It is not beautiful but it is fantastic
It is no secret that I am a huge Mahindra fan. However when I saw the first pictures of the new TUV300, I thought: "what the hell were the designers thinking?". This design is going back to the dark ages compared to the latest designs of the XUV 500, the S10 and the KUV 100.
That front end is a cheap knock-off effort to copy Chrysler or Jeep. If it wasn't for the side windows, the design would be perfect for a bread delivery vehicle. And if only it looked just half as good as the design drawing (picture included), it would sell like hotcakes, but it does not. Maybe the dealership should pimp one with aftermarket accessories to synchronize with the drawing.
I shared part of this view with the guys at the dealership when I went to collect the TUV for my test drive. They smiled and looked at me as if they knew something I did not. "The suspension on this car will make you change your mind," they said. "You will be utterly surprised," they said.
Well, after driving it for a weekend, the long and the short of my opinion is: it is not beautiful - but it is FANTASTIC!
Let me explain FANTASTIC
But let me first just say this. The rear end of the TUV is not too shabby. In fact, it is perfectly okay. Although, I think if you have passengers occupying those rear (5+ two seats), and if that idiot on his cell phone driving behind you misses one beat, those passengers are in serious trouble. So I would not use those as passenger seats.
Something which I think many will appreciate though is the fact that access to those two rear seats is via a tailgate that opens wide, and there is a comfortable step underneath the rear bumper to help people get in.
The interior of the TUV simulates that of the S10 and other Mahindra products. The duo-tone dashboard offers a square profile from corner-to-corner with a central console also sporting a small screen. From here, one can access audio settings and other vehicle info. The console, which runs between the front seats and offer storage space and access to the controls for the electric windows and 12-volt sockets, is such that it lends openness to the interior.
The wide and comfortable front seats also offer armrests which, with this particular layout and ergonomics, are a necessity. The seating position is as high as that of a 4x4 which means, in combination with the large windows, the TUV offers excellent all-round visibility.
I also enjoyed the instrument bin layout and clarity of the instruments, the steering position and feel and most of all, the surprisingly tight turning circle.
And yes - this one also talks to you - she will take you to task if you don't use your seat belt. The rest of the interior is light and welcoming with enough legroom in the rear and of course, adequate luggage space which can be increased by folding down the rear seat.
Performance and suspension
The TUV300 is powered by a 1.5-litre diesel engine kitted with a 2-stage turbocharger and produces 73.5 kW and a healthy 240Nm. The engine sounds like one of the many three-cylinders which are becoming so popular in modern cars these days. Fuel consumption of 16+km per litre is achievable.
Although the power figures do not sound like much, the engine is willing and nippy enough for town and open-road driving and performed surprisingly well on the Lowveld hills. Gearing the five-speed manual down to third was seldom required. The manual gearbox is smooth and precise.
Another surprise was the quietness inside the cabin even on gravel. I made a point of driving the gravel road from Kaapsehoop to Barberton, which in some places does offer a challenge, and communicating with Annalize never required either one of us to raise our voice.
The suspension on the TUV300 offered the biggest surprise though. It is fantastic - it is super absorbent whatever the road (tar or gravel) threw at us - in fact on gravel I just could not stop myself from smiling. If you live out of town and use gravel roads you will not find a better buy than the TUV. It will probably shame some higher-priced products as well. The "Cushion suspension" - as Mahindra refers to it - is an absolute marvel, and if it does not take you by surprise, I will eat my hat.
The TUV also comes with two air bags, ABS and EBD, Intellipark, immobilizer and anti-theft as standard. A three year/90 000km service plan is also part of the deal.
Conclusion
It is not beautiful, but it is fantastic!
The build quality, finish and fit are of good quality and it leaves one with a impression of solidity and confidence. And considering that one will spend more time driving the TUV, than actually sitting around and just looking at it, that lame front end and side views can be camouflaged with a nudge bar and the rest.
So, I do challenge you to go and test drive the TUV300!
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The Germans need to step up their game.
Have you ever watched a slow-motion movie of a galloping thoroughbred race horse, the playfulness of dolphins, or held a firstborn child in your arms? If you have, you will remember how your heart went into La-Z-boy mode, your eyes became moist (to say the least), your heart opened and your body was flooded with an indescribable sense of wonderment and gratitude.
“Life is truly awesome,” you thoughtfully sighed? Well, the Volvo S90 is one of those vehicles which, whether it moves or not, dictates a triple take for one’s mind to comprehend its uncomplicated elegance. Plus, you run out of adjectives within 10 seconds. So I guess I have said my piece, then.
