rail direct injection to achieve maximum output of 135 kW and 380 Nm and it also sets the efficiency benchmark in its segment as BMW claim that it will only use 5.2 litres / 100 kilometres.
All engines come standard with an eight speed automatic gearbox. This can be enhanced with the sport option that adds real paddles, one on the left for downshifts and one on the right for upshifts.

The most advanced drivetrain and suspension technologies ensure supreme sportiness and an even higher standard of motoring comfort all in one. At the same time optional Dynamic Driving Control enables the driver to set the suspension individually to his personal requirements. The new 5 Series is available with Adaptive Drive encompassing Dynamic Damper Control and Dynamic Drive stability control, as well as BMW’s Integral Active Steering.
The body shell is 55 percent stiffer than the predecessor and 50 kilograms lighte

r than before. The suspension design has been changed to an Integral five link rear axle and double wishbone front axle. Ride is dynamic as always, yet comfortable thanks to dynamic drive control and electric power steering.

Integral active steering helps out below 60 km/h the rear wheels turn in the opposite direction to the front, reducing the turning circle by 0.5 metres. Above 60 km/h they rear wheels turn in the same direction as the front, easing steering with the same effect as lengthening and shortening the wheelbase.

There are also a number of innovative driver assistance systems available in the 5 series range, some of which are standard fitment while others need to be added to the specification upon order. These include Heads Up Display, Night Vision, New PDC surround view, which gives an birds eye view of the car on the camera as you park and Park assistant which measures the length of a roadside parking and will then steer itself into the parking.

Other technological features that are available include collision warning, active cruise control, stop & go, lane change and lane departure warning systems and a back up camera.

The BMW 5 series in jam packed with technology both inside the cabin and under the bonnet. It features a fresh new design, and best of all the pricing has not gone up drastically actually even working out cheaper in some cases, if you consider all the extra equipment that is now standard fitment. This all ensures that it is still a great buy in the upper midrange segment.

550i R635 000
535i R546 000
530d R630 000
520d R485 000
528i R568 500
523i R479 000

Citroën DS3 – Back to the future

2010-05-10T04:10:00.000-07:00

More and more motor manufacturers seem to be following the fashion of introducing retro models or remakes of successful past classics that have been modernised. The newest of these is the DS3, which Citroën are calling Anti-Retro.

The original DS was course years ahead of the competition in terms of design and technology and was third in the car of the century competition.

The new DS3 is the first vehicle in the new DS lineup. The name was used as it symbolises avante garde styling, creativity, modernity and innovative technology.

But unlike many other retro models, the only thing that this new model really shares with its grandfather is the name. Citroën are labelling the car as anti-retro, leaving the past behind and rather making history instead of repeating it. Basing the new DS3 on the same ideas as its predecessor but with a completely new design.

The DS3 is all about customising your vehicle to be unique to your own taste. With 11 body colours, four roof colours, three colours for the 17 inch wheels and five colours for the 16 inch wheels, the combinations are almost endless. Furthermore, there are four roof themes available in funky designs ranging from a Tribal pattern to Zebra stripes. Inside there are seven dashboard colours and various seat and interior trim options. The mirrors and wheel centre caps are also coloured to match the roof while the gearknob is available in seven different colours. Even the key plip features a disc in the same colour as the body paint, so that people always have a little piece of their DS3 on them.

Other options include leather seats, a connecting box, automatic air conditioning, colour coded wheels and the themes. There is also a ‘Techno pack’, for drivers looking to add more comfort and a ‘Design pack’ for those looking to add more style to the car.

In the class Citroën claim that the DS3 is one of the more compact vehicles in terms of exterior dimensions yet the most spacious inside with the biggest boot capacity. And this is not just claims, four average sized adults will easily travel in comfort inside the DS3. It gets the most out of its exterior dimensions through intelligent architecture. For example, the dashboard is set high up to increase leg room and the slim back seats and estate car style rear design free up room in the back.

Some of the standard equipment includes ESP, six airbags, cruise control with speed limiter and daytime running lights, which are things that one wouldn’t normally expect to see as standard fitment in this class and price range.

The chassis and running gear, with MacPherson type suspension at the front and a flexible traverse beam at the rear, are the result of high precision development work. Springing and damping have been developed to read the road, with excellent body roll control and impressive poise in corners, while remaining easy to handle.

The DS3 combines driving pleasure with everyday ease of use. Its on road assurance gives it crisp reactions and top level control and safety. Citroën has also made remarkable efforts to keep the weight of the DS3 to a minimum, while using a new development plant to ensure robustness.

The DS3 is available with two petrol engines, a 1.6VTi boasting 88 kW and mated to a five speed manual transmission. With this engine they claim a fuel consumption figure of 5.9 litres / 100 km.

The second engine option is the 1.6 THP that produces 115 kW and 240 Nm thanks to turbocharging. It is mated to a six speed manual gearbox and Citroen claim a fuel consumption of 6.7 litres / 100 km.

With no compromises on passenger safety, the DS3 is fitted with ESP, ABS, EBD and EBA. Passive safety is also top level, with six airbags, three point seat belts and Isofix anchor points in the rear side seats all fitted as standard.

All models come with a three year / 100 00 km warranty and three year roadside assistance.

BMW X1 – The dirty one

2010-05-10T03:59:00.000-07:00

In 1999, when BMW launched the X5, they coined the term Sports Activity Vehicle, with it creatin a whole new segment. They are once again innovaters of the market as they launch their X1 into the compact premium segment.

