Drive Magazine Relaunch Issue

Issue 1 August 09

Relaunch Issue!

Alfas new ridiculously sexy MiTo

King Rex is back!

BMW releases hottest Z4 ever!

Scintillating S

And a whole lot more too! All free!

2 Drive Magazine

Contents6. News. This months most interesting...

14. News feature. Sheridan takes on WSBK 24. Feature Drive. BMW Z4

34. Feature Drive. Alfa MiTo

44. Feature Drive. Kia Soul

50. Feature Drive. Subaru

Impreza WRX saloon

Test Drives

58. Land Rover Disco 3 V8 HSE

84. Triumph Speedmaster

70. Audi TTS

90. Cadillac CTS

96. Honda CB1000R

102. Renault Twingo

110. Shootout: Lexus GS300 vs Lexus GS450h

3 Drive Magazine August 2009

Drive Column


The World is going crazy. Theres no de-nying that at this point. And its being led there by its purse strings too. But one of the side-effects of the syn-drome really worries us. Its a subject Steve and I have discussed over and over of late. Its the suppression of passion, in all things. Sure marketers, spinners, hypesters ped-dle passion on every street corner like a gaggle of JoBurg hawkers, but at the same time its ruthlessly targeted and sys-tematically eradicated by the powers that be. Youre not allowed to have too much of it, it gets in the way of work, and makes people think differently to others, which despite having the most prescribed freedoms weve ever had, is not the kind of freedom were allowed. Were free to squeeze ourselves into the same little pi-geonhole everyone else is squeezing themselves into. Thats about as far as it goes. Sure its psycho-babble, but bear with us a moment, because its relevant. It is, after all, the reason why Drive exists once more. Because it appears that many of you, a lot like us, have decided that being passion-ate really isnt that bad. And despite the terrible straits of the industry were see-ing a massive resurgence of passion in cars at the moment. Perhaps petrolheads are coming out of the woodwork because it could be the last brief epoch in which we get to enjoy the things we love so much about cars. The next generation of

eco-friendliness doesnt really take these aspects into account anymore. We do, and our aim is to deliver exactly this feeling, in words and pictures, every month in this completely free digital for-mat. The passion, if youll bear with me just a moment longer, of the drive. Nothing less.

Our digital format gives us freedoms now denied cost-sensitive print publications, and although youll recognise the ap-proach from motoring magazines from gentler times we hope youll find it read-able, digestible, and enjoyable all at once.

Cars and bikes arent about data. They arent about boot space. They arent even about 0-100km/h sprints and balls-out lap times. On the road theres a whole lot more to them than that. And that is ex-actly what we plan to demonstrate.

Enjoy this first issue.

-Russell Bennett

Lovin the Drive...

Drive Magazine is published by FTMP. We urge you to contact us with feedback, comments, and suggestions on [email protected], while advertising enquiries can be directed to [email protected].

News


Chrysler Group LLC, parent company to Chrysler South Africa (Pty) Ltd, announced today that production will continue for the legendary Dodge Viper SRT10. Originally slated to cease production in De-cember 2009, the Chrysler Group Conner Avenue Assembly Plant the exclusive home of Dodge Viper production since 1995 will continue to build the V10 pow-ered sports car. Chrysler Group is no longer pursuing a sale of the Viper business assets. Dodge Viper production began in May 1992 at the New Mack Assembly Plant and was moved to Conner Avenue in October 1995. Viper V10 engine production trans-ferred from Mound Road Engine to Con-ner Avenue Assembly in May 2001. In 2008, Dodge introduced the all-new, fourth generation Dodge Viper SRT10. With

more horsepower, more torque and more than 30 exterior and interior color combi-nations, the latest Viper gives enthusiasts the performance they expect on the track and off, with more factory customisation options than before. For 2009, the Dodge Viper SRT10 offers outrageous power, with an 8.4l, 450 kW V10 engine contributing to blistering accel-eration 0-96 km/h in less than four sec-onds, 0-160-0 km/h in the low 12-second range, setting an American sports car benchmark. To date, more than 25 000 Dodge Vipers have been built. Unfortunately the Dodge Viper is only built in left hand drive execution and will there-fore not be available for sale to South Afri-can car enthusiasts.

Super-snake lives on!

News


lamps with black surrounds send an additional stylish message, ensuring that the SLK 2LOOK Edition is easily recognisable from a distance. We are pleased to bring 40 units of this limited edition to the South African mar-ket, says Eckart Mayer, Divisional Man-ager, Mercedes-Benz Cars. The SLK is a firm favourite with roadster buyers and this appealing model is sure to attract a number of new customers to the brand, adds Mayer. The sporty and striking appearance of the special model is emphasised by 17inch 10-spoke light-alloy wheels with mixed tyre sizes (front: 225/45 R17, rear: 245/40 R17). In line with the colour philosophy of the 2LOOK Edition, these are available in two surface variants: a lustrous high-sheen finish in titanium silver or dark, striking chrome shadow. Discreet emblems on the wings and a draught-stop of transparent acrylic glass from the range of high-quality Mer-cedes accessories bearing the 2LOOK Edi-tion logo also distinguish the special model.

Mercedes-Benz is introducing a new, eye-catching special model in the successful SLK series with the model suffix "2LOOK Edition". This new model variant, which is specifically aimed at a younger target group, is only available in glossy black or lustrous white. This styling touch is harmoniously complemented by a two-tone interior with high-grade materials in dramatic black-and-white contrasts. The attraction of opposites this is the concept with which the new Mercedes-Benz SLK "2LOOK Edition" special model enters the new open-top market. The inten-tional limitation to a black-and-white colour scheme both inside and out lends this suc-cessful two-seater with a vario-roof an exclu-sive, dramatic appearance and ensures a decidedly eye-catching presence. The SLK 2LOOK Edition is painted in a choice of either calcite white or black as standard. On request the SLK 2LOOK Edition is also available in exclusive obsidian black metallic or the special finish designo mystic white, which is limited to 300 vehicles worldwide. Head-

MB SA reveals SLK2LOOK

News


Lotus is hoping that the exciting and sleek new Lotus Evora will launch a new era for the company. Aesthetically, the car looks great but only if you are a fan of the distinct Lotus styling so it can hardly be classed as a new era when compared to other Lotus of-ferings. I guess it could be a new era in the same way every new Porsche 911 is a revolution in Porsche design. The Evoras 3.5 litre V6 engine from Toyota will be of lightweight aluminum construction and nestled in the middle of the car, pumping out 206KW of raw power at 6400 rpm and 342 Nm of

advanced ABS vented cross-drilled disc brakes to slow the Evora down once its driver is done abusing the right-hand pedal. Everything seems to be rather standard up till now, it begs the question; where is the new era? It seems that the Evora aims to offer the impressive and fun performance of Lotus other cars like the Elise in a more mature package which includes modern amenities like carpets. The revolutionary plans seem to be to build a classic Lotus performance car that is actually comfort-able.

torque at 4700 rpm. All this and a car that weighs 1350 kgs thanks to lightweight con-struction. The chassis is a lightweight modular bonded aluminum structure, very much like the archetypal Elise. These figures all serve to propel the Evora from 0-100 km/h in 5 seconds, but once it reaches the limit of the six speed manual gearbox the Evora will be sitting at 256 km/h. Generating all this power is one thing, but putting it into the tarmac is just as im-portant. For this Lotus have opted for 18 front and 19 rear Yokohama tyres, and

New Lotus Evogorgeous yes, but revolut

News


The Ford Motor Company of Southern Af-rica (FMCSA) played host to a delegation from Thailand during late June 2009, which is hoped to foster improved partner-ships and cooperation between South Af-rica and Thailand, at least in the automo-tive industry anyway. The Thai delegation from Thailands Automotive Industry and the Office of Industrial Economics visited Fords Silverton assembly plant north of Pretoria which allowed Ford to really pro-mote any potential partnership. FMCSAs President and CEO Hal Feder was pleased to host the delegation at Silverton so as to: demonstrate our [FMCSA] commitment to quality and lean manufacturing, and to broker opportunities to collaborate in the future,. FMCSAs quality commitment is well illustrated by the Silverton plant, which is continuously upgraded to cope with the complexities of modern vehicle assembly. The idea behind visits such as these is that the free exchange of information can allow both sides to benefit from the available knowledge. So this Thai mission to get a better grasp of the South African automo-tive industry; including government devel-opment polices, was not just limited to the single Ford plant. Various component sup-pliers along with their respective manufac-turing facilities were also included in the delegations itinerary. Hopefully this will al-low for a complete snapshot of the entire length of the South African industry which is critical if any future partnership is to prosper.

ora: tionary?

FMCSAWorld-class hosts

News


Lexus brand image. Which is to say, the M3-challenging, V8-engine IS-F will hit our shores in the next couple of months. In addition however, buyers concerned about the impact of a high-po V8 on our delicate climate will love the new IS Cabrio-let range. Originally unveiled at the Paris Salon last year, the IS C features a three-part folding metal roof which purportedly stows away in an impressively rapid number of seconds, and seriously takes the promis-ing lines of the humdrum saloon to new levels of elegance and desirability. For those who are in between the lure of the fire-breathing V8 but perhaps have

While Lexus has rapidly been making in-roads into the executive sedan market seg-ment both with its upmarket GS range and more value-friendly IS models, the com-panys engineers are busy beefing up the lineup in an unexpected direction. And were not talking the RX either. Al-though a very nice vehicle, a premium-segment SUV is a bit of a no-brainer if you are playing in this segment. No, it seems Lexus of the very near future will receive an essential image boost aimed specifically at younger buyers. And yes, high-performance is most certainly on the menu, another unexpected focus given the

LLEXUSEXUS SA SA GOINGGOING SERIOUSLYSERIOUSLY COOLCOOL!!