Concluding here would, however, not do the car nor the dealer who trusted me with their prized product any justice. Also, to do the S90 justice, it would be wise to consult with Manuel (the manual) before you set off. I could not do this, as I had it on a day that was crammed with deadlines - and then some.
Large sedans are not popular with South African buyers. They mostly “upgrade” from a hatch to a crossover and then SUV or double cab. It is thus highly unlikely that it will be a volume seller for Volvo. Its tagline “Relaxed confidence” confirms the S90’s intention to offer exclusivity beyond the norm. The Volvo XC90 is the proud owner of more than 120 awards; can the S90 beat that? I would venture an undisputed yes...
Minimalistic assertiveness
Volvo describes the S90’s exterior as being svelte. It is the first time I have heard this expression, and it sounds suave, apt, and spot on.
It’s a large car (4,96 metres) and that long bonnet stretches out ahead of you, adding to the wonderful confident road presence and performance.
The front end is not tainted by unnecessary design lines, folds and the rest. In fact, the cleanliness and simplicity all round is so powerful, that it pulls you out of your daily-grind-sleep-syndrome condition.
The Thor’s Hammer daylight running lights draw one’s attention to the Volvo signature grill and then to the air dams and fog lamps. The narrow glasshouse is accented by large smooth surfaces along the sides of the car. The rear end, in my mind, exudes tremendous power, masculinity, and substance with the light clusters and the twin exhaust outlets becoming the focus of one’s attention.
The beauty and elegance of the exterior lie in the fact that there are no jarring lines or chrome detailing. Every element, whether luxury or technology - inside and out - has been created and styled to serve the driver and passengers.
Understated yet plush interior
Upon entering the S90, one is momentarily silenced. With bated breath you have to allow your senses to ease into the sheer epitome of the Swedish ethos of ergonomic and understated elegance.
The S90 is spacious, superbly comfortable and absolutely bulging at the seams with luxury and technology features. Most of the latter can be accessed and managed via a large nine-inch iPad-like touchscreen in the centre of the dashboard.
The technology features are also accented by a metal spline which runs from door to door, highlighting the central infotainment centre. Behind the steering, the driver will find all the most important info within a 12,3- inch HD digital instrument cluster with the added comfort of a Graphical Head Up Display on the windscreen (an added extra on the test vehicle).
The test vehicle would, on approaching any traffic light, also inform or warn the driver of the distance to the upcoming traffic light by means of an icon on the instrument cluster.
The design of the interior door panels, placement of the speakers and the rest, really is utterly timeless in its elegance. The Germans may just have to up their game a tad!
One of the most outstanding features of the S90 is that it does not require an array of buttons and switches on the dashboard, or anywhere else, to access the extraordinary list of luxury and connectivity features.
Volvo calls it Sensus Control, and everything is accessed via the touch screen. The test vehicle was also fitted with a premium Bowers & Wilkins sound system so, of course, my Toccata & Fuge (Bach) with Jon Koopman on the organ begged for the audio system. What an experience! If you love classical music but don’t need the car, then buy it for the sound system. Yes, I know, but please allow me this tiny teeny bit of extreme extravagance...
The list of feature and technology on the S90 is, for the purpose of this article, just too extensive to indulge you but the head-over-heels-in-love team at Auto Baltic Nelspruit are waiting to introduce you to their latest Volvo offering.
Efficiency and performance
I drove the D5 Inscription derivative which offers PowerPulse technology and 173kW and 480Nm available between 1 750-2 250r/min. It’s extremely quiet on road performance is something to behold.
The S90’s size ensures a self-assured and planted on-road driving experience with just about non-existent body roll through the corners. Fuel index is given as 4,8-liters/100km with a performance index of seven seconds from 0-100km/h.
Now, my drive was such a relaxing and confident experience that I did not entertain the thought of testing the top-end capacity. It is not important anyway. I drove out on the Rosehaugh road towards Sudwala. This road is wide, pothole-free and offers awesome sweeps and turns. I added a couple of emergency stops in-between and then decided to just shut up - my thoughts included - and simply enjoy the inner responses to the whole experience.
Conclusion
I tried not to bore you with imaginative adjectives and I will not bombard you with the long list of safety features (the Swede’s claim to fame) either. The fact is that Volvo has re-invented the brand and its value, new or pre-owned. It has acquired the status to compete head-on with the best that the Germans can offer, and even beat them to it. The S90, despite its expected limited sales, is a game changer.