The BMW X1 opens up a new market and a offers a new driving experience in the premium compact segment. It expands and enhances the range of BMW X models with yet another innovative vehicle concept and literally gives buyers in this segment, the ability to conquer new terrain.

Measuring 4.45 metres in length, this five-door SAV stands out clearly from every angle as a BMW X model. The wheel arches are almost square in their contours and, together with the greater ground clearance and the silver-coloured underfloor, emphasise the robust qualities of the car. At the same time the BMW X1 comes with outstanding aerodynamics.

Inside the X1 offers typical BMW driver orientation and luxury cockpit design. The elevated seating position, a generous feeling of space, the wide range of storage options and the variable interior offer ideal conditions for enjoying the BMW X1, both in an urban environment and beyond.

Top quality materials, striking surfaces and the iDrive control system fitted in conjunction with the optional navigation unit emphasise the premium character of the car.
Modern drivetrain technology gives the X1 superior performance but also makes it one of the most efficient vehicles when compared to similarily performing premium competitors.
The xDrive23d is a 2.0 litre diesel engine with an all aluminium crankcase, force fed by a BMW TwinPower Turbo and common rail direct fuel injection. This engine produces 150 kW at 4 400 rpm and 400 Nm from 2 000 rpm. BMW claim this model boasts average fuel consumption of 6.6 litres / 100 km.

The xDrive20d is also a 2.0 litre engine and is boosted by a single turbocharger with variable intake geometry. This enables it to produce 130 kW at 4 000 rpm and 350 Nm from 1 750 rpm. For this model BMW claim an even more impressive fuel consumption figure of 6.2 litres / 100 km.

The sDrive20d features the same engine as the previous model but is only a rear wheel drive model, allowing fuel consumption to drop down to 5.6 litres / 100 km.

The last model in the lineup is the sDrive18i, which will go on sale in June. It is a four cylinder 2.0 litre petrol engine featuring Valvetronic and double-Vanos. It will produce 110 kW at 6 400 rpm and 200 nm at 3 600 rpm. Average fuel consumption is said to be 8.2 litres / 100 km.

The BMW X1 xDrive23d comes as standard with six-speed automatic transmission. This automatic power transmission, also available as an R16 000 option on all other versions of the BMW X1 instead of the six-speed manual gearbox featured as standard, not only promotes driving comfort, but also enhances the agile driving behaviour of the most compact X model.

Offering variable distribution of drive power between the front and rear wheels, BMW xDrive permanent all-wheel drive improves both the car’s agility and superior traction on rough surfaces. Couple this to 194 mm ground clearance and the X1 did not flinch on the rough dirt tracks along the side of Table mountain.

All-wheel drive is naturally connected to DSC Dynamic Stability Control and the engine management on the BMW X1, with sensors on the wheels immediately detecting even the slightest slightest tendency to spin. Within fractions of a second, therefore, the system is able to vary the ratio of power distribution even before a wheel starts to spin, thus effectively countering even the slightest tendency to over- or understeer in good time.

Thanks to the supreme qualities of this system, BMW is indeed the world’s most successful manufacturer of all-wheel-drive vehicles in the premium segment. And now this intelligent all-wheel drive is available for the first time in a compact vehicle.

As with all vehicles the X1 range offers upper class technology, superior driving experience, an efficient drivetrain. In the practicality department it offers a semi-command driving position, versatility, high ground clearance and sturdy roof railings. The rear seats also split in a 40/20/20 fashion, expanding from 420 to 1 350 litres. A further amenity is the separate storage compartment beneath the floor of the luggage compartment as such.

S drive models are of rear wheel drive configuration and efficient thanks to its reduced weight.
The X-drive features BMW’s successful awd system, hill descent control and performance control as an option.

All versions of the BMW X1 come as standard on 17-inch wheels in aluminium. Another standard feature is the Tyre Defect Indicator, while standard Runflat tyres enable the driver to continue to the nearest workshop even after a complete loss of pressure.

The BMW X1 features a special body structure designed from the outset for maximum occupant safety. Standard features include three point inertia reel seat belts all round, frontal and side airbags as well as head airbags at the side, Adaptive Brake lights and daytime driving lights.
The X1 brings together the versatile features typical of a Sports Activity Vehicle with the driving characteristics, dynamic performance and outstanding fuel economy and emissions.

Although the X1 has all this technology and don’t think it will ever be asked to do much more than the daily commute or the school run, probably winning over customers driving X3’s or those in a 3 series looking for a more practical car with the semi command driving position.

xDrive23d R464 000 automatic only
xDrive20d R418 500 manual
sDrive20d R376 000 manual
sDrive18i R335 500 manual

Toyota Prius 1.8 Advanced – Big, green, clean machine

2010-02-15T03:04:00.000-08:00

I remember being a student and trying to sneak into my parents house after a late night out, it wasn’t very easy driving a 1970’s classic with a throaty 4 into 1 exhaust and invariably I would wake my dad up and he would know exactly how late (or early) I had gotten home.

The Toyota Prius is the perfect answer for getting home unnoticed as you can simply glide into the driveway under power of the electric motor, it will also make a great transport for driveby shootings as one can easily creep up on your victims, Although it might let you down a slight bit in the getaway pursuit. I doubt Toyota thought of this when developing this innovative vehicle.

Powered by the latest generation Hybrid Synergy Drive system form Toyota that uses a 1.8 litre Atkinson cycle four cylinder, 16-valve VVT-i petrol engine in combination with a 650 volt electric motor. The fuel injected four-cylinder engine develops 73 kW at 4 000 rpm with a maximum of 142 Nm of torque available from 2 180 rpm. The electric motor has a maximum power rating of 60 kW with maximum torque of 207 Nm.