News

budgets closer to IS250 territory, another addition to this Lexus entry-level which might, but not definitely, come to our shores is a larger-engined, sportier deriva-tive of the car think a 335i competitor, or thereabouts. International purveyors of mo-toring matter will already know the car were talking about, although we were for-bidden from actually printing the details by Lexus SA until its arrival is confirmed.

Still, with the F and C models definitely headed to SA showrooms by the end of the year Lexus SA dealers will likely be beating the younger buyer who might previously not have considered the brand from their doors with or without the third models re-lease.

News


Marius elaborates; Suspension all-round has been improved, while a new hydraulic system for e-Gear models brings shift times down to beneath 100ms. There have been significant changes un-der the hood for this model. The V10 is now at 5.2-litres, and power is up from 380 to 412kW, although the engine is more effi-cient as well. And great news for South African customers, is that the GPS is now completely func-tional on our road network! Beyond the new model itself, Lamborghini SA has put its full backing behind the iconic Italian brand, and now offers a full three-year service plan along with the standard three-year warranty with every new vehicle sold. Even used Lamborghinis can be bought with some peace of mind, as these now carry one-year main-tenance plans and warranties. I really believe in the car, and boy you know if something goes wrong were going to be on the line to the factory anyway we know the importance of pre-mium service levels to our cus-tomers, concludes Malherbe.

The Sandton City Auto Show might not boast global recognition, but it certainly pulls the locals, and is the ideal showcase for South African dealers of exotics and sports cars. Porsche, Aston Martin, and Lamborghini all hosted stands at the event, and although modest on furniture the floor was rich with lustful machines. Lamborghini SA chose the show as the place to reveal the latest Gallardo LP560-4, so Drive went and spoke to Marius Mal-herbe about just what makes the newest baby Bull even more interesting, and have a brief chat about exotic car sales in the teeth of a recession. Were OK, down 25% just like the main-stream guys, but thats not bad given our very limited volumes. Our mid-market, cars costing between R1.5 and R2.5-million, is where were seeing the gap at the moment. These vehicles were usually bought by guys with huge monthly incomes but not many assets, but there are fewer of them around, and securing finance can be a problem. Still, weve already sold one of the 560-4s and have brought in two more. Over to the brooding Gallardo. The rear end is cleaner without those taillights wrap-ping upward into the engine lid, and more aggressive with the number of tailpipes dou-bled to four, just like the V12-engined Murcielago. At the front some pretty major changes new LED DRL headlights and a new bonnet, and improved aerodynamics, are in evidence for the detail fetishist.

Full service-plan for new and used SA Lambos!

News


Drive Feature


Steve Allison speaks to Sheridan Morias at Kyalami

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Drive Feature


told me that he was on a Superbike for the Weekend. I asked him if he was riding his own bike, he said No, Im on the Vent Axia bike. For those of you that dont know, Vent Axia is the factory backed Kawasaki team for 2009. With Mokoto Tamada injured after a crash at Monza, Sheridan, with the help of Kawasaki South Africa, got the wild card ride on the Kawasaki. He graciously handed his 600 over to Robert Portman.

S heridan Morias is as well as competing in the National Superbike championship, also running a ZX6 Kawasaki in this years National Supersport cham-pionship. It seemed only natural that his father and tuning guru Ricky would prepare a bike for the World Supersport round at Kyalami. There was a press conference on the Thursday before the race and Sheridan was sitting there as I walked in. He


Saturday in World Superbikes is Su-perpole day with 3 sessions. In the first session Sheridan was 13th fastest with a 1:38.477, ahead of Britains Shakey Byrne. In the second session, he was placed 11th just behind Leon Haslam and ahead of works Honda rider Ki-yonari. He could have gone faster but the team werent able to get the super soft tyre on in time for his last hot lap. Nevertheless, 11th is still an unbeliev-able result for a wild card rider, par-ticularly one without previous WSBK experience. The fans at Kyalami were treated to a ding-dong battle between the two Ducatis of Haga and Fabrizio and the Yamaha of Ben Spies. After 12 laps, the battle between Fabrizio and Spies allowed Haga to ease away at the front.

I asked Shez how the bike felt, he said, I dont know, I havent sat on it yet. Sheridin rode the bike in anger for the first time on Friday in free

practice. He was 7th on the timesheets with a 1:40.502, which is nothing short of amazing. I again asked him what the bike felt like compared to his, he said completely different but the most surprising was the brakes, I thought my teeth were going to come out the first time I braked. He adds; I cant get to grips with the electronics so I have switched everything off. No electronics and he managed to be 7th fastest with just his throttle hand, oh and track knowledge of course.

Drive Feature

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Drive Feature


attempts to pass Haga. Haga kept a cool head and retained the lead and Ducati scored their second one-two of the day. Sheridan used his tyre more efficiently in the second race and ended the race in 11th place. The result may not look that impressive on paper but this is from a rider that until Friday hadnt even ridden the bike. He has no previ-ous World Superbike experience and yet he was still the highest placed Ka-wasaki. Oh and in case you were won-dering, he never did get around to switching the electronics back on. Had I been Paul Bird of Vent Axia, I would have signed Sheridan there and then but finances and politics dont work like that. They decided to use Ja-mie Hacking to fill the seat until Tomada is back on the bike.

Sheridan has nevertheless proved that he has the talent and ability to ride competitively at the world level. He is considering several options so lets hope he gets a good ride for next year. Im convinced that he will be the first South African World Superbike cham-pion.

Photos and words - Steve Allison

The battle continued between Spies and Fabrizio, it looked like Spies would get onto the second step of the podium until a mistake on the last lap allowed Fabrizio past and Spies was relegated to 3rd. While all this action was going on at the front, Sheridan was holding his own in front of some big names like Yukio Kagayama, Shane Byrne and Tom Sykes. Tyre problems later on in the race caused lost him time and he finished 13th, ahead of his teammate. Very impressive for a first attempt. The Supersport race was not as excit-ing as we are used to, well not at the front anyway. Eugene Laverty was the fastest man on the track which saw him pull out a huge lead. Second placed Cal Crutchlow remained well ahead of the rest of the field and you had to look down to third place to see any real racing. Mark Aitchison even-tually took third place and local Man Robert Portman finished 21st. The second race looked like it would be one of those Spies walkaways that we have seen so many times this year but a broken gear lever forced him to retire on lap 3. Haga and his teammate Fabrizio raced hard down to the wire with Fabrizio working hard to catch Haga. The last couple of laps saw Fabrizio making a couple of desperate

Drive Column


if you have outstanding fines, you should pay them and in an ideal world you would be right. The problem is that the whole phi-losophy of speed trapping in this country is at best underhanded and in several instances, illegal. Then of course, theres the intimi-dation that goes with being

stopped at a roadblock. You will be treated like

a criminal, made to wait on the side

of the road and, should you have any un-paid fines, they will try to arrest you. Heavy-handed

tactics are not the way to win

the support of the public and the fact

that the speed-trapping ethos is so underhanded is

the reason people dont pay fines in the first place. Then there is the inconvenience to perfectly law-abiding motorists delayed in the resulting traffic jam. Traffic jams themselves are a major cause of accidents so rather than promot-ing road safety, the Metro Police are creating a situation that will probably lead to more accidents. Let us be clear on one thing, the traffic police have only one aim and thats to collect revenue, they

Gangsters with guns Steve Allison

I dont know about you, but Im getting a little bit an-noyed at the number of road blocks in and around Gauteng at the moment. I have been stopped in exactly the same place 3 times in just 1 week. And, as a motorcy-clist, I get pulled over in every sin-gle roadblock since they sim-ply assume Ill be riding with-out a number plate. Now, you might say that roadblocks are a good thing; after all, they are ensuring that all motorists have a valid licence arent they? Well no, they probably will ask you for your licence but thats just so they have an opportunity to issue an-other fine. No, the reason they have roadblocks is so that they can collect revenue from unpaid fines. And more importantly, check that your number plate is in place, without a number plate, how will they be able to use cam-era traps to fleece you? So, youre probably thinking that

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have no interest whatsoever in road safety. If they did, why are they not visible trying to promote safe driving? Why are they hiding in bushes behind cameras trying to catch people who, driving safely might stray slightly over the limit? Why are they not trying to catch people that are actually endangering other motorists, like the people that make illegal U-turns? The way the Metro Police act is nothing short of gangsterism. They set up camera traps partly because they are too lazy to stop drivers and partly because, if they stop you, you can question the validity of the trap. They send you a fine in the post relying on the fact that most people will simply pay up. As I said, they behave like gangsters, the roadblock is de-signed to intimidate so that peo-ple will simply pay up. They way that they arrest people at roadblocks is illegal and several speed traps are also illegal. What the Metro Police need to under-stand is that you cannot enforce the law by breaking the law. If you do, we may as well be living in the Wild West. The fact that so many speed traps are illegal is the very reason that people have re-moved their number plates in the first place.