Extras on the test vehicle
Volvo S90 D5 Inscription - R822 000
Mussel Blue - R3 850
Sunroof - R12 500
Graphical Head Up Display - R14 500
Black Headlining - R3 000
Smart Phone integrator - R4 000
Air Suspension - R17 500
Premium Pack - R65 000 (Heated Front Seats/Power operated tailgate/Visual Park Assist with 360-degree Fisheye camera/Auto dimmer inner and outer mirror/Power fold rear backrest/Premium Sound Bowers and Wilkins/Blind spot information system/Park Pilot and PCC front and rear/Keyless Entry with remote tag and hands-free tailgate opening.
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New Mahindra gets an S10/10
Mahindra was recognised in 2016 as the most improved brand in the South African market. Its product range has been extended to also now cater for the entry-level crossover market with the launch of the KUV100. The all-new Scorpio, or S10 as it is referred to, has found favour with the market and, I must add, also with me. I had the pleasure of driving the 2x4 derivative S10 for a weekend.
If looks could kill...
You are probably thinking... what the heck is this about looks? Firstly Mahindra stuck with the original box shape, as this is a rugged adventure/leisure vehicle and it is supposed to look the part. Secondly, although the design detail has changed and improved, the original aesthetics and philosophy of the Scorpio are still intact.
The front end may even be a tad more square than the previous generation, but boy, it is bold and in your face. I love the grill design and the new and modern light clusters.
The position of the fog lamps in relation to the bumper and under-bumper protection widens the front end somewhat more. Despite ground clearance being less than the previous model, the design features hide the latter. The completely redesigned suspension is an absolute beauty. Wind and road noise inside the cabin is well within acceptable levels.
The test vehicle was fitted with larger wheels and medium-profile rubber. And although it looked really cool, it would certainly not fit the bill if you are going to spend a lot of time on gravel. My fear for excessive noise and physical feedback on rough surfaces in the cab proved to be absolutely unfounded as there was none. The "Cushion suspension" (as Mahindra calls it) absolutely soaked up whatever the road surface presented. In fact, the Mahindra proved to be the master on this, compared to for example, the Renault Kadjar (with similar rubber) which I drove the previous weekend. So, on tar, the larger rims and rubber gets an ayoba from me. Yes, believe it!
Chalk and cheese
The interior ergonomics has seen significant improvement. It's more open, modern, dual-tone, practical even. Despite the fact that you will not find soft-touch material anywhere, the finish and fit is much improved. Seating is still quite upright (I love it though) and comfortable, enhancing the Scorpio's excellent all-round visibility.
The central console is loaded with features which, among others, include a touch screen infotainment system, GPS navigation, Bluetooth, CD/DVD and, of course, USB/AUX support. The USB port does sit in a somewhat awkward position though.
The instrument cluster is large and offers excellent clarity and access to the most vital stats. Like with most modern vehicles these days, the Scorpio's steering offers access controls to the audio and Bluetooth. And whilst on the latter; why those drivers who insist on using their mobiles while driving, in cars that do offer Bluetooth connectivity, don't activate this feature, is beyond me.
The Scorpio is also kitted with automatic rain and light sensors. There are Tyretronics and Intellipark for those tight parking manoeuvres and voice warnings. Yes, the car is actually reminding you of things like not wearing your safety belt. Stop/start technology has also found its way into the heart of the Scorpio. Fortunately, it can be switched off.
Performance
The 2.2-litre mHawk engine is linked to a five-speed manual gearbox and produces 88kW and 280Nm. It is also quieter than the previous generation engines. The adjusted ratios in this gearbox result in much-improved acceleration and more enjoyable open-road driving.
I spend most of my driving time within the green belt and averaging 110-120km/h and my fuel index for the weekend, which included a trip to Badplaas to cover the VDUB Festival, was 13km/litre. At times it even sat at 14km/litre.
Conclusion
I love the Scorpio - it is authentic (not unlike the Defender) and robust. The 4x4 derivative will go where all those other more illustrious 4x4's go and then some, and it offers exceptional value for money. Prices start at R291 000.
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VDUB's still the people's favourite
The annual VDUB Camp Festival, a first for Mpumalanga, but the ninth since it's inception, was held at Badplaas Forever Resort over the weekend of February 3-5. And with some 3500 people in attendance, the resort, and in particular the camping site, was packed. Tickets were already sold out two weeks before the event, so I was quite looking forward to attending - or at least partly, because the weekend was packed with motoring events.
As I walked through the resort to the dedicated festival area, VW owners were hard at work washing and polishing their cars, and I also realised that many of them have probably been up the whole night.
They came from all over the country, and the cars represented the complete history of the brand. Golfs seemed to be the most popular, but then some would say that if you don't drive a Golf, you are not even driving a VW.
I was looking for something really original. I mean there were some really awesome looking Golfs and Citis but one would expect for this festival to produce something extraordinary, don't you think?