When we tested the previous generation Prius we were not very happy with its fuel consumption, especially when driving on highways, as the 1.5 litre engine had to work so hard to keep up with highway speeds. I am happy to report that this Prius however, impressed in the fuel consumption department, delivering an average of 5.7 litres per 100 km according to the onboard computer, over some spirited city driving, not bad at all.

Driving the Prius is a pleasent, hassle free experience. Interior is roomy and comfortable, while the handling is predictable with light steering, that helps make parking easier. Although a bit shallow the boot is bigger than one would initially expect, capable of carrying 445 litres of luggage or 1 120 litres with the seats folded down. The only real irritation that we had when driving the car is the loud beeping that occurs when you reverse but I guess that it so that one remembers the car is in reverse, as there is no engine noise to remind you
As has become the norm, any new generation of the trend setting Prius brings with it a number of advanced technologies.

Amongst these is a Head-Up Display (HUD) that projects vehicle information onto the base of the windscreen, including vehicle speed, the Eco Drive Monitor, and turn-by-turn navigation information.

Also new is a steering wheel-mounted Touch Tracer Display allows the driver to control the audio system, the air-conditioning, and the Eco Drive Monitor, without the need to look down, or take his or her hands off the steering wheel.

Overall Toyota seems to have finally gotten the Prius recipe right, the car is now light on fuel, the gearbox no longer screams like before and the battery will last long enough good for a bumper to bumper trip from Joburg to Pretoria.

Significantly the Prius 1.8 Advanced will enter the market at a price of R326 200 inclusive of VAT and a five year / 90 000 kilometre service plan. This price is lower than the price of the outgoing Prius that the new model replaces.

Porsche Panamera – Panagalactic family blaster

2010-02-15T02:46:00.000-08:00

The design brief was for it to be dynamic like a Porsche, practical like an estate and as luxurious as a limousine. The result was the first four door Gran Turismo in the history of the company and a vehicle that simply blasts away all competition in the segment.

Their ambition was to build the best and only real sportscar in the premium segment. And they did it while introducing a fair number of firsts to the segment. Its first car in the segment with a double clutch (PDK) transmission, the first car to feature a stop start system in conjunction with a automatic gearbox, the first to offers air suspension, the first model with active aerodynamics and it the first to be available with the Sport Chrono package for an even more sporting setting of the engine, suspension and transmission, as well as other features, at the simple touch of a button.

In terms of the design the Panamera retains Porsche family traits such as the front wings that are higher than the hood, rear bulges that look like shoulders of a steroid bunny and a low, streamlined, muscular silhouette. Porsche have got it right to make a four door family car look and go like a sports car, without compromise. Make no mistake the Porsche is not unpractical, a 445 litre boot and large tailgate will swallow a fair amount of luggage. And the rear seats can fold down to create a flat floor and 1 250 litres of space which will easily allow you to load in a bicycle or even surfboard if you so wish.

In essence the Panamera is a car with three personalities, namely Comfort, Sport and Sport plus modes. Which sets up the gearchanges, suspension and traction control for the different types of driving you want to do. Further tweaking can be done via electronically controlled sports suspension. Keeping things in check is Porsche Stability management and Porsche traction management, the latter stolen from the 911 parts bin, offering reduced weight and optimum power distribution.

Transferring all this power is Porsche’s PDK gearbox, a double clutch system that offers seamless gearchanges faster than what you can blink, and seems to always be in the correct gear. Its seems that this gearbox has completely transformed the Porsche lineup in that it is so good, that a very minimal amount of Porsches are sold with manual gearboxes these days. The PDK gearbox is standard on all models while a manual gearbox is only available as an option on the S model.

For the time being the range starts with the Panamera S combining a 294 kW 4.8-litre eight-cylinder with rear-wheel drive,the Panamera S sets a new standard in acceleration and fuel economy, reaching 100 km/h from a standing-start without the slightest interruption of power in just 5.4 seconds, top speed is 283 km/h.

The Panamera 4S also features a 4.8-litre V8 developing maximum output of 294 kW. Power transmission in this case comes as standard with PTM (Porsche Traction Management) for innovative, active all-wheel drive front and rear. Benefiting from the supreme traction provided in this way, the Panamera 4S accelerates from a standstill to 100 km/h in just 5.0 seconds on its way to a top speed of 282 km/h.

The top of the range Panamera Turbo offers a maximum output of 368 kW from its 4.8-litre V8 with biturbo technology.This truly supreme Gran Turismo accelerates to 100 km/h in 4.2 seconds and has a top speed of 303 km/h. When activated on models equipped with the optional Sport Chrono Package and PDK, Launch Control improves acceleration from a standstill to 100 km/h on all models by another 0.2 seconds for even more dynamic performance.

For me the Panamera S was the pick of the bunch, the two wheel drive just felt so stable as one accelerated out of high speed turns while it remained planted and stable at high speeds even on bumpier roads. For a car that is going to be carrying up to four occupants, this configuration makes the most sense to me. For some reason the 4S felt a bit twitchy over the bumpier roads while one could feel that the four wheel drive is sapping some of the power, if this was an error of setup on my part I’m not sure. Of course the Turbo is aggressive as one would expect from a Turbo Porsche so the question has to be asked whether you want to be driving a car like this with your family in the back.