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Dual-clutch drama Russell Bennett

S o heres the scene. Its a lazy autumn Satur-day afternoon in JoBurg. For once, youve actually got a couple of hours to call all your own, and youre itching for something fun to do. You also happen to have some rather tasty (even if it is only in your eyes) machinery parked in your garage, and before you know it the key is in your hand and youre dreaming of some lovely, twisty, sinuous roads... Why Not? you eventually de-cree, quickly pack up the essen-tials and go jump into your pride and joy, enjoying first the sight of it as you open your garage doors. The sensuous curves, the obvious pace of the thing even at stand-still, the wide rubber-band tyres, the sharp but brutal nose. You fall into the embrace of the sporty seat, relishing the way those pad-ded bolsters grab hold of your thighs and back, the texture of the quality hide in which theyre upholstered pampering every sur-face of skin that it comes across. You take in the heady aroma and exquisite interior detailing, and then you twist the key... As the cylinders rip into life you can sense a fantastic afternoon

ahead. Youve got just the right roads picked-out in your mind, the ideal mixture of picturesque and perilous, just an hours drive north-east from where you are. You even know of the perfect mid-way pause for a Coke and, if youre peckish, some chow. Life isnt just good, its fabulous as you settle in for the drive out. Then before youve even left the confines of the city, the inevitable happens. As you sit at a red light getting into some of your favour-ite tunes, out of the corner of your eye you notice a gaze-vacuuming pointy snout pull up alongside. You glance over to your right for a more complete pic-ture, and there she sits. Another wunder-wagon of impossibly ex-otic proportions and pricetag sits idling bassily beside you. A car which would make for the perfect partner for a spot of illicit robot-to-robot fun, a challenge which in itself would give you the rush youre looking for this afternoon. Instantly your plans are suitably adjusted... You glance up at the driver, to measure if hes up to the moment, as you are. He barely acknowl-edges your gaze, and stares icily

Drive Column


ahead, the merest hint of an up-turned lip your only clue... And then it happens. That mo-ment which pretty much defines the expression going for a blast. The instant in which you know your deepest competitive crav-ings are about to be released and tested against those of a similarly-minded individual. The revs of his beautifully-tuned beast rapidly flare into a mechani-cal cacophony, and he holds it there for a second longer than is strictly necessary so that youre pretty sure of what youre about

to go up against. Now hes looking questioningly at you, making

sure his judgement was true

and that youre firing on all cyl-

inders.

Now, the catch. Your car has a DSG, or even semi-auto, paddle-shift gearbox. Like so many of the best machines on the road today boast. Which is all well and good, but what do you do in this exact instant, right now? Nodding your head is a touch subtle, and a bit rude in street-racing terms. Hes let you have a

good listen at what hes packing, time for you to show yours before proper battle etiquette has been conformed to. A thumbs-up would probably also at least af-firm the desire to race, but is pretty darn cheesy. Ideally, you need to match his overtures by flaring the revs of your own car... Mind made up you quickly slot the lever into N and gun it. Your engine sounds even more glori-ous than his, and you can see his eyes waver for a moment, then he revs his motor again for a soul-stirring duet. And the next thing the lights go green, he dumps his clutch, and smokes off the line in an orgy of burnt rubber and pure power. And youre left on the line, neutral still selected, having to drop your revs off again before shifting into a gear which will give forward motion. By the time you do, the Daihatsu Cuore which was behind your erstwhile com-petitor trundles past, its occu-pants laughing so hard that you can hear them over the noise of your tortured motor. And just like that, your afternoon is good and ruined. May as well go ahead and head home mate, and deal with your stresses and problems some other way. Thats just one of the reasons Im not the biggest fan of high-tech dual-clutch gearboxes in modern performance cars...

Four Play!

E ver since BMW intro-duced its first roadster prototype in 1934, driv-ing (fast, preferably) with the wind in your hair has been a special experience that lasted in memory long after the actual event. In Europe there are autobahns and Alpine passes that make such driv-ing experiences even more exhila-rating, of course, but we are equally blessed with fantastic driv-ing roads regardless of where in sunny SA you may find yourself.

BMW South Africa chose the West-ern Cape for the national launch of the latest Z4 roadster, incorporat-ing a selection of driving situations into the route so as to best demon-strate the new Z4s capabilities. Designed by an all-female team, the new car is instantly recogniz-able as a Z4 but remarkably arrest-ing to the eye, new lines and design improvements coming to the fore as the light plays with its sculpted lines. It may be more refined, but it s also significantly more mascu-line and cohesive, traces of 6-

series evident especially at the rear. BMWs roadster heritage is stamped all over the exterior de-sign, with the long bonnet and -wheelbase still there and driver seating just in front of the rear axle. But Juliane Blasi took the madness of Chris Bangles flame surfacing and softened it, sculpting the body into a masterpiece thats bipolar at best. The fusing of ele-gance and aggression brings a new modernity to the inherent sporti-ness of the original design, accen-

tuating the muscular nose, flared wheel arches and taut back end. The most notable new design fea-ture is however the fully retract-able hard top of lightweight alu-minium that goes up or down in 20 seconds. According to BMW, the decision to ditch the traditional canvas top was based on customer demand and, contrary to popular

belief, isnt the main reason for Z4s significant weight gain (up al-most 200kg in total). Additionally, the new roof allows for 14% visi-bility on average, with visibility through the rear window up 52%, something thats always been problematic in soft tops. On the inside, Nadya Arnaout has done an equally stellar job. As is

to be expected, fit, finish and ma-terials are of top quality, with the general design and layout exhib-iting an elegant functionality thats neither bland nor busy. Two tone colour schemes work best to open up the snug cabin, and the Pure White option is worth every penny.

Drive Feature


As with the 6-series, the leather upholstery now also features BMWs sun-reflective technology that significantly lowers the leathers temperature if left in the sun with the roof down. The new Z4 range comprises of three derivatives, all burdened with clumsy monikers that now include

sDrive, similar to the xDrive nomenclatures used on the X5- and X6-models. The entry-level model in the new range is the Z4 sDrive23i, which is followed by the Z4 sDrive30i and the Z4 sDrive35i (see what I mean?). Unfortunately, only the latter two were available for evaluation.

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BMW promises outstanding driving dynamics on the Z4 thanks to har-monious axle load distribution, rear-wheel drive and a lightweight alu-minium suspension with a double-joint tiebar front axle and centrally guided rear axle. Electromechanical power steering, high-performance brakes (thoroughly tested on our drive) and the latest generation of Dynamic Stability Control further contribute to dynamics weve come to expect from BMW. Dynamic Drive Control is featured as standard and allows the driver to set up the car in three stages (Normal, SPORT and SPORT +) at the touch of a button. It acts on the

Drive Feature


throttle pedal control map, engine management, DSC response, the power steering control map, the dynamic gearshift on the optional sports automatic transmission and, on cars fitted with the optional Adaptive M Suspension, the control map for electronic damper adjust-ment. The first model we drove was the flagship sDrive35i that is powered by BMWs award-winning 3.0-litre straight-six petrol engine with Twin Turbo and direct fuel injec-tion. Our launch model was also fit-ted with the superb 7-speed double-clutch gearbox, a R28 700 option available only on the sDrive35i. The familiar engine develops 225 kW at 5 800 r/min, with maximum torque of 400 N.m being available from 1 300 to 5 000 r/min. Accel-eration to 100 km/h takes 5.1 sec-onds with the DCT gearbox, elec-tronically limited to 250 km/h. The sDrive35i quite possibly por-trays the new Z4s bipolar nature the best. In the normal urban com-mute, its as smooth as silk, the power easily modulated and the roar from the exhaust sedated to a point where you also want to purr like a kitten. The increased visibil-ity makes a major difference when

Drive Feature


pressing with its road holding, sharp and secure steering and ab-solute eagerness. It does however get quite choppy on roads with no-ticeable imperfections. It s also surprising just how sensitive the responses are in SPORT + mode driving in SPORT mode is more than sufficient.

driving in the city and as such the benefits of the hard top are evident from the word go. Unfortunately, theres significant wind noise at any speed higher than 60 km/h. It s on the open road where the car excels, though. The power is im-mense, the exhaust note orgasmic. We drove many back roads in a very decent condition, the Z4 im-

Drive Feature


one to buy if you require a flashy drop-top but have no primal urge to race everything that comes your way. Not that it s a small engine, mind you. It s powered by a 150 kW 2.5-litre straight-six engine delivering 250 N.m of torque. Acceleration to 100km/h takes 6.6 seconds with a top speed of 242 km/h. The new Z4 is quite simply mag-nificent and will have BMW enthu-siasts in a state of excitement that cant be described without censor-ship. Its performance and pricing does however place it in a league where its main competitors offer something similar, albeit with dif-ferent personalities. Prices range from R506 500 for the base spec sDrive23i, to R583 500 for the standard sDrive30i and R682 500 for the sDrive35i without the DCT gearbox. With its best-of-both-worlds retractable hard top, Z4 redefines what a BMW roadster is, and does it successfully.

Christo Valentyn

Driving the sDrive30i is quite simi-lar, although the difference in power is noticeable. Powered by BMWs equally renowned 3.0-litre straight six engine (190 kW, 310 N.m), it s slightly less manic. The model we drove was fitted with an optional 6-speed sports automatic gearbox works equally well, but is no match for the DCT unfortu-nately. However, if youre less perform-ance oriented and have a more se-date driving style, this is the model to go for as it offers a superb bal-ance between everyday drivability and occasional hard driving. Accel-eration is 6.1 seconds, also elec-tronically limited to 250 km/h. Be mindful of wheel and rim size though as it really does affect the overall driving experience (we drove two derivatives with differ-ent specification levels). At high speeds the power is much more controllable and easier to modulate without sacrificing any of the dynamic thrills. It s a pity though that the DCT gearbox isnt an option for the sDrive30i its just so much smoother. It wouldve been interesting to also drive the sDrive23i and I suspect it will be the poser model in the range, the

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Its a car that is undoubtedly worthy of

its place in an illustrious heritage.