And then, about 09:30, there arrives this beautiful orange '75 VW Beetle followed by a '76 VW Rod which took its owner nine months to build. It was absolutely awesome and it won the Best of the Show Award. And of course, the panel of international judges was in awe. The latter adding international status to the event.
The only local (Lowveld) brave enough to enter was Clarence Aiyavoo of the Pimp Garage in Mbombela. He won the top award in the MK 6 category. We featured him in the Autodealer Lowveld in November 2015.
Around midday, the stage quieted down but for the VDUB MC's constant chatter about performance, pimping, sound, air suspensions and then a lot more. A hundred entries, which were pre-judged and shortlisted based on photo entries before the event, were supposed to present themselves on the podium for final and firsthand judging, but Saturday was like pulling teeth. Sunday, I was told, was a lot better though.
The midday sun was not taking any prisoners so I took to the shade with an ice coffee and some samosas n'all! Imagine this combination. It was quite refreshing, and with not much happening at the time, I decided to leave for the oval track meeting in Nelspruit.
Enjoy the visuals.
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From tough to unstoppable
I have always held the opinion that if one was to indulge in serious regular 4x4-ing and venturing into the great outdoors, the vehicle of choice should be either the Land Rover Defender or the Toyota Land Cruiser 70. The latter is my personal favourite, especially the double cab and wagon derivatives.
The 70 Series has been produced since 1984, and despite numerous technological updates, it has retained its rugged looks and durability. Originally the model number 70 referred to the two-door short and medium wheelbase versions.
Model 75 -77 referred to the long-wheel base versions. The principal changes to the 79 series, were a coil-sprung front axle, longer rear leaf springs and a longer wheelbase. In 2007, the 70 Series received a facelift inclusive of a wider front axle and a Euro-4 compliant V8 turbodiesel engine. Regardless of the engine, a 5-speed manual transmission delivers power to a part-time four-wheel-drive transfer case with high and low range.
Short-wheel derivatives of the 70 Series are a scarce commodity but are being built in smaller numbers. The latest model range now also offers ABS, air conditioning, and airbags for the driver and passenger.
As formidable as it is in standard spec, it would seem that South African owners always demand more from their bakkies and 4x4's as far as performance is concerned.
To this end, local performance ace and tuner, and well-known in the Lowveld as an exotic car owner, Braam Kloppers, offers the ultimate performance enhancement for Land Cruiser and other brand's owners.
Braam is the owner of B&J Motors and boasts 17 years of performance enhancement experience. "Performance enhancement is a very precise science and technology. The smallest mistake can be extremely costly". The standard V8 diesel in the Land Cruiser delivers 151kW and 430Nm of power. "This equates to 95kW on the rear wheels," says Braam. "With our Dastek Plug-in Unichip, the power output is bolstered to a whopping 161kW (on the rear wheels) and 570Nm. You can then add to this a turbo upgrade which will boost this to 195kW+ on the wheels."
The Unichip offers five different power settings which can be changed via a small control unit on the dash of the Cruizer. Or, should you so wish, you can download an application to your cell phone and control everything from there.
The complete enhancement includes the Unichip, Turbo, cross-over pipe, and a full 76 mm stainless steel free-flow exhaust system and can be fitted within two hours costing about R19 500. Without the turbo upgrade, it will cost about R12 500. Every component is plug-in and bolt-on. Every component has been thoroughly tested and proven to be reliable. "In fact, one of my local customers has already done 150 000 trouble-free kilometres since his installation was done," says Braam.
At this point of the interview, I became eager to take Braam's Cruiser for a test drive. Other than the performance elements, Braam has fitted an OME suspension kit, 285/65/16 wheels, and he has added 50mm spacers to the rear axle of the Cruiser. The standard rear axle on the Cruiser is 100mm narrower than the front axle.
Even on the number two (standard) setting on the Unichip, the Cruiser offers a significant power improvement. On the open road and cruising at 120km/h, every time one switches the chip to the next level (there are five), the response is similar to a downshift - only, the engine revs do not necessarily go through the roof. The throttle response is immediate and if you keep the pressure on the accelerator, the increase in power and speed is adrenaline-generating and running a full clock (which is not the ultimate intention for fitting the Unichip anyway), becomes effortless. The ultimate intention is to open the heart of that V8 to explore its' true torque potential.
I explored pulling off at the different settings. On the top setting (five), one has to short-shift through the gears, not unlike you would do on a scrambler, and when you hit 100km/h, which comes up quickly, it becomes "push-back-into-the seat" territory.
And yes, everyone is quite aware that engine manufacturers do not approve of aftermarket power enhancement or accessories despite the fact that nothing on the standard engine, e.g. cold start, knock sensors, water, air or oxygen temperature sensors, is altered. The Unichip optimises fuel and ignition adjustments to ultimate efficiency at various revolution per minute indexes.