Bentley Continental Supersports - Jump the queue

2010-01-14T01:16:00.000-08:00

The Continental Supersports is the fastest, most powerful Bentley ever boasting with 621 hp and 0 – 100 km/h in 3.9 seconds on its way to a top speed of 329 km/h thanks to a bit of a crash diet, well that is what Bentley says it will do...
As with many of these kinds of cars it began as an ‘under the radar’ project exploring the possibilities of weight reduction on the Continental GT but with more oomph. A slight increase in power and a new quicker shifting transmission are the main culprits in the improved acceleration times. Overall, the team have achieved a weight reduction of 110 kg compared with the Continental GT Speed.
This performance is complimented by chassis enhancements including retuned steering and suspension, utilising lighter weight components, retuned dampers and anti-roll bars. Agility is further sharpened by the 40:60 rear biased torque split for the all wheel drive system.
Ceramic brakes are standard fitment and are needed to stop such a fast and heavy car. Increased power and torque of the W12 engine required additional airflow to the twin turbocharger intercoolers and cooling system and this was satisfied by adding large vertical intake apertures and twin bonnet vents.
An interesting fact is that the Supersports is also the first Bentley capable of running on both petrol and biofuel, pioneering the use of FlexFuel technology in the luxury sector
The Supersports is further distinguished from its Continental coupe stable mates by what I like to call the Brakpan kit. This includes a dark smoked steel finish to all exterior ‘brightware’, including front grilles, lamp bezels, window surrounds and of course the wheels. This just goes to show that having lots of money doesn’t necessarily mean that you have style and good taste.
Over the years I have attended a fair number of car launches and the manufacturers always try and do something special in showcasing their new cars. For the launch of Bentleys fastest car ever they summoned us to the world renowned Kyalami circuit.
And they had Derek Bell on hand to take passengers on hot laps around the track at night. He is a is a former English racing driver who was extremely successful in sportscar racing, winning five times at Le Mans. He also raced in Formula One for the Ferrari, McLaren, Surtees and Tecno teams. Bell was one of many drivers to take part in the filming of Le Mans (1970) starring Steve McQueen. He is now one of Bentley’s test drivers.
Being driven around Kyalami by Derek Bell in the fastest Bentley ever, at night, rates right up there with those special motoring memories that petrolheads would all like to cross off their ‘bucket list.’
This is the part where I am supposed to tell you how the car feels, how well it handles and how amazingly fast it feels around the track in the hands of Derek Bell. But I can’t. I was one of only two journalist to even bother putting my name on the list and got 16th spot, because I really wanted a drive in the car and because it is rather difficult to write a story on a car that you haven’t even been a passenger in. With plenty of track time I was confident that in 16th spot I would get a chance, to ride shotgun with this Le Mans legend.
It would seem that if you own a Bentley you no longer regard the universal queing system or common courtesty with any importance. Our hosts continued to push customers into the car and after two hours, Kyalami had taken its toll and the tyres were toast, with the list long rearranged in order of importance, with journalists not ranking very high in terms of importance.

Toyota Land Cruiser Prado – Tough as ever

2009-11-23T03:51:00.001-08:00

The Toyota Land Cruiser Prado is an extremely popular , vehicle in South Africa, mainly because it combines luxury interior design, with good on road manners and true go anywhere ability that comes standard with any Land Cruiser model. It is no surpsise that the Land Cruiser is affectionately known as the Master of Africa.
The challenge in designing the new generation Prado was to improve on the excellent reputation of the current model and it seems that Toyota have managed to do so by achieving even better reliability, durability and robustness while also improving the overall performance and functionality of the vehicle.
Essentially a brand new design the latest mid-sized Land Cruiser SUV follows the formula of a strong, all steel body mounted on a ladder type frame for the highest level of durability in tough operating conditions, by nature a Land Cruiser model needs to live up to its reputation as tough, virtually indestructible vehicles.
The exterior design makes the Prado equally at home on the sophisticated streets of Sandton or in a harsh desert environment, one that looks good even when it is dirty.
Toyota’s new Prado will initially be available in the top-of-the-range luxury VX seven seat specification with a choice of 4.0 litre V6, or 3.0 litre turbo diesel engines.
The Prado 4.0 VX Petrol is powered by the highly acclaimed 1GR-FE 4.0 litre V6 engine with a 24-valve DOHC configuration. This all-aluminium engine from Toyota was purpose designed for 4X4 SUV applications and has proven itself in the current Prado. It has been refined further for its use in the new Prado with improved fuel economy and power in this latest application.
Maximum power is improved from 179 kW to 202 kW at 5 600 rpm. Torque is also marginally up with 381 Nm available at 4 400 rpm. Dual VVT-i, high efficiency intake and exhaust ports, a number of low friction components, and a 10.4:1 compression ratio add to the performance of this lightweight engine.
The Prado 3.0 VX Diesel model is equipped with the 1KD-FTV common rail direct injection engine. This is a 3.0 litre four cylinder turbocharged and inter-cooled engine with a 16-valve DOHC configuration. Maximum power is 120 kW at 3 400 rpm and peak torque of 400 Nm is delivered between 1 600 rpm and 2 800 rpm. Power is up by 25 percent on the current model while torque improves by 17 percent.
Both the petrol and diesel engines are mated to a five-speed electronically controlled automatic transmission. This transmission offers excellent performance and fuel efficiency together with a smooth shifting characteristic and low noise.
The Land Cruiser Prado now has a host of technology under its belt to help it sustain its title as the Master of Africa. These include Multi-terrain select, a first for Toyota, which displays operational procedures for the driver and at the same time controls the acceleration dynamics of the vehicle. Selecting one of the four available modes that best matches the terrain being negotiated prompts the system to provide easy to understand guidance while optimising throttle and brake control. The four modes are Mud and Sand, Rock, Loose Rock and Moguls. These functions ensure that even novice off-roaders can tackle obstacles with confidence and will make the vehicle that much easier to for seasoned off-road drivers to operate.
Other electronic gadgetry includes Multi-terrain ABS, Brake assist, Electronic Brake force Distribution, Vehicle Stability Control, Hill start Assist control and CRAWL (Crawl control). This system allows the vehicle to maintain a low uniform speed over the roughest terrain by controlling power output and brake pressure to individual wheels for the purpose of reducing the burden on the driver and providing a more comfortable ride when travelling off-road. This allows the driver to apply his full attention to steering the vehicle along the best course.
The approach and departure angles, which are important factor in the off road ability remain the same as the outgoing model, 32 degrees and 24 degrees respectively.
In general on and off road performance tend to serve conflicting interests and it is often difficult to achieve both good off-road performance and good on-road characteristics in the same vehicle. However with the new Prado, Toyota have succeeded in improving both of these conflicting qualities.
The Prado KDSS(Kinetic Dynamic Suspension System) helps achieve excellent ride comfort and driving stability for all driving conditions, from off-road driving to motoring on paved roads. This system controls the effectiveness of the front and rear stabilisers to provide the most suitable suspension performance for prevailing conditions.
A double wishbone independent suspension setup is used at the front and four link with lateral rod system is implemented at the rear. Both systems use coil springs and have been fine tuned to realise excellent handling, stability and ride comfort as part of the new models total overhaul.
Interior comfort is also improved, particularly in the second and third rows, although I still believe the third row of seats is reserved for children only. The luggage compartment is now more user friendly, as the third row of seats can be folded away at the touch of a button. The interior space and utility was improved thanks to a slightly larger external envelope.
Safety protection includes dual stage driver and single stage passenger airbags as well as seat side airbags for front occupants and a knee airbag for the driver. Curtain side airbags provide side on protection for all three rows of seats.18 inch alloy wheels allow for large diameter brake discs and callipers to be fitted for superb braking. Ventilated discs are fitted front and rear and are matched to four piston callipers at the front with floating callipers at the rear.
The Land Cruiser Prado 3.0 VX Diesel costsR637 900 and the Land Cruiser Prado 4.0 VX Petrol will sell for R650 000. This includes a five year / 90 000 kilometre ToyotaCare Service Plan. Service intervals are 10 000 kilometres for both models.