Drive Vitals: BMW Z4 sDrive35i

Engine 3-litre six-cylinder turbo

Power 225kW

Torque 400 Nm

0-100km/h 5.1 seconds

Top speed 250 km/h

Weight 1580 kg

Price R682 500

Drive Vitals: BMW Z4 sDrive23i

Engine 2.5-litre six-cylinder

Power 150kW

Torque 250 Nm


Top speed 242 km/h

Weight 1480 kg

Price R506 500

Hey good-lookin

g!

T he Alfa Romeo MiTo is so beautiful one just has to talk about its appearance ahead of its sparkling power, enjoy-able roadholding, Italian tradition - and even that odd name. The MiTo, to put it simply, looks like an Alfa should. Theres a fairly wide choice of colours and while Italian cars traditionally look great in red, the bright yellow paint job brings out its stunning curves.

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While much is made of the MiTo drawing its design cues from the re-cent Alfa 8C Competizione supercar, the deep and narrow heart-shaped grille is also reminiscent of the Alfa 147s, when they first came to this country a few years ago. Perhaps it rings a bell because at the time Alfa

cleverly played on this aspect by pro-viding their hostesses at the launch event with cocktail dresses blessed with the same daringly low-cut fronts as the grilles on the cars. That launch was also remarkable for the fact that Alfa brought out an Ital-

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ian designer to talk about the 147, when it was THE excit-ing new hatchback, just as the MiTo is now. The loving way in which he ran his hands around the curves (of the car, not the hostesses) was so full of passion it should probably have had an age restriction. Alfa Romeo, with a refreshing lack of modesty, calls the MiTo the most sporty compact car in the world. Theres no denying that it is a real beauty, one of the most exciting ve-hicles from the Italian manufacturer in recent times.. That deep front grille, decorated with the proud and beauti-ful Alfa badge, sets the tone. It takes pride of place above the low air-intakes and between the large but laid-back headlights. Flowing back from this are curves that form a subtle power bulge over the bonnet. The lines are sharp and swoopy at the same time. And from the rear, perhaps the most striking features are the rings of circular LED illu-minations around the tail lights. Apart from looking good they have a safety bonus in making the brake lights, and the rear lights, that much more visible.

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I hope I have made the point that the MiTo is a very attractive car. But really, its performance is even better. In the present harsh economic climate many manufacturers have been going for modest launch events, with a drive of the new car sometimes being lim-ited to a spin around the block. But Alfa wanted to fully demonstrate the glories of the MiTo, which it dar-ingly (but justifiably, as it turns out) refers to as a sports car. Motoring writers were treated to a ride and drive of close to 300km, including three laps on the Gerotek handling track near Pretoria. We all know that turbocharged en-gines have an advantage at altitude, in Highveld areas like Gauteng, as they lose a lot less of their power in the thin air than normally aspirated motors. Even against other turbo motors of the same size the MiTos Turbo Benzina is a gem. It produces 114Kw and between 206 and 230Nm of torque, depending on which mode the driver chooses (more on that later). Alfa say the MiTo will do 0-100km/h in a satisfying eight sec-onds and will reach a top speed of 215km/h. The 1,4 T-Jet turbo used in Fiats own Grande Punto (and on which the MiTo motor is based) also has 230Nm but only 88kW, while VWs outstanding 1,4 TSI, which is both turbocharged

So full of passion it shhad an age r

Drive Feature and supercharged, outs out 90kW and 200Nm. Even the 1.8-litre turbo used in the VW Polo GTI, with 110kW and 220Nm, has less oomph than the MiTo. It should be noted that the ex-cellent Fiat Bravo, also using the 1.4 T-Jet, is credited with 110kW and 230Nm but then again, it costs more than the MiTo, at R236 000 against the MiTos R228 500. A Fiat


that costs more than an Alfa? One has to wonder how long the MiTo will hold its price. The car seen by many as the MiTos obvious main rival, the Mini Cooper S, has figures of 128kW and 240Nm from its 1.6-litre turbocharged motor. But it costs R270 000. The MiTo proved really satisfying to drive on the highways and twisting country byways around Magalies-

hould probably have restriction!

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burg and Rustenburg. Acceleration from standstill was good but the stand-out strength seemed to lie in its excellent overtaking ability at cruising speeds.. In these rural areas road surfaces are not always the best. The MiTo, espe-cially in its most sporty Dynamic setting, does feel road ripples. But it was not uncomfortable or bone-jarring, Part of this can be attributed to the seats that, for front occupants, are comfortable and supportive at the same time, as one would expect a good sports cars seats to be,

About those settings. The MiTo is equipped with a system called DNA. This stands for Dynamic, Normal and All-weather, Apart from the fact that it allows the marketing people to say things like Its in our DNA, the sys-tem gives the driver added control over the car. Most owners of MiTos would, it is safe to say, be Alfa enthusiasts. I suspect they would just leave the car in the Dynamic setting, which gives that ex-tra torque, increases steering feed-back, gives a sportier feel to the sus-pension (I did not notice much differ-

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ence) and affects even the six-speed gearbox. Others would be content to leave it in Normal for what Alfa refers to as town driving, while in wet or icy weather, or anything else that makes the road slippery, the All-weather option would be best.

Alfa claim fuel consumption of 6.5litres/100km. My driving partner and I managed 9litres/100km in an afternoon that mixed enthusiasm and enjoyment with awareness of speed limits, on largely open country roads and highways. The six-speed gearbox


Drive Vitals : Alfa Romeo MiTo

Engine 1.4-litre four-cylinder turbo

Power 114kW

Torque 230 Nm


Top speed 215 km/h

Weight 1148 kg

Price R228 500 ( Launch special)


is a pleasure and in top the MiTo will do 120km/h at 3 000rpm. It accelerates hard even from those revs. The cabin is comfortable and mostly high-quality (the sun visors are a little plas-ticky). The lovely Alfa badge is set prominently on the centre of the steering wheel. There are twin cowlings above the central air vents, echoing those above the main instrument panel. The rev counter is red-lined at 6 500rpm and the tem-perature and fuel gauges are labelled Aqua and Benzina in true Alfa style. Standard features include air-con (dual climate control is an option); a radio with CD and MP3 (Bose hi-fi is an option); electric one-touch windows; electric power steering, audio control on the leather covered, thick-rimmed steering wheel;

It is eye-catching, rouses the emotions and is enthralling to drive, with plenty of

punch even from low revs. It comes with a six-year/90 000km ser-vice plan, and service intervals of a sim-ply astonishing 30 000km or two years. Oh, that name it comes from the first two letters of Milano and Torino, the

Italian cities where the car is respectively designed and manufactured. Mito is also the Italian word for myth. And it allows people to make puns like: Do you want a sexy sports car? MiTo! (Me

too geddit?...)

It is eye-catching, rouses the emotions and is enthralling to drive

K ia really is trying to per-suade us that they have got Soul, not just in the name of the car but in its very DNA. Kia has recognised that, although the SUV is popular, very few of them are used off road. The Soul has all of the attributes of a small SUV without 4 wheel drive. The new Soul, launched in Cape Town late last month, has funky

graphics all over it, a chunky design and an options list as long as your arm. Kia believes that this car will appeal to the young at heart, people that like to customise their car to suit themselves. Most of the options are dealer fit so you can add to your car whenever your mood changes or your wallet allows. The new Soul is an urban crossover, 5 door with a 1.6-litre engine,

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the crowd. As well as the young at heart, the Soul is aimed at the young and passionate male driver, the emotional and the freethinking. My first impression of the car is that it will appeal to far more women than men. The high roofline makes it easy to lift young children in and out and I felt the styling would appeal far more to the female driver. Open the doors and youll find this is a car with a Tardis like quality. Although it appears reasonably small on the outside, it has plenty of room inside. Again, this will appeal to the female driver, a car that feels small and easy to park yet packs enough room in the back to prevent the kids kicking the back of the seats. I sat in the back on the trip back to the airport from the launch and Im a large person yet sat quite comfortably. There was a time that Pacific Rim vehicles were seen as an alternative for people that couldnt afford Euro-pean cars. Kia has definitely shaken

which puts out just over 91kW and 156 Nm of torque. It has a high roofline and flared wheel arches and the level of standard equipment is impressive. You get ABS and airbags, which, lets be honest, is fairly stan-dard these days. You get air-conditioning, electric mirrors and windows, steering wheel mounted audio controls and fog lights too. You even get things like keyless start and iPod connections without going to the options list, unlike most other manufacturers. The price also in-cludes a 4year/90 000 km service plan. The Soul has been awarded a 5 Star Euro NCAP rating although ap-parently that honour goes to the higher spec model with six airbags, which is only going to be available in South Africa later on in the year. Kia plans to improve the range even further with an automatic and a die-sel. The design of the Soul is definitely distinctive I will admit and in todays tough market, manufacturers need to do something to stand out from


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heavy since Kia doesnt publish the weight in the brochure, nor the 0-100 times. Out on the open road though the car trundles along quite respectably, unless you are driving up a mountain pass. Whilst we didnt have the opportu-nity to throw the car through the twisties, handling is precise with minimal body roll. The steering is not as sharp as many a sports hatch but Kia is keen to emphasise the sporty nature of the car.

off that image with its very well equipped and well-built cars. The problem is, though, that the price is starting to creep up towards Euro-pean levels. Sitting in the drivers seat, you im-mediately sense that the build qual-ity is right up there with the VWs and Toyotas of this world. The qual-ity of plastics and seat coverings, and general interior fittings is high. Out on the road, the build quality again is evident; the car rides nicely with road and wind noise kept to a minimum. The Soul soaks up bumps and the occasional pot hole without crashing or jarring. Having said that, you can see why manufacturers choose Cape Town for launches, the roads are in much better condition than in Gauteng. What I did find disappointing about the Soul, was the performance. Con-sidering the fact that we were at sea level driving a car with a 1.6, 91kW engine, the pace particularly away from the lights, was pedestrian. Im



Overall, the Soul is a well-built competent car that may appeal to its target market but will probably at-tract the female buyer. Price wise, as mentioned earlier, it is getting close to its European competitors. At R189 000 it is definitely not a cheap alter-native. It is however around R40 000 less than a 1.6 Golf. The funky design and easy customising options will certainly appeal to the younger generation and particularly the younger family. While a large cabin and boot, ensure that the Kia is practical for family weekends away.