With a Dastek Unichip, the already formidable Cruiser become so much more. If you are power and torque-hungry, this is a true itch-killer and without costing an arm and a leg.
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Wherever, whenever, Hilux still packs a punch
The never-ending debate of Hilux versus Ranger is just that - never-ending. If one applies a legalistic approach to the matter, the facts speak for themselves. Just released figures show that the Hilux's knack for making history knows no boundaries. It has achieved sales leadership for the 44th time in 47 years selling - and just in 2016, it sold 3000 units more than its nearest competitor. Further to this, Toyota has only seen a marginal decline in sales of 4,8% versus a total market decline of 11,4% in 2016. Add to this is its long list of Ipsos and other awards, and one can only but humbly acknowledge its prowess.
Although I have attended the national (and one of the biggest ever) launch of the new Hilux in Kyalami, the past weekend offered me an opportunity to spend some time with the vehicle courtesy of Malalane Toyota. I had the 2.8 GD-6 X/CAB RB Raider 2x4. The wonderful rain over the weekend offered wet driving, with a serious threat of aqua-planing. Nothing fazes the Hilux though and my open road driving seldom saw me driving faster than 110km/h.
Looks can be deceiving
The Hilux's exterior and the front-end in particular, is not - let's be honest - as butch as that of the Ranger. It made me think of the previous Ranger/Mazda BT-50. Although just about identical in terms of the engine, chassis and the rest, the BT-50 had the softer look.
I am of the opinion though, on the Hilux - the air dam just below the grille from a design point of view, seems out of place as the "pointedness" it brings to the front end - well, does not suit its reputation as a rugged don't-take-no-crap-champion bakkie. But that is just my opinion and it does not distract from the fact that the Hilux offers an attractive modern exterior. The nudge bar on the test model does soften that "pointedness" though.
The new Hilux is bigger than the previous model and the wheel-arches do enhance its ruggedness. The rear end is strong and offers no-nonsense muscularity. Loved the fact that the window between the cab and the load bay, as well as the small windows on both sides of the X/CAB, can be opened.
It is not on top - it's inside ...
The interior of the Hilux is practical and ergonomic and for a bakkie - seriously luxurious. The fascia is dominated by a large touch-screen from which one can access and manage, among other features - an excellent audio system. The driver's instrumentation is bright and clear and much information can be accessed via four-way directional buttons on the steering. The latter can be adjusted for both height and reach.
There are various storage compartments throughout the X/CAB and access to the "bin" behind the driver seat is easy via the "half door". Seats are firm but comfy and visibility - also inclusive of a reverse camera - is more than just adequate.
The quietness inside the cabin - even driving at 110km/h in heavy rain, caught us by surprise. It allows for easy conversation and of course a good listening experience via the sound system.
The Hilux's suspension has always been firmer than that of the competition - in fact, it still is but it is also a lot more comfortable than what the previous model offered. On a good surface - it is car-like. On rough roads, you are "well-informed" as to the condition of the road. But yes - the overall improvement on the new Hilux is noted courtesy of among other elements - longer leaf springs and a Pitch and Bounce control system which adjusts engine torque in direct response to road conditions.
Awesome new engine technology
The 2,8-litre GD engine in my test unit produces 130kW@3400r/min and 420Nm@1400r/min, which allows for easy fifth gear travel even in town. The power is translated via a six-speed manual gearbox. It is an absolute marvel to drive. The most astounding element for me was a fuel index of 14km/litre driving at a constant 110km/h on the open road. In town, my index drifted between 11,5 and 12km to the litre.
I would assume that most drivers will average around the 10km/litre mark and of course if you carry passengers and, or extra weight in the load bay, this will influence the fuel index.
The X/CAB offers two driving modes - selectable via a switch between the front seats: Eco and Power and then there is also a switch for Intelligent Manual Transmission. The latter offers rev-matching technology that provides ultra-smooth shifting - up or down - and which assists with smooth take offs, especially when towing.
I did drive it in Eco mode - but hey, even though I will never claim true petrol head status - Eco mode is not my cupcake. No - Power is the one and just to set the record straight - my above-mentioned fuel index was achieved in Power mode. Yes - shut that door - this bakkie's fuel index possibilities, with careful - and not necessarily Miss Daisy driving - is impressive. It would be interesting to hear from owners who drive the automatic models - what is your fuel index?
Needless to say is that the Hilux is fitted with a host of safety and luxury features and connectivity to just about every source there is, but the sun.