Nissan GT-R- Glowing Gladiator.

2009-11-23T03:46:00.000-08:00

The hype around the launch of the GT-R has been huge, but since driving it, I can see why.This car offers levels of performance and technology often seen in much more expensive cars. And boy does it go.
Driving the GT-R is unlike anything I have ever experienced. The car is very racey and focused, the way a sportscar should be. Power seems never ending and the horizon is simply a prod of the accelerator away. Nissan say that the GT-R was developed with a new understanding and appreciation of the Earth’s natural forces, namely gravity, inertial force and aerodynamics and this is necessary because in the GT-R, everything is happening so much faster.
When designers sat down to design the latest GT-R, they set the absolute minimums that the car would need to achieve, these included a top speed of over 300 km/h and a Nurburgring lap time of less than eight minutes, the production version of the GT-R subsequently shattered both these and other goals set.
One of the highlights for me, when it was my turn to sit in the passenger seat was playing around with the Human-Machine Interface (HMI), and I say from the passenger seat, because if you are driving there is simply no time to think about playing with this system. Nissan worked with Polyphony Digital, a subsidiary of Sony Computer Entertainment and developer of Playstation 3 games, to develop the concept, design and functionality of the GT-R’s Multi-Function Display system. This system displays a whole host of information such as Braking, Cornering and acceleration G-Forces, Oil temperature and pressure of the engine and gearbox, brake and throttle force and fuel economy and much more.
At the heart of the beast is a very special 3.8 litre twin turbo V6 engine, producing 353 kW and 588 Nm available over a wide rev range. What makes this engine special is that each unit is hand assembled by a single technician – only one of eight allowed the honour. As the engine is being built, a master log is filled out, including measurements, settings and even the serial number of the tools used to assemble the engine.
Driving this power to all four wheels is a GR6-type dual clutch transmission with three driver selectable modes. These modes range from fully automatic, to manual shift via paddles behind the steering wheel. This offers drivers the best of both worlds whether it be track driving or commuting in traffic, without ever having to take your hands off the steering wheel. Although this is an outright performance car, it is possible to drive it like a normal person and then it transforms into a sedate two seater, that won’t rattle your fillings loose or jerk into parking spots.
From the front bumper to the tip of the four exhausts, every inch of this car was designed with performance in mind. Some exterior features include front fender vents to help reduce wheel well pressure and vent the brakes, blacked out pillars are said to create a fighter jet inspired style canopy, the rims have knurled beads that help keep the tyres from slipping around the rims under hard acceleration while the iconic round taillights pay homeage to past generations of Skylines.
Of course with this being such a great performing car, stopping ability is important. The brakes on the GT-R were built to Nissans specifications by legendary racing supplier, Brembo, this results in a braking system that is extremely effective and offers the driver great pedal feel.
Before leaving the factory every Nissan GT-R gets broken in at a racetrack before being sent off to its owner. A thorough nine-lap run at the Tochigi test track makes sure that your GT-R is in robust health and fully capable of offering maximum performance, anytime, anywhere.
Priced at R1 750 000 the GT-R is certainly awesome value for money as it is able to blow away competitors that cost almost double the price.