Drive Vitals : Kia Soul

Engine 1.6-litre four-cylinder CVVT

Power 91.2 kW

Torque 156 Nm

0-100km/h Not quoted

Top speed Not quoted

Weight Not quoted

Price R189 995

W hen Subaru re-placed its vener-able sedan with a hatchback, its hardcore fan base which, lets face it, is just about all Scooby-lovers out there, werent pleased.... With the company itself hailing the new car as softer, more practical, more liveable every day, and built for a wider audi-ence, this dedicated base had its worst fears confirmed. A class-leader in the barely-homologated road-rally special category, which cars like the Impreza helped to spawn, was lost for good. Fortunately, no, not for good. Subaru has confronted the problem at last, and the booted, 4-door sedan is back! For the first time, that nose treatment which the hatch debuted makes sense, complementing the boxy lines of the new WRX saloon beautifully. Were not sure if its just the heritage or what, but this new WRX looks fantastic parked-up outside the Sandton launch venue. From a distance, the front ap-peared disappointingly anodyne, almost a Honda/Toyota blob, but

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model. Which, by the way, is no longer available locally once the stock already on showroom floors is gone. They play video after video, lap-time challenges and drag-strip dices, to illustrate the superiority. But really, the first slides were enough... were keen to get some wheel time. The contents of that first slide will explain it all to you. In ad-dition to now welding the right body to the symmetrical AWD platform, the company has gone ahead and sweetened the deal further still by adding a great wad of extra power to the 2.5-

get a bit closer and throw in a touch of side profile, and you get what Subaru has done here. Gone is the soft, amorphous shape of the hatch. In its place, pukka visual aggro just like a Scooby WRX should boast. And its all in the details, the subtly flared, boxy arches. The strakes and venting, not to mention the commanding air-scoop, and the return of the modest but pur-poseful bootlid spoiler all imme-diately conspire to raise our ex-pectations before so much as turning the key. Subaru SA spends the next hour or so convincing us that the new booted WRX is not only much better looking, but also dynami-cally far superior to the softer, family-friendly hatchback


springs, and the top mounts from the STI have yielded a much sharper chassis, without compromising on the long-haul comfort which I actually quite enjoyed in the hatch. We finally break into the sun-shine, to the unfortunate news that for today test-drives will be short, and drastically limited, to just a few minutes per driver in midday Sandton traffic. Still we jump at the chance and every-one disperses searching for the best roads in the vicinity, four-up.

litre boxer four. Basically, theyve fitted the bigger IHI turbo from the STI and tuned it down slightly for a new peak power output of 195kW at 6000rpm, while similarly beef-ing-up the torque to 343Nm, now reached earlier in the rev range and sustained at this peak for longer. Significant increases of over 15 and 7% respectively. Theyve then also gone much more focussed on the suspen-sion. Thicker stabilisers, stiffer

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and climate-control. Electric windows naturally. But thats about where it ends. Lighting up the engine is the treat it ought to be however, es-pecially with the sportier ex-haust option fitted to these fleet cars. It doesnt quite have the off-beat rumble of Subarus of old, but its very bassy, very reso-nant, and suggests some fun is here for the taking. The next thing I look for, knowing where it is in the WRX hatch, baffles me for a minute or two. No switch to disable TC?

Im at the wheel first, and there are some initial concerns with the cabin. Tall buggers cant get as comfortable. The hatch was never the most accommodating for us, but it does a better job than the new sedan, which of-fers just a bit less vertical adjust-ment on the wheel than before, robbing you of leg room. The ambience itself is very low-rent, but it doesnt really matter all that much with those lovely sports seats gripping your torso tight. Theres an aftermarket in-fotainment system including GPS, complete with remote con-trol unit in the centre console,

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Before we discover how it grips though, we all thoroughly enjoy a quick rip through the gears from a couple of sets of Sandton lights. Its quick this new WRX, definitely surging off the line with more ferocity than the hatch (0-100km/h figures put the new car at 5.3s, the old one languished above 6), and feeling supremely muscular in the mid-range. The larger turbo does mean theres a marginal amount more lag going from off- to full-boost, but this results in a bigger rush for occupants as the shove arrives and thumps you up the

I find out later, and I do love this thinking, that the company has deleted the traction and stability control systems from this Im-preza. The Symmetrical AWD system should be all the traction control you need, quips our Subaru spokesperson when quizzed. Ive always thought hes right, and its great to see a sports car relying on this fact, and putting some faith in the skill and rational thinking of the driver, rather than impose an elaborate and expensive digital safety net on their cars.

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road even more noticeably. Into the next gear at the power peak of 6000, and youre right into the meatiest part of the torque curve in the next gear, accelera-tion barely abated. Short stretches of tarmac easily yield triple figures, and the noise urges you to do just that, from just about every standing start. Although mercilessly short, our drive does yield one corner which can be used to get a feel for the handling. A long top-of-third sweeper with dusty patches on the surface. Taken at very illegal speeds, the new WRX feels superb. Secure but not dead, hugely grippy but not inert. We cant wait for a longer test period to delve deeper, but the first signs are very encour-aging. Again, though, the company has saddled the WRX with only five gears. Fine for robot-to-robot racing, which I suppose is most of the destiny of these machines, but useless for open-road fuel consumption. Nit-picking per-haps, but like the cheap-as-chips interior, it isnt really ac-ceptable at this price level. Before I get to that though, at its core the new WRX really is a massive step on from the hatchback, and should be able to

chips interior, it isnt really ac-ceptable at this price level. Before I get to that though, at its core the new WRX really is a massive step on from the hatchback, and should be able to stand tall amongst icons from the Scooby heritage once again. Its maniacally fast, hardcore when youre in the mood, but well-rounded when youre just commuting. It turns heads both with its arresting looks and echoing aural charms. And best of all, it makes you feel great to be driving a proper, undiluted four-dour sports car once again. But this new greatness does come at quite a price. R359 000 to be exact. Or a more than R100K premium over last years softer, slower hatch, at the spe-cial offer discount which was never retracted in a desperate bid to pull buyers. And it still has a five-speed box and cereal-box interior. So is the upgrade worth the money? Every penny. The Subaru WRX sedan is the rebirth of the cult icon Subaristi have been dream-ing of, pure and simple. We cant wait to have this beast on test for a week!

-Russell Bennett

Drive Vitals : Subaru Impreza WRX

Engine 2.5-litre four-cylinder turbo

Power 195 kW

Torque 343 Nm


Top speed 233 km/h

Weight 1410 kg

Price R359 000

The Subaru WRX sedan is the rebirth of the cult icon

Landie feature

A stroll through the gardens is like a bush walk without the hassles of avoiding potentially sharp foliage!

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Nestled beneath the imposing rock struc-tures of the Waterberg mountains lies an incredible fusion of modern architecture and amenities with the vastness of an-cient African tradition surrounding it on all sides. Welcome, to Marataba Safari Co, one of those venues which just about defines The Heavenly Bush which South Africa is so famous for serving up to visi-tors of all nationalities. The Lodge itself simply drips splen-dour, featuring an open architecture which invites the nature in from every possible angle while never losing its pris-tine, ordered demeanour. Outside perfect, clipped lawns border the tangle that is raw African bushveld for a contrast so stark its sure to take your breath away. Comfortable couches scattered about the warm halls invite guests to linger for a while, gazing out over the wild plains to

the flat-topped mountains in the middle distance while partaking of some de-lightful snack or drink of their choosing, or even chatting idly to the proprietors of this magical venue about the region and its history, subjects on which they are commendably well-versed. A stroll through the gardens is like a bush walk without the hassles of avoid-ing errant and potentially sharp foliage or detritus on the unkempt trail. Your feet might be caressing nothing more vio-lent than perfectly-trimmed, luscious grass, but your eyes get to take in the glory of nature unmolested starting pre-cisely where the invisibly-defined bound-ary lines of the Lodge lie. The suites might be tented, but dont make the mistake of thinking they lack creature comforts! In fact these sleeping quarters are as lavishly bedecked and