Conclusion
It is important to remember that a bakkie is a bakkie, and not a car and vice verse. Despite the car-like interiors of modern bakkies and all the luxury features, it is still a bakkie. It was manufactured with a different intention from that of a car - its dynamics are different and the manner in which it will respond in emergency situations, differ from that of a car. Although it can perhaps go as fast as 180km/h, driving it at those speeds - unless it is the Gazoo derivative and on a race track, is utterly irresponsible.
We enjoyed everything the Hilux had to offer despite driving in heavy rain and being conscious of the aqua-planing dangers of the wet roads.
And, with the extensive model line-up, it is highly unlikely that you will not find a perfect match for your requirements.
Released in 1969, the Hilux has become a household name and part of many families’ heritages. It does not have to prove itself anymore - to no one - it may indeed be, the "master of all".
Suffice to say, it will take a huge effort to conquer the Hilux reputation - but, you can try!
Note: All accompanying pictures may not necessarily illustrate the specific test vehicle.
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The pure thrill of driving a pipe car
To drive, what is essentially referred to as a pipe car, up or down a vertical eight to 10 metre wall to get out of a donga - whether for real or just for fun, requires some serious nerve. Aah yes, I wanted to use that word but this is a family paper and I have old school manners and grandchildren. But then, with you being similarly matured and witty - of course, you get the picture.
Many of these cars have independent suspensions/brakes/drives and steering which means the driver can or have absolute control of each individual wheel. Further to this - it means that the design and engineering of the suspension on these cars requires superb quality parts (mostly imported) and a scientific calculator to work out all the ratios and tolerances to within and, if you ask me, beyond the thickness of a hair. The suspension is the ultimate illustration and yoga of extreme off-road driving.
The construction and welding of the frame or cage, is critical as it is, in a sense, the first line of safety and protection for the driver and passenger in case of a roll-over. "And should a roll -over occur, it will be subjected to serious scrutiny," says Andries Gower. Hein Duraan experienced what could have been a serious incident - a roll down a vertical wall on the day. He, once he realised that a roll-over is inevitable "controlled it by engaging reverse just before the car started rolling," says Andries. And of course he and his wife Ciska were able to compete in the rest of the event.
So, although you have to have the right tools and plenty of nerve, these guys employ many a brutal and some, oh so subtle techniques to conquer the many really scary obstacles at these competitions.
Why do they do it? The answers are carte blanche and, if you think that they are fearless - think again because they are not. I have observed those trembling feet on the accelerators and the clutches - the trembling hands on the steering and the uncertainty of the left hand when it comes to deciding which of those many switches on the dash needs to be activated or not - the dry lips and white nervousness on the faces - the adrenaline dipsticks once an obstacle has been conquered. Fearless no - they have acquired the skill and the nerves to manage the body's physical, physiological and psychological (fright or flight) response when confronted with the unknown. Reckless they are not - brave and a tad nutty perhaps yes!
"The Rebel Top Truck 4x4 Series offer eight competition events at various locations and to have between 8-15 cars at an event, is about all that one can expect. Building a pipe car cost about R350 000 for the basics and is a truly specialised exercise," says Andries. He has been involved in the sport for the past five years - has paid his school money and has now learned the yoga of perfecting the weight-to-power-ratio that is so critical in the set-up of these cars.
First published in the Autodealer Lowveld - your NO Miss Daisy motoring paper.
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The new Audi A4 has a lot to offer
My test drives usually happen over a weekend and include a longish drive on either the Saturday or the Sunday. This previous weekend I drove the new Audi A4 2,0-litre S-line. Our drive on the Saturday included Graskop, Ohrigstad, Pilgrim’s Rest, Graskop and back to Mbombela.
I could, however, not resist the temptation to do another longish drive on Sunday, too. This time we drove via Kaapsehoop, Waterval Boven, Schoemanskloof and back to Mbombela.
Why? Well, this new A4 certainly is a driver’s car. Not so sure whether one can refer to the 2,0-litre as a performance car in the true sense of the word though? But yes, I just wanted to drive it all the time!
A new design
The new A4 is a large sedan. Audi did, however, managed to produce a car that is lighter (about a 100kg, depending on the model) than its predecessor and this of course, despite similar engines, improves, among other things, performance and fuel consumption. The new car is, in my opinion, not really a completely new design. It is edgier - the front end is more aggressive and dominating - the rear end has a broader more kick-ass energy to it, and from a rear-side-on view, the overall view offers a powerful latent energy that is ready to explode when “that itch” just cannot be contained any longer.
The stance is low and wide, the wheel arches are subtle but still enhance the coupé-like feel of the A4. But yes, one will have to stare deeply to recognise this model from the previous one. The drag coefficient is 0,23 and to attain this on such a large car, did take some doing, but I am not venturing into the technical details of all that.