Nobility Mobility

2009-10-08T07:35:00.000-07:00

Powerful new engines, revolutionary interior technologies and enhanced driving dynamics cement the Range Rover’s position as the most complete luxury 4x4. We drove it in the awesome surroundings of the Free State.
The Range Rover is one of those vehicles that has a strong visual signature that has been retained through all its models throughout the years. Not wanting to mess with this designers have just given the 2010 Range Rover a bit of freshening up.
The exterior retains the same silhouette but with a bit of design freshening. Some of the changes include a refreshed horizontal grille and some new paint finishes. Lighting has also been updated with LED and Xenon technology.
The Interior now boasts a TFT instrument cluster, which means your dials and all relevant information are actually displayed on one screen instead of by means of different gauges. There has been detailing of switchgear and a new steering wheel and controls . The centre console now also boasts a TFT screen which uses parallax barrier technology to show alternative pixels in different directions. This means that while the driver is keeping an eye on the navigation, the front passenger can watch a DVD on the same screen.
In the dynamic department the Range Rover now features the full extended Terrain Response system, enhanced traction control and understeer control.
In the engine department is a brand new 5.0 litre V8 supercharged petrol engine and the same diesel TDV8 powerplant as before.
The V8 Supercharged 5.0 petrol engine pumps out 375 kW at 6 000 rpm and an astonishing 625 Nm at 2 500 rpm. This engine was developed in house by the Jaguar Land Rover powertrain team, with the requirements of the Range Rover in mind from day one. What is remarkable is that this new engine delivers more power and refinement but without a corresponding increase in consumption and emissions.
This engine is also fitted with the new variable camshaft timing system as well as a sixth generation, twin-vortex supercharger whose high-helix rotor design improves its thermodynamic efficiency by 16 percent.
The strong and efficient TDV8 3.6 litre engine has been designed from the outset to accommodate Land Rover’s uncompromising off-road demands, the engine has been developed to provide huge reserves of torque across the rev range. Peak power from the TDV8 engine is an impressive 200 kW propelling the new vehicle from rest to 100 km/h in 9.2 seconds.
The six speed gearbox features a fully adaptive shift system and is a maintenance free unit for its entire lifetime. Its characteristics have been optimised by Land Rover to provide class leading response, with rapid and refined shifts. It also features an intelligent sport mode, which can sense and adapt transmission characteristics to particular driving styles.
Bringing it all to a stop is a comprehensively updated braking system. The brakes for the diesel are modelled on the four piston opposed calliper performance system from the outgoing Supercharged model, now employing 360 mm ventilated front discs. The braking system for the Supercharged model has been developed in conjunction with performance brake specialists Brembo, it now uses 380 mm ventilated front discs with unique lightweight aluminium six piston opposed action monoblock callipers. 365 mm Ventilated discs with single piston sliding callipers are fitted at the rear.
Completing the package is the fact that the 2010 Range Rover benefits from a series of enhanced active safety aids including adaptive cruise control, emergency brake assist, blind spot monitoring, automatic high beam assist (AHBA) and a surround camera system.
The surround camera system uses a number of cameras which are then displayed on the screen in the centre console, so that the driver always know what is surrounding him. The cameras can also be set up in conjunction with the ‘Tow assist’ so that manoeuvring of your trailer or caravan etc. is made easier thanks to guidelines on the screen.
The Range Rover must be one of the best all round vehicles, dynamically it is great to drive with plenty of gusto only a push of the pedal away. Inside it has all the luxury and technology that you can think of and it can go almost anywhere thanks to some great off road ability. It is no wonder then that the Range Rover can be found in the garage of most of the affluent people in society, it simply says I have arrived, but in a subtle way.
The TDV8 will retail for R1 164 000 while the 5.0 litre supercharged version will sell for R1 204 000.

Fairlady Grows up

2009-10-08T07:28:00.000-07:00

With the task of upholding forty years of proud Z-car heritage, the 370Z has been crafted using the same exceptional engineering standards and performance know how which has catapulted the latest R35 GTR to the forefront of the hypercar pecking order.
Nissan’s all new 370Z, the sixth generation of the iconic sports car, celebrates 40 years of Z-car existence and the compelling heritage of the Nissan Z-car continues to attract loyal followers as powerfully as ever before. This formidable heritage extends all the way back to the original 240Z introduced in 1969. This S30 model in fact created a whole new niche in the market which Nissan has played a dominant role in ever since, the high performance but also great value for money sports car.
The heart and soul of any sports car is the drivetrain, the combination of a high performance engine matched to a precisely engineered transmission. The new 3.7 litre V6 delivers a healthy 245 kW of power and revs with enthusiasm all the way to the 7 500 rpm redline. The Variable Valve Event and Lift (VVEL) mechanism has been further improved for an engine with even better responsiveness to the loud pedal.
Nissan has realised that even true sport car fans have to wade through traffic jams on a daily basis and they now offer a seven speed automatic transmission at a modest price premium, easing the burden of the daily grind, but still offering stonking gearbox performance when needed.
Featuring lightweight paddles behind the steering wheel and the widest torque convertor lockup range in the business, this gearbox delivers the best of both worlds. Optimised software and the paddles allow the driver to have a similar amount of involvement as that of a manual box when the need arises.
Performance enthusiasts will be well aware that reducing weight is even more critical to the final overall dynamic envelope than adding power or improving the transmission of this power, and engineers behind the Z have gone to extreme lengths in this regard. They have even managed to shave 1.6 kilograms off the weight of the sound system, while at the same time providing better acoustic properties and more modern music format compatibility.
Other weight saving reductions include the use of aluminium suspension components, an aluminium roof and boot section, while a carbon-fibre composite material has been employed in crafting the radiator housing as well as driveshaft.
Nissans development team have also concentrated on delivering a better balance in weight distribution than ever before. Nissan has realised that 53/47 front to rear split actually delivers a more responsive and stable vehicle. The extra weight over the nose means that under braking, the front tyres are pressed harder into the tarmac providing more grip, aiding turn in. Upon acceleration weight is transferred rearward, giving the 370Z perfect 50/50 weight distribution right at the point where you need it most.
Underneath the sculpted bonnet is a 3.7 litre, V6 that provides a wholesome 245 kW of power with a broad spread of torque that peaks at 7 500 rpm thanks to the application of even further advanced Variable Valve Event and Lift (VVEL) technology, which also makes the new motor even more efficient than the previous generation V6 which propelled the 350Z. This allows the 370Z to sprint from standstill to 100 km/h in 6.45 seconds on its way to a quarter mile time of 14.60 seconds and a limited top speed of 252 km/h. These figures are not bad in the real world, but are not great for an iconic sports car as these kinds of figures are attainable by the latest hot hatches, which offer higher levels of practicality and greater value for money.
Still the 370Z is a real drivers car, mainly thanks to its rear wheel drive configuration and well balanced handling. The car is now shorter for even sharper agility, lower for improved body control in all situations and wider for even more lateral grip than ever before. This all adds up to make the 370Z a car that is great to drive when the roads gets twisty or a trackday is on the cards.