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tastefully appointed as the Lodge itself, and guests are once again immersed in the sounds, textures, and sights of thick, tangled bushveld while simultaneously basking in surroundings which can only be described as utmost luxury. As the sun paints our uniquely glorious African sky a spectacular array of vivid hues, the peacefulness of the place is almost unbearable, and when you are tired enough to close your eyes at the end of the day, you can be pretty much assured that your sleep will be deep and peaceful. The next morning after yet another gorgeous meal, prepared to perfection and intricately arranged, were treated to a game drive through the 85 000 acre Marakele concession on which Marataba has been built. Naturally theres the op-tion of riding with the Rangers in his specially-prepared Safari vehicle, but weve got a Landie to test after all, more

on which later. All of the Big 5 are here for your viewing, and we while away sev-eral hours peering into the dense under-growth searching for, and regularly find-ing, interesting wildlife of any shape or size. Then its back to the Lodge in time to collect our suitcases and head home, just a night and a day of total relaxation enough that we face the 3-hour drive back to JoBurg refreshed, alert, and re-newed by this treasure trove of natural pleasures so close to the quintessential Big Smoke. Marataba is a place which, if you have the means, you really need to visit at least once in your lifetime, and were extremely grateful and honoured that this world-class resort was happy to host us for the purposes of this feature. An exceptionally generous gesture from a simply exceptional place.


matter, the Discovery 3 V8 HSE makes it clear, from a mile away, that it is a very serious machine. And yet, while I know that the last three owners have been about as British as boerewors, it manages to convey this unmistakable image in a charming, impossibly inoffen-sive sort of way, a heavy automo-tive dose of English quirkiness tak-ing all of the edge off of the confi-

Wow dad, thats a serious car! was how my son greeted me when I drove up my driveway in the Disco 3. Hes three and a half, but hes ab-solutely right. Thats how this Landie is. It never leaves you in any doubt is what I mean to say. Even if you dont really know anything about cars at all, or tough-enough-to-crush-rocks off-roaders for that

A heavy automotive dose of English quirkiness

Land Rover Discovery 3 V8 HSE


exudes class, personifies character. The centre console buttons which control the entertainment system and built-in telephone (not installed to our test unit) are arranged in a manner which can only be called haphazard. Like the interior design-ers had magnetic versions of each button and simply threw them at the mockup of the console, marked down where they landed and then just straightened the lines out a bit. But the Logic 7 audio system they access is pure quality, as high-end ICE as you could possibly need. The speakers mounted in the doors will vibrate your right knee to shatter-ing point if you want to go there. The integrated GPS navigation is another brilliant example. It works very well you see, even avoids the pitfalls of some cheaper standalone

dent visual swagger. You really have just to step inside to find out what else it has, that the others in this class just somehow lack. This isnt a bakkie with five seats (in fact, it has seven, the rear two folded flat into the cargo area when not in use), its actually a lux-ury car that can take its slightly quirky owners anywhere they want to go on this world. It oozes style,


of the sub-stantial cushioning attempting to escape from beneath your bodyweight, and your finger-tips will tell you all you need to know about the quality materials used in this car. And yet, little touches of sheer oddball abound, like the rubber mats scattered about the various storage nooks not even being glued into place! And while I know that Barney says sharing is caring, indi-vidual audio controls for two rear

systems (like the in 200 metres, continue straight rubbish of my Mio), and will offer you every route to your destination that it finds be-fore selecting the default option if youre already on your way. But, then, sometimes it just refuses to accept any destination entry at all, for a few minutes. It always comes right, but the time spent trying to make the bloody thing work can de-generate into a comical affair. Those seats not only provide a commanding view of the road and traffic conditions ahead by virtue of the sheer size of the Disco, they also feature some of the most but-tery-soft hide youll come across. Just sit in that drivers seat, allow-ing the upholstery to take the strain


the league of the Range Rover Su-percharged Sport of course, but its quick enough to blow off all but the most committed of warm hatches in a straight line. Of course, every time you tap into the energetic zone in the upper range of the tachos travel, your fuel guage plummets planetwards just about as quickly as the needle on the same rev counter does. With 2.5 tons of weight to haul, permanent AWD, and the aerodynamics of a mid-sized flatlet, consumption was never going to be pretty, but if this is what the nat-asp engine does the Supercharged halo model must be the harbinger of bankruptcy for all but the most well-heeled drivers!

passengers, and a third for the back-row occupants, with headphone jacks, seems a bit extravagant really. Hows she drive? Well that petrol V8 is torquey, but very lazy be-neath 4000 rpm. From that point on however on the clean, crisp ana-logue dial, the tacho needle seems to be grabbed by gravity and start plummeting down toward earth, and the rev-limiter. Not its not in


totally disguises gear changes be-hind a silken veil of torque-converted cream. Yep, even the shifts are downright luxurious in nature. And naturally, get it off the beaten track, and it continues to just overcome anything in its way without ever having to bother the driver too much. If you get into some serious mud, the Terrain Re-sponse system will come in handy, but its simplicity itself to use. Twist the dial to the right setting, floor the throttle and let the com-puter sort it out. It will get you traction, if thats at all possible,

Its not like the noise is really worth the cost either. Its not a mu-sical V8 like Detroit has the gift of producing, nor a high-tech Italian GT unit. Its got a decent voice though and some degree of charac-ter once again, but it never truly sounds happy to have your foot flat on the accelerator pedal, seemingly preferring to just pull you along at a respectable lick without really trying too hard about it. In this regard, the silken autobox is the perfect companion to this lazy engine. Apart from some thumping from first to second at a fully open throttle, the transmission


and haul you through. And occupants neednt even rouse themselves from their individually-controlled audio selections to snig-ger at your off-roading abilities. Theyll barely even notice, if they arent so inclined. The Land Rover Disco 3 does what it sets out to do. Combine the abil-ity of the legendary name with the sumptuousness of a Rangie, which makes it brilliant on dirt, tasteful on tar, and just a pleasure wherever you happen to be sitting in it. An SUV with credentials and class. Definite win.

Writer: Russell Bennett Photos: Paula Rutherford

Engine 4.4-litre V8 petrol Power 220 kW Torque 425 Nm 0-100km/h 9.14 seconds Top speed 192 km/h

Drive Vitals : Land Rover Discovery 3 V8 HSE

Weight 2538 kg Price R658 000 Drive verdict

And occupants neednt even rouse themselves from their individually-controlled audio selections

myhotteduplookingyellowTT.Heimmediatelygetsstuck,asistypical,behindsomestickinthemudMercedeswhoinsiststhat90km/histhelimitintheoutsidelane.Fortunatelytrafficisprettyclear,theresplentyofspaceinside,sohedropsacogortwo,thatawardwinningenginetakesonthehard,metallicedgeitssofamousfor,andherocketspastMrDawdlerinthemiddlelane.ImmediatelyIfollow.

ItsSaturdayafternoon.ImcruisingWestontheRingRoadheadingouttowardsSouthgate,atwhichpointIllhavetotakethemessthatisthehighwayNorthfromthere,outtotheRoodepoortarea.WhensuddenlyadarkblueE46M3,withthatgloriouslyvocal3.2litrestraightsixburblingfromitscloselystackedquadpipes,spearsstraightoutintotherighthandlanefromwherehejustjoinedthehighwayshuffle.Rightinfrontof

Audi TT S

Thenextfiveminutesareprettyamusing.M3DriveratfirstappearsutterlybemusedbythetitchylittleAudiwhichremainsresolutelyonhistail,infactquicklyeatsupanygapIplayfullyallowhimtopulloutandthenhastodipitsnoseunderbrakingtoavoidhisutterlywrungoutrump.Hehasnoanswersforwhatthelittlebananamissilehasinhand,anditsonlywhenhefallsbackintothelefttoturnoffatSouthgatethatheclocksthefat,quadpipesonthisTT,and

theinnocuousTTSlogoaffixedtothecompact,curvylittlerearend.Imhavingsomefunnow,heartratenicelyelevatedandridingthehighofvanquishingacarIloveandrespectsomuch.APoloGTI,red,locksontomytailnext,butittakesallofthreesecondsatfullthrottle,andthetightbendasthehighwayswingsNorth,toconvincehimnottobesocheekyagain.ButwhileImsniggeringathisrapidlyreversingimageinmymirror,a

Drive Test

Drive Test


newchallengerswingsoutfrombehindthePoloandlooksonadefinitecharge.ItstheVeeDubsbigbrother,GolfVGTI,anditlooksthebusinessinpurewhite.Ridingabitloweronitsspringsthanstandardaswell,andattheveryleastisrunningafreerflowingexhaustsystemjudgingfromthenoiseitmakesasittucksrightinbehindmenowstuckontheconstructionravagedtwolanerbehindmorecluelessamblers.Asthehighwayconstricts,thesameamountoftrafficisforcedintoasmalleramountoftarmac,soitsgettingquiteabittighternow.TheGTIisnthavinganyofmydillydallyinghowever,andatthefirstsniffofanovertakinggapsneaksupmyinsideunderfullpowerandsqueezesbackintothefastlane,agoodfewhundredmetersofclearroadaheadofhim.Imhappytofollowhislead.ItquicklybecomesapparentjusthowmuchtheTTShasoverthismechanicallysimilarbutfiscallyopposedstablemate.HoldingstationbehindtheGTI,wheneverhepinshisthrottletothebulkheadIrespondamomentortwolater.TheGolfseemstohavelesslag,andgrabsafewmetresleadwhiletheAudisbigturboisstillspoolingup.Onceitsblowinghowever,anyadvantagetheVWmanagedtoclawisjustdestroyed.Inseconds.IcanholdthethrottleoftheTTSfullyopenforabout2andahalfsecondsbeforehavingtofeatherittoavoidhisbluff,snowhuedhatchbackrearend.