Three trim level packages (standard, sport and design) will be available - two petrol versions and diesels to follow in due time.
Is it to ooh and aah about?
From the first moment I sat myself down in the driver’s seat I liked it – it feels planted. Finish and fit inside is typical Audi quality. The interior ergonomics are uncluttered but still ooze elegance and an air of sophistication.
The driver’s space is focused but not claustrophobic - access to all the controls - from that of the MMI navigation via a tablet-sized screen to the audio controls and the rest is uncomplicated. And then the digital display behind the steering offers different modes which also allow for displaying the navigation screen right there in front of the driver. In this mode the speedometer and rev counter feature as smaller displays on both sides of the primary display.
The test vehicle also offered technology which will, via the use of a 3G card, offer three dimensional navigation and believe it - Wi-Fi on the move. Amazing stuff? All this technology may just have one living in your car possibly sooner rather than later. The test vehicle also came with park-distance control - this is, however, not standard and while on this point, the A4 lends itself to serious customisation and your budget will determine where you will end up.
Luggage space on offer is 480 litres but fold the seatbacks down and it increases to 926 litres.
The engine room
The current engines are a 1,4-litre 110kW, 250Nm and a 2,0-litre TFSI that produces 140kW and 320Nm and this is the one I drove in the S-Line derivative. My fuel index during normal open cruising registered a mere 5,8litres/100km. When you force-feed it, it moves to the 12litres/100km mark, but it is still quite acceptable (my opinion).
The Audi is an extremely quiet car, inside and out and this is the only query I have. I am also not really interested or moved by top speed - it is about what a car does through corners, the short sprints
between corners, hard emergency braking and evasive (pothole) manoeuvres. I pushed it through Robber’s Pass. We skipped our intention to do a brunch at Pilgrim’s Rest and drove on to Graskop. The looks and energy at Pilgrim’s were not welcoming at all. The dereliction of the town is actually quite shocking.
The short stretch between Pilgrim’s and Graskop also offers a good performance drive opportunity. Pity though about the long grass which grows right up to the edge of the road and limits one’s forward view. There are also a couple of potholes here and in Robber’s Pass right on the power drive corner lines, so if you are not aware of these, be careful.
The A4 was as flat and firm through these tight corners as a Bruce Lee sixpack. The only thing lacking, it was not talking back through the sound box (exhaust). I consider this a serious oversight by the Audi engineers. The weight on the steering during hard driving is perfect, it sticks to the chosen line, and small corrections (if and when required) are taken in its stride. It is surprisingly agile for such a large car and although I have not driven the 1,4, I do believe that most, if not all, is surprised by its performance.
Whether you are cruising the open road Miss Daisy style, or power driving, the A4 is a car that you can drive with total confidence. We loved it - but for the lack of the vroom-vroom exhaust note.
Conclusion
Whether it will attract new and first-time Audi buyers, only time will tell. Audi used to be more affordable although offering luxury features on a par with the competition (Mercedes and BMW). It isn’t that any longer. Be that as it may, the A4 has a lot to offer.
First published in the Autodealer Lowveld of March 8
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Bigger, bolder and offering a much better ride.
Whenever and wherever there is bakkies, braaivleis, 4x4-ing, mud and the rest, the discussion will inevitably always end up or include a debate on which bakkie takes the crown. It is, in a sense one of those interesting and entertaining, but still meaningless discussions that will never ever produce a clear winner. It is one of those discussions where, although other brands will be mentioned, the focus will always be centered on the Ford versus Hilux or vice versa, debate - capeesh?
Well, one thing is for sure - the launch of the new Hilux, and attended by some 70+ motoring scribes, can rightfully claim the title as the mother of all launches. Other than the aforementioned it will have been attended by dealers and some 5 000+ members of the public. Although Kyalami is under construction, Toyota invaded the track like an army of ants and with good reason too. The new Hilux is worth the effort and the expense.
The presentation included a review of Toyota ads throughout the years since 1969 and it brought forward many memories of one's childhood and the experiences one had at the time of a specific ad campaign. It also confirmed just how much this bakkie had become part of every South African's heritage. Toyota has sold 16 million (worldwide) since 1968 and perhaps, considering what this new Hilux presents, one should go back to the "Everything keeps going right Toyota" campaign which stuck in our minds. Toyota has rightly, as Calvyn Hamman (senior vice president of sales and marketing) said: "come a long way". And that way, has in my mind, started anew with the launch of the new Hilux.