The legend returns: Volkswagen Golf 6 GTI

2009-07-01T04:49:00.000-07:00

The dictionary describes an icon as ‘an important or enduring symbol’ or ‘one who is the object of great attention and devotion’. The legacy that is GTI can be described as both which is probably why this car, successful for its bang for buck performance that has always remained accessible to the masses has such a following. We drove the 6th generation at Kyalami.
There is an enormous pride in owning a GTI and it has a lot to do with how passionate these car owners are, it is not surprising to hear how a current GTI owner has owned many of the previous generation models and is planning on staying loyal to the brand. The Golf five GTI was hugely successful with around 40 percent of all Golf five sales being the GTI, the fifth generation was also the one that really took the car back to its roots after two generations of slouchier GTI models. So improving on the GTI was going to be a tough task, luckily designers have kept all the good parts and simply made the new model better and more refined in every area.
The fact that Volkswagen is and always has been so involved in motorsport means that the brand has attracted driving enthusiasts to the brand that pioneered the hot hatch market.
In terms of design the car is pure Golf and a consistently clear GTI design is true to its roots. The honeycombe grille has been retained with a red frame that hints back to the front of the ever popular Mk2 GTi. Other sporting accents include new fog lights, a larger rear spoiler, twin tail pipes, red brake callipers and 18 inch Detroit alloy wheels as standard.
Inside the GTI remains comfortable and sufficiently roomy. Luxuries include dual zone Climatronic air conditioning, a three spoke leather steering wheel with aluminium trim, GTI designed leather sport seats, multi function display and a radio CD with MP3 compatibility.
But it is behind the steering wheel that the GTI comes into its own. Compared to the previous model the new car has an improved sport chassis, while the ride height is 22 mm lower in front and 15 mm lower at the rear. Springs, dampers and rear stabilisers have been completely retuned.
Kyalami can be a challenging track to drive in anger due, to its range of different corners and characteristic elevation changes but the GTI instills a sense of confidence in the driver and makes mastering the track easy as it dances from entry to apex to exit with minimal effort, even through the three hair raising high speed corners, that can be taken almost flat out. In short the GTI is now even sharper and more confident than its predecessors.
The car is very well balanced, steering is precise and understeer is only evident when you are doing something seriously wrong. Not that this was a huge problem on the old model but has been almost completely eliminated thanks to a nifty piece of technology called XDS, which is in essence an electronic transverse differential that operates as an extension of the electronic limited slip differential that improves traction and handling through control of the very efficient ESP system.
An optional extra is the DCC or Dynamic Chassis Control that tailors the individual handling dynamics at the touch of a button. These adjustments include the steering that adjusts to provide better steering as well as continuous damper adjustment.
Under the bonnet there is still a 2.0 litre turbocharged engine that now produces 155 kW between 5 300 and 6 200 rpm, torque is still 280 Nm but is now available earlier, from 1 800 rpm, and lasts longer, all the way to 5 200 rpm. This can be felt as the GTI pulls strongly out of the slower corners. Some might think that VW simply upped the power of the old engine, but this is in fact a brand new engine featuring modified pistons and rings, a regulated oil pump, a new vacuum pump, a new high pressure fuel pump and new mass airflow sensor. VW claim a 0 – 100 km/h sprint time of 6.9 seconds for both the six speed manual and the DSG gearbox options. Top speed is slightly improved to 240 and 238 km/h respectively.
As always the DSG gearbox is fast and precise and the way in which the Golf GTI automatically double de- clutches when downshifting is a joy for any sports car driver and the sound that goes along with this is absolutely spine tingling. The engine and exhaust note on its own is uniquely GTI, making a sporty impression that will not irritate car occupants.
The GTi might not be the fastest car when judged on paper but it is a complete package that makes it the one to have. The GTi has power and style and evokes the character of the original GTi
The biggest feather in the GTI’s cap is that it can be a comfortable family runabout, especially in DSG guise, that battles traffic in the week but when needed it still offers serious boy racer fun, whether you get your kicks at the lights or on your favourite piece of twisty road.
Safety is up there with the best. Systems include ABS, EBD, ESP, seven airbags, adjustable whiplash optimised head restraints and 3 rear head restraints, resulting in the obligatory five star Euro NCAP rating
Pricing is only slightly more than the outgoing model, with the manual selling for R317 300 and the DSG going for R 331 800, what a bargain.