Drive Test


Theymaysharebasicallythesamemotor,butthesetwocarsarelikechalkandcheese.Andnotjustonapureperformanceleveleither,injustabouteverymeasurableway.WhenVW/Audisfabulousfleetmanagerarrivedatourofficesinthiscar,hesabitmoreflushedthanusual,andhequips;Thiscar.Itssoexciting,IvehadtotuneittoClassicFMjusttotryandkeepmyselfcalm!ThisfromamanwhodrivesthehottestAudisandVWsfromHQtopressofficesallday,everyday.Andheisntwrong.TheTTSispoweredbytheturbochargedfourcylinder2litresowidelydeployedinthecompanysproductrangetoday.ButtheadditionofthatSmeansitsnottheregular,147kWversion.No,thisisthesamemillasfoundinthescintillatingS3hatch.Infactthatcarhadtomakedowiththedetuned188kWversionofthisgem.Hereitsunfetteredandrunsitsfull195kWofpotential,plusanextra5kW.AsintheS3,thatpowerisdeployedviaQuattroAWD,andisalsoweigheddownbyjust1340kgofTT.Andgivenamuchmoresonorousvoicebythosefourbigboretailpipessproutingfrombeneaththerearvalance.Itgainsalotofbassinessandamuchmoreseriousedgeonfullthrottleopenings,overlaidwiththeunmistakablenoiseofavisciousamountofboostrightthroughtothe6500rpmredline.Thoseimpressivefigurestranslateintoaclaimed0100km/hsprintofjust5.4seconds,

Thiscar.ItssoFMjusttotrya

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oexciting,IvehadtotuneittoClassicndkeepmyselfcalm!

wheelbaseofthethingisemphasisedbytheveryshortoverhangs,especiallyattherear.TheswitchgearandassortedinstrumentationareallprettystandardAudifaredespiteTTSflashesallovertheplace,althoughthespeedocarriesmarkingsright

andanelectronicallylimited250km/htopspeed.AestheticallytheTTistheidealbasisforbuildingthisbigheartedtykeofasportscar,itstaut,crisplinesbulgingsuitablyinalltherightplaces,andcombiningintoavehiclewhichcouldtrulybecalledaminiexotic.Justparkitupandwalkaway,andI

roundtoover300km/h.Still,thestandarditemsonanAudigenerallyfeelacutabovemoremainstream,andevenotherpremiumbrandcompetition,andeverysurfaceyourhandscaressfeelswelldamped,beautifullymachinedandergonomicallyideal.Whileglimpsesofthebarealuminiumpedalsbeneathyourfeetcement

dareyounottolookbackappreciatively,retinasearingpaintjobnotwithstanding.Theblisteredarchesfrontandrear,andthoselovely18inchalloysgiveitsuchahunkereddownlook.Ofcoursethemoreaggressivefrontsplitterplaysitspartinthetarmachuggingstance,whiletheshort

thedistinctlysportyoverallambience.Itisatodds,then,withthiswellbuiltfeelthatthecabinsuffersfromtwodistinctpeculiarities.Approachingthedoubletontheressubstantialwindnoisesuddenlyintrudingthroughthepassengersidedoorseals,whiletheundenia

variablemodesharpcompressionsandridgesontheroadtranslateintoagrimaceinducingcrunchasthesurfaceimperfectiontravelsstraightthroughthesuspensionandintothecommendablyrigidchassisitself.Ifyoureonabaizesmoothracetrack,youcanprodthebuttonwithalittleshockabsorberitembythegearleveronthecentreconsoletoengageSportsmodesuspensionsettings.Ontheroad,thisisjustwaytooharsh,andinfacthindersrapidprogress.Inadditiontodiscomfort,thissettingactuallymakestheTTSquicktoseparatetyresfromtarmaciftheresabumpmidcornerwhenyoureatmaximumattack.Itsplentystiffenough,andthesystemreactstoyourdrivingaswell,inthestandardmode.Leaveitthere,honestly.Handlingis,infact,abitofapeculiaroneintheTTS.Thecombinationofshortwheelbaseandultrastiffchassis/suspensionmeansitfeelsveryedgyatspeed,whilethoselowprofile18inchtyrestrackrutsandroadcambersvery

blylovelyshapeoftheflowingcabinmakesdrivingwithonewindowopenasterntestforpressuresensitiveeardrums,asasignificantAirwolfstylewhupwhupnoisereverberatesaroundthecockpit.Itsoddthattheadaptivedampingistunedsoaggressively,thatevenleftinthedefaultcontinuously

Drive Test


bodycontrolmeansthereslittlemomentumtodevelopthisslightlyscarysnappinessintoafullblownpirouette,evenwhenyouprovokeitevenfurtherbyreversingyoursteeringinputontheexit,justbeforegrabbingthirdandrippinguptowardsthenextroundabout.Itsbreathtakingandutterlyenthrallingatonce.Justlikeapropersportscarshouldbe!Iwasprettyworriedthatsnappytendencycouldrelateintounderpantsruiningmomentsathigherspeeds,butinfacttheTTSturnsouttobenicelycomposedasitnosesupagainstitslimitedVMax.EvenlongsweeperscanbenegotiatedatthisspeedwithcontemptandyoullbesurprisedjusthowquicklytheTTSrunsintoits250km/hmaximum,ataspeedoreadoutintheregionof266.WhetheritsthatgracefulrearspoilerwhichintrudespurposefullyintoyourrearviewmirroratspeedwhichkeepsitthisstableImnotsure,butwhateveritisitworksatreat.TheTTSholdsonefinalsurprise.IthastobeconsideredincrediblygoodvalueinthismarketsegmentatabasepriceofjustR527000!Forsimilar(slightlyquicker,admittedly)performancefromthe

aggressively,keepingthedriveronhistoes.OneroadIfrequentwhenperformancetesting,isashortstretchwhichinexplicablylinksfivetrafficcirclesinthespaceoflessthanakilometre,intheHoneydewareaofJoBurg.Attackingthese(usuallyquitetrafficfree)circlesintheTTSbeginswithjustunfazedgripandsublimebodycontrol,butasmyconfidenceinthecarincreases,sodoesthespeedatwhichImattacking.FinallytherecomesapointwhenImchuckingitinsohard,thatasIturnrightforthemidcircleapex,theTTShasarangeofresponsesontap.IfImditheringoffthethrottle,itimmediatelysettlesintosafe,predictableundersteer,thenosepushingalarminglytowardsthekerbattheexitofthiscivilmindedchicane.Nowstayawayfromthethrottleanditquicklyregainsitscomposureastheundersteerscrubsofftheexcessspeed.Butwhatyoureallywanttobedoing,ispouringonthejuice.Nowtheinitialundersteerremains,butonlyforamicrosecond,untilthedifferentialsshufflethetorrentofpowerrearwardsandthetailsnapsalarminglyquicklyintoanoversteerystance.Keepthatthrottlepinned,astheexemplary


Drive Test

Justparkitupandwalkaway,andIdareyounottolookbackappreciatively

..Andabsolutelyhadtohavethehighestperformingsportscarheredbenootherchoice.

opposingGermanmanufacturers,youdneedoneofthenewZ4sDrive35iswithitsawardwinning,225kWtwinturbochargedthreelitreengine.Allrightthatsacoupeandroadsterinonethankstoitscleverfoldingmetalhardtop,butitcomesinatjustunderR700000!WhatsmoretheridiculousweightproblemofthenewZ4meanitwillspityoubackwardsintoahedgefarfasterthanthelittleTTwhenprovoked.FromMercedes?NothingshortofthebarmySLK55AMGevencompetesinthisleague.Allrightsotheoptionsfittedtoourtestcar,whichincludeapremiumBosesoundsystem,multiCDchanger,AudiPlusnavigation,metallicpaintandoneortwosmallertouches,bringthefinaltallyuptoalmostR580000.Butyoudontneedthese.Theimportantstuff,liketheMagneticRidedampersforinstance,areallincludedinthebaseprice.YoullpayasubstantialpremiumforthistechintheZ4.Havetohavetherooflessoption?WellaTTSwithaconventionalfabrictopstillcomesinatwellunderR600K.IteasilymatchestheBeemerforroadpresence,andyoualmoststarttopitythestrainedtendonsinthenecksofeveryoneyoublastbysuchisthemagneticpullofitslow,wide,andaggressive

styling.Itallbutmatchesitforoutrightgrunt,willlikelydestroyitthroughachallengingsetoftwisties,andsurelynoonecanarguethatyourepayingthepremiumforsuperiorqualityoveranAudi?IhonestlydontunderstandwhyIdontseemoreoftheseonourroads.IfIhadahalfbarburningaholeinmypocketandabsolutelyhadtohavethehighestperformingsportscartheredbenootherchoice.AllrightImightsavemyselfsomecashandgrabanew370Zinstead,butitwontcompetehereattheReefwitheitherTTSorZ435i.