It has been the top seller for 40 years since 1973. The Ford Ranger recently gave that record some skrik and the future, between these two giants of the bakkie world, will be fascinating to watch. Will the fact that the new Hilux will be built in South Africa give it an edge? Product development started in 2009 - research was extensive and so was testing the new product. The market wants a Hilux that synchronised with its demands for tough, reliable, excellence, quality, a leader and an attractive design - in that order and I for one, believe that the new Hilux delivers on all of these.
Design - it still is a bakkie
The new Hilux offers new and "first time" technologies inclusive of a revised suspension which I think Hilux aficionados will appreciate and respect and which some competitors will envy. This Hilux is also larger than the predecessor. For some, the exterior design may not be as extensive or even radical as they were expecting. Fact is, Toyota is not necessarily a brand that exudes radical but be that as it may, the new design is bold, modern and still muscular to the extent that many would prefer hugging their Hilux rather than the family-in-law. The new design offers much improved fluency and a better drag coefficient.
The design is underpinned with a new frame made of higher tensile steel to improve strength and reduce weight. The leaf springs in the back have been increased with a 100mm and the attachment points of the rear suspension have been moved to the front of the springs which enhances steering stability. Larger shock absorbers and a redesigned steering column reduce vibration and offer improved feedback from the road.
And then there is pitch and bounce control. It uses wheel-speed sensor information to prevent excessive fore-and-aft road movement of occupants as a result of road undulations and adjust engine torque to ensure a smooth ride. Engaging 4x4 is now via a rotary 4WD switch on the dashboard. A new high capacity limited slip diff is housed in the front and rear axles.
Some of the new technologies include Active Traction Control (A-TRC) - hill start assist, and downhill assist control. We experienced and tested this on first an artificial 45-degree obstacle and then on a 4x4 track. On the aforementioned - one is able to stop, put the vehicle into reverse and then reverse up this incline without the vehicle moving forward just before you started the reverse action.
Now although I have experienced this first hand at a Range Rover Sport launch the thought of doing this, whether possible or not, before actually doing it, is most intimidating. My philosophy about these things always is, if someone else did it before me, I can and will do it. Anyway - I mean it is after all, a Hilux? It's a no-brainer?
There are new power sources
There are the new 2,4 GD diesel and the 2,8 GD-6 diesel. Three new petrol engines have seen the light - a 2,0-litre, a 2,7-litre and the 4,0-litre V6. The 2,4 diesel offers 110kw and 400Nm - the 2,8 diesel offers 130kW and 450Nm. Kilowatt on the petrol engines start at 102-175kW and 183-376Nm depending on your choice of engine. A Drive mode selector has been added to the six-speed gearbox and this offers two driving modes: Eco- or power drive modes.
On the 2.8-litre models, the manual gearbox comes with intelligent manual transmission technology. This technology anticipates your driving by matching transmission and engine speed to ensure undisrupted /smoother gear changes.
The compression ratios on the diesels have been lowered to improve noise and vibration, however, offering higher output and more economical fuel index. The new power plants, barring the entry-level petrol models, now boasts 3,3 tonnes of pulling/towing capacity.
Plastic with a difference
The interior of the new Hilux has certainly seen a significant improvement on the previous model. It is of a high quality, befitting such a beast. Beast refers to its capacity rather than just pure engine output. Centre stage to the new design, on the upper models, is a touch screen not unlike that of an iPad and rendering easy access to the audio system, SATNAV and the rest.
I must add that this Hilux, immediately upon getting my butt in the driver's seat, impressed with its solid and planted feel - something which was, in my opinion, lacking in the previous model. Seating is comfortable and the driver's position offers good all-round visibility. The interior certainly offers a much larger sedan-car-like experience with enough legroom, head space - also in the rear - for the largest among us.
Driving experience
We had the opportunity to drive the new Hilux around the Kyalami track (not chasing times or top end performance), the open road which included some dirt driving, and of course, a 4x4 track and well - HILUX IS BACK - shall I shout that again? And, it is as ripped and strong as a Bruce Lee six-pack.
With no less than 32 derivatives in the range, it is highly unlikely that you will not find one to suit your specific requirements. And here is the really kick-ass element - pricing is set at less than that of the outgoing models - yes, believe it and this has nothing to do with Pravin Gordhan's budget - or least we will never know, will we?
Conclusion
And now the endless chatter about whose bakkie is better, bigger, stronger and faster, is more alive than ever. Can we please just drive through this next challenge?
Okay, everybody made it - so what's the point of the argument?
I love my Hilux - I love my Ranger - well, good for ya' all! Shall I start the fire?
Pssst ... I think ... just shut up will you ...
The future will have its own story to tell - and according to mathematicians, numbers never lie.
First published in the Autodealer Lowveld of March 1 2016
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