What a Classic

2009-06-30T05:10:00.000-07:00

With the economy looking like it is most people don’t have the resources to go and buy a new car and the fact that the economy boomed just before this slump has left a second hand car market full of great buys. But if a slightly used car doesn’t appeal to you, why not go for something a bit more classic?
How nice would it be to buy a car and be able to sell it five years down the line for the same as what you paid for it, or even more? This is possible if you are willing to dabble in a bit of classic motoring and this is not necessarily a bad thing.
But the age old debate remains surrounding what exactly a classic car is, some clubs insist that cars must be of a certain age, but I beg to differ. For me a classic car can be anything that appeals to your senses and it is often a car that you loved when they were new but couldn’t afford at the time. I am not talking about ageing Tupperware models here but who wouldn’t want to drive a classic Mercedes-Benz or Jaguar for example, these cars have class and style and sophistication, the bonus is that 20 to 30 year old examples in great condition can be found for way less than R50 000. What new car can one buy for that money and what ‘character’ can you expect?
But its not everybody that can drive a old car, most need regular TLC and I’m not talking major repairs here, just a bit of DIY… If you are up to this then why not? Even if the car is not bought as a daily driver, why not look for something that can be used to spruce up the weekends?
When buying your classic try to get an example that is as complete and original as possible, it means a lot for the collector value.
In South Africa we are also in luck as most of our cars that have been looked after, especially inland, are normally rust free. This is also the reason why so many of our classics are unfortunately being exported to countries whose classics suffer the fate of the rust bug.
For me the term classic is all about the appeal or popularity and not necessarily that the car must for example be 50 years old. Certain models are like art or wine, they only get better and more valuable with age. The scariest thing is that for the price of a new Volkswagen Golf, you can buy the classic car of your dreams and have it restored by a professional and you will probably be left with some change.
The same goes for motorcycles. If you are not a road racer that simply has to have the latest Superbike each year, a nicely restored classic motorcycle can give you endless hours of riding pleasure. What is best is that motorcycles, especially the pre –electronics models are terribly simple mechanically so there should be no problem in keeping them purring. Most manufacturers, especially Japanese ones are also able to still get most of the parts new. A collector in Pretoria recently built up an entire Yamaha XT 500 from new parts bought over the counter, a slightly costly affair, but it just shows you what can be done. Motorcycles are also extremely easy to restore and can make a great project for someone that is not scared of getting their hands dirty, it is cheap and when done you can use your pride and glory to zip around town or even just to the café to get bread and milk.

Death of the Manual gearshift?

2009-06-30T05:04:00.000-07:00

As a true petrol head I always enjoyed driving manual cars, they give the true feeling of being in control of the vehicle and always ensuring that the car is at the right place in the rev range to pull strongly, be it to overtake or pull out of a corner.
But for myself and many others who have to suffer through the daily grind that is rush hour, automatic gearboxes are becoming more and more popular.
Recently on the launch of the Nissan 370Z we were told that worldwide 57 percent of sportscars sold were equipped with an automatic gearbox of sorts. In the 370Z the automatic variant is only fractionally slower than its manual counterpart, a small price to pay for everyday comfort I think.
Another iconic vehicle that was launched in its 6th generation this month is the Volkswagen Golf 6 GTI, the DSG gearbox option available in this model is one of the best types of automatic gearboxes available.
This gives the driver the comfort of an auto but the exact same performance as the manual from 0 – 100 km/h, with the DSG only really out in the top speed department, where it is a whole 2 km/h slower. The DSG gearbox offers lightning fast gearchanges both up and down through the box. When accelerating, for instance, in third gear, fourth has already been pre-selected. The only difference is that while third gear's clutch is closed, fourth's is open. The advantage, of course, is that when the time arrives to actually upshift, it's a simple matter of disengaging one clutch and engaging the other; no actual gear movement need be made. It's this elimination of the gear selection process that makes it so rapid. Clutch actuation is a relatively simple and quick process compared with moving gears around. It's why these double-clutch transmissions are so much speedier than either manual gearboxes or the single-clutch automated versions such as BMW's SMG. Acceleration is quicker because there's less of a pause between gears, and the entire process adds more control since gear selection is so precise.This gearbox, like many, also does still offer a element of driver involvement as gears can be changed by pushing or pulling on the lever or using the F1 style paddles.
Even in racing applications the manual gearbox is dying out, any proper rally car uses a sequential gearbox, while Formula one has the paddle shift steering wheel system and even World Touring car contenders such as the SEAT Cupra team have opted for the DSG gearbox setup.
The M-DCT gearbox first seen in the M3 and now available in other BMW models is lightning fast in the way it changes gears and can be setup in a number of ways depending on how the driver feels like driving the car that day. The bonus with gearboxes like this is they often come with a launch control function too.
And just look at the Porsche pricelist and you will see that almost all their models are now available with their PDK gearbox, which is a similar dual clutch setup to Volkswagens DSG and just as effective. The big surpsrise is how effective these gearboxes have been on the options checklist.
Yes there is still that school of thought that believes a human will always be able to do things better than a computer, but that is maybe only true for a tiny percent of the driving population that have lightning fast reactions and permanently wear their racing overalls and helmets.
The problem is that while there is extensive Research and Development going into the development of automatic gearboxes, remove the development of manual gearboxes is mostly standing still.
This is why I believe that in the not too distant future the so called automatic gearboxes are going to become so good that a manual transmission simply wont be able to compare anymore.