Writer:RussellBennettPhotographer:SteveAllison

Engine 2-litre four-cylinder turbo Power 200kW Torque 350 Nm 0-100km/h 5.4 seconds Top speed 250 km/h

Drive Vitals : Audi TTS Coupe



Second opinion: TT S

Inmyopinion,anditisonlymyopinion,theAudiTTSisabsolutelybrilliant.Ifyouareinthemarketforasmall2seatsportscarthatsalotoffun,looknofurther.SureAudiwilltrytotellyouthatitsafourseaterbutifyourpassengershavelegs,theywontfitintheback.Theperformanceisnothingshortofstaggeringblastingyoufroma

standstillto100KM/hin5.4seconds.ItpinsyouintoyourseatwhenyouwanttogetawayquicklyandtheQuattrosystemputsallofthepowerontheroadwithoutlightingupthefronttyres.HandlingisalsoclassleadingthanksagaintotheQuattroandifthatsnotenoughtheAudiMagneticRideAdaptiveDampingSystemsharpensthingsupevenfurther.ItsamouthfulIknowbuteffectivelyitsaclevertechnologysportbutton.TherideissogoodthatIleftitinsportmodeallthroughthetest.Itsfirmbutnottooharsh.Theenginedoesntproduceasmuchpowerasdrivingexperiencewouldhaveyoubelieve.ItsjustthewayAudimanagetoputthatpowerontheroadtogetherwithalightweightcarthatmakesitsomindbendinglyfast.Whenyouputyoursensiblehaton,theAudi

83 Drive Magazine

isquitehappywiththataswell.Thisisasportscarthatyoucanbuywithouthavingtocompromise;itworkswellatanyspeedandofcoursethereisthelegendaryAudibuildqualityandreliability.OurtestcarhadacoupleofminornigglesbutIsuspectthatsdowntothebeatingithastakenfromsuccessivemotoringjournalists.SittinginthiscarmakesyoufeellikeamilliondollarswiththeaddedbenefitofbeingabletoshoutouttoZ4drivers,Youboughtthewrongcar!

SteveAllison

T he Triumph Speedmas-ter, best described as a rather menacing-looking retro-cruiser, is a hand-some bike. It draws compliments even from people you wouldnt think of as bike enthusiasts. Outstanding use is made of the Triumph heritage, with the badge boldly displayed on both sides of the big fuel tank, on the footpegs, on the sides of the engine, on the large and old-style speedometer. The detailed attention to nostalgia is summed up in the fact that, al-though the Speedmaster is equipped with modern fuel injec-tion for its 865cc twin-cylinder engine, the equipment is con-cealed inside imitation carburet-tors. The beautiful twin exhausts run long and low to the end of the bike. Its easy for even shorties or old-timers to swing a leg over the low, comfortable wide-ass seat (the pillion, on the other hand, seems to have been designed for one of those people with only one but-tock. It must feed into the fantasy that if you buy a bike, you will get a super-slim girlfriend who wont mnd perching on the most precari-ous places, as long as she get wrap her arms around you, even if you are built like Jimmy Abbott).

The feet-forward footpegs take a bit of getting used to. A few hours after my first 60-km commute on the Speedmaster I experienced se-vere left-leg thigh cramps and concluded that it may have had something to do with the bike, the left leg being the one used for gear-changing. I did not have a re-peat of this and it may have been due to tension on the first day with the machine. The wide-ish handlebars and feet-forward pegs, along with the fairly considerable 229kg weight, made slipping through lanes of cars/trucks in traffic a little hard to achieve. But with care you can still work your way to the front of the line at robots and roar away from the four-wheeled pack as the lights change to green. For those who need to know, the motor produces 46kW and 74Nm. Other features aimed at continuing the retro image, and probably at the US/cruiser mar-ket, include a tank-mounted rev counter, along with neutral and indicator lights. I would have liked a clock (extremely useful as a safety feature on a bike, so you dont have to keep pulling your sleeve up with one gloved hand to see the time) and a fuel gauge (there is only a fuel-low warning light).

Triumph Speedmaster

Blast from the past

I did not get down to a thorough fuel-consumption test but did put in R100 after 250km and that seemed to fill er up. The tank holds 19.3 litres so should be good for around 300km. Speedmaster is the name but speed is not the game. However, the bike wont get left behind in traffic. The rev counter redline is at 7500rpm and at 5500rpm the speedo showed 160km/h. I was surprised to find that even with the wide and fairly high handlebars the blowing-away sensa-tion of windspeed was not as bad as expected despite the fact there is no

windscreen. The low seat position probably has something to do with this. Arnold Olivier of Triumph SA points out that these bikes can be custom-ised to the customers own whim or desire for comfort/style. Certainly a windscreen (or choice of wind-screen), can be added, along with a clock and whatever else the owner might find necessary. At R92 500 the Speedmaster is one of the cheapest Triumphs available in SA

The beautiful twin exhausts run long and low to the end of the bike.

Drive Test


and excellent value. They are par-ticularly known and admired for the three-cylinder engines that power most bikes in the range. Another key person in Tri-umph Motorcycles success story is chief executive

officer Tue Mantoni, a whizzkid from Copenhagen. In 2002 an accidental fire ravaged the Triumph factory and halted produc-tion. Bloor saw this as a chance to re-view operations, from engineering and production through to market-ing. A team from a consulting com-pany, led by Mantoni, was brought on board and Mantoni stayed on as Triumph commercial director. Triumph was named British Brand of

The story of Triumphs comeback is moe than interesting. In a world where famous old brands seem to be biting the dust, hard, every day, it is fairly awe-inspiring. Along with other British bikes it did not with-stand the onslaught of the Japanese ma-chines from the

1960s on-ward but Eng-lish entrepre-neur John Bloor, who made his money in property, bought the intellectual property rights to the Triumph motorcycle marquee in the 1980s. After doing a feasibility study he de-cided to launch a limited production of a small portfolio of motorcycles. Thanks as much to a jealously guarded reputation for quality as to the famous name, Triumph has built up a loyal following. The bikes have an enviable reputation for reliability

Drive Test


the Year in 2005, and in July 2008 Mantoni was ap-

pointed as the com-panys first CEO. His interests and hobbies include running, adven-ture skiing and (no surprises) riding

his Triumph Bon-neville

Triumph say that although the range is divided into three segments Urban Sports, Modern Classics and Cruisers all Triumphs share several fundamentals: Powered by either parallel twin or in-line triple-cylinder engines, which have a charismatic sound and dis-tinctive feel and deliver a broad spread of usable power.

Stylish and unique looks with at-tention to detail. Design, according to Triumph, is always purposeful, blending form with function, to de-liver a beautifully crafted machine where the looks are backed well-engineered substance. A well-balanced chassis with class-leading handling; Triumph says its bikes are intuitive and in-credibly easy to ride.

My own experience of Triumphs, which admittedly does not

cover the whole range, backs up this last claim. They feel as if they have been de-signed by people who plan to ride them..

Writer: Bruce Bennett

Engine 865cc two-cylinder Power 46kW Torque 69 Nm 0-100km/h Not quoted Top speed Not quoted

Drive Vitals : Triumph Speedmaster



Mind-Shifter

91 Drive Magazine

I n a world where generic cor-porate identity is increas-ingly becoming the norm in car design, Cadillac deserves an award for creating a strikingly non-conformist identity for their range from the get-go. A strong heritage and a typical American in-your-face mentality have en-sured that a Cadillac remains something that arrests the eyes and heightens the senses of any-one with even a trace of octane in their veins.

In the local market, theres the subdued BLS on the one side, a car that almost got it right but fades away into obscurity with its toned-down appearance. On the other side theres the gargantuan STS, a chiselled ship that horrifies as much as it inspires awe. Then there is the CTS, a car so remarka-bly in balance that it forces you to stop in sheer admiration. From the hunkered down front to the subtly aggressive rear, the

Cadillac CTS


CTS truly brings life to Cadillacs Art&Science design theme, com-bining sharp angles and flat sur-faces into a flowing whole thats simultaneously elegant and brash. Its a design that doesnt compromise on American cocki-ness and delivers on all the in-ferred nuances, bringing a well-deserved dose of individuality to a segment that prides itself on un-derstated elegance and superb re-finement. Inside you will find one of the best interiors out of the USA in recent years, where hard plastics

and tacky fake wood are nor-mally the predominant fascia adornments. The two-tone colour trim does much to break the mo-notony of a usually dark colour scheme, and while there is some faux wood employed on the dashboard, its balanced by a modern silver hang-down sec-tion. The full-colour screen that pops up from the dashboard adds more modern technology to the mix, overshadowing the old-school analogue clock just below it. There are a multitude of con-

93 Drive Magazine

trols for the multitude of func-tions that come standard on the CTS, but once everything has been identified, its easy enough to navigate your way through this without diverting attention away from the road ahead. Cadillac has pleasantly few items available on the options list, with the CTS featuring a standard specification that puts many of its rivals to shame. Automatic dual-zone climate control, electrically adjustable and heated front seats, rear parking assistance and a Bose 5.1 Cabin Surround Sound

System with 40 GB hard drive is included, and had General Mo-tors been able to add a miniature Swedish masseuse and a percola-tor to the mix, the CTS would probably have been the only place one would want to be. Starting it up provides even more ambience as the V6 under the hood adds a throaty harmony to whatever your chosen soundtrack may be. The CTS makes use of Cadillacs latest direct-injection 3.6-litre V6 engine with variable valve timing. It develops a meaty 229kW at 6 400 r/min and 370


N.m of torque at 5 200 r/min. Its mated to a six-speed automatic gearbox with a manual shifting option via the traditional lever or steering-mounted shift paddles. The torque is available immedi-ately and seduces you into a spir-ited driving style from the word go. It doesnt stop there either, as the car pulls strongly all the way to the red line. Getting to 100 km/h takes just about 7 seconds and the CTS will keep going all the way

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