Drive Car Sales Soshanguve

Polo GTi

2011-04-15T14:22:00.000+02:00

John Floyd ponders on whether the new Polo GTi is a better choice than its Golf sibling

THE Volkswagen Polo GTi was a car that excited some but never really reached my emotional control centre. Capable as it was, it never seemed to live up to the GTi title that has been carried proudly by big brother Golf. However, at a launch of the new generation in the Western Cape last week my perception changed.

There is no mistaking that this is not your average Polo. Styling touches and detailing such as the honeycomb grille and air intakes at the sharp end, the red strips on the radiator grille, fender flares, a colour-coded rear spoiler, red painted brake calipers, the diffuser-styled rear apron, dual tailpipes and a set of 18 inch alloys ensure the Polo GTi stands out from its lesser family members.

The interior sports a black and brushed chrome finish; the roof lining, pillars, sun visors and grab handles are black, as are other panels in the car. The brushed chrome finish is used to accent air vents and all rotary switchgear and on the door handles, the DSG shift gate and the spokes of the steering wheel. Sports-style seats are finished in black Alcantara/Vienna leather with the leather gearshift boot, handbrake grip and steering wheel receiving the red-stitching treatment.

The GTi has a high specification level for a car in this genre. It has climatic air conditioning with glove-compartment cooling, a multifunction computer, cruise control, a new generation of CD/radio audio system, auxiliary input, height and reach adjustable steering wheel, heated front seats, power windows all round and electrically operated and heated door mirrors. A panoramic sunroof and rear park-distance control are available as options.

Safety is a high priority, with both driver- and front-passenger airbags and head and thorax side airbags, while curtain airbags are available as an optional extra. Add to this ESP, ABS, hill-hold, ASR, engine drag torque control, electronic differential locks and a tyre pressure monitoring system, and you realise this is not a stripped- out car just for performance.

The chassis uses a McPherson front end with semi-independent rear suspension, stiffer damping and specially modified springs that lower the car by 15mm, all of which contributes to a lower centre of gravity and consequently improved handling. The rubber on the road is 215/40 R17 87V,. which adds the necessary grip. With a mass of just 1269kg, the GTi becomes a very agile set of wheels.

The heart of this Polo is the 1390cc TSI direct petrol-injection engine, which is both turbo and supercharged. This 16-valve unit delivers 132kW at 6200r/min and 250Nm of torque between 2000 and 4500r/min. Performance is claimed at a top speed of 229km/h, 0-100km/h acceleration in 6.9 seconds. It is probably the most efficient GTi so far, with the combined consumption claimed at 5.9l /100km and a CO² emission level of 139g/km.

Drive to the front wheels is through a 7-speed DSG gearbox with XDS electronic transverse differential lock which reduces understeer and improves the handling during fast driving through those long bends. Gear-shifting can be fully automatic or manual utilising the gear lever or via the paddles on the steering wheel.

So how well does it stack up to the previous generation and its big brother the Golf GTi? On the road the Polo GTi is an absolute joy to drive. The engine is responsive and the TSI technology ensures that the power is on tap whenever you need it. You can forget about fitting a K&N air filter, this one produces the right amount of induction roar to satisfy the aural needs of a go-faster generation

The DSG gearbox has been refined over the years and provides rapid changes up or down when used with the paddles and in town — and when using the full auto mode it becomes an excellent urban cruiser.

Comfort levels are good, although the suspension is hard, not jarring the skeletal frame but very firm — but then if you want to experience a chassis that allows the adrenaline to flow freely then that is what you would expect.

I was with a colleague driving through a mountain pass and he was heavily committed to a specific corner when a driver of dubious ability, probably with a licence to match, approached with his vehicle more than halfway into our lane. This meant a very rapid change of line for us and the Polo GTi responded with aplomb — a quick flick of the steering wheel and the car changed direction to a new line without any loss of balance. Impressive!

The verdict is that the new Polo GTi cannot be compared with its predecessor. It is light years ahead, making it a car that deserves the GTi nomenclature. Sure, the price is R14000 more than before but take a look at the specification — you are getting R40000 worth of extra kit within that price.

As regards its senior sibling the Golf GTi, that is a difficult one, but perhaps I can best sum it up by saying that as an avid fan of the Golf version for many years the nimbleness and agility of the Polo GTi makes it the pony I would prefer in my stable.

Pricing: Volkswagen Polo GTi R259000 including a 3-year/120 000km warranty and a 12-year anticorrosion warranty. A five- year/60000km maintenance plan and a five- year/60000km service are available as options.

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Drive Car Sales Soshanguve

Jakes Deale

15-05-2011

Toyota Aygo

2011-04-15T12:23:00.000+02:00

Where you go is where Aygo

Motor News found that the new Toyota small car is a pick-me- up on four wheels

TOYOTA has been conspicuous by its absence in certain segments of the market over the past few years, says Calvyn Hamman, senior vice-president of sales and marketing at Toyota SA.

He is quite right. Since the demise of the Tazz the company introduced the Yaris, which quickly rose in price, and then it hastily introduced the Yaris Zen, essentially the same car but at a reduced price. Meanwhile the likes of the Hyundai i10, Ford Figo, Chevrolet Spark, Suzuki Alto and Volkswagen Polo Vivo charged in and took some of Toyota’s market share.

Hamman admits that a buying- down trend occurred in the market and that his company was simply "not there".

However, he says that "we are doing everything to make sure that Toyota takes its rightful position in the market".

Apparently its first step in regaining its place in the market is to launch a six-year-old car.

I should clarify that, though. The Toyota Aygo, launched last week in the Western Cape, is new to SA — sort of. I say sort of because it is the same car as the Peugeot 107 and Citroën C1 that have been on sale here for ages. Even more interesting is that all three will be replaced by new models to be unveiled at the Frankfurt Motor Show in September.

Is Toyota dumping old product on good old trusting SA? Not according to Hamman and his team, who said we will have the current Aygo for the next two years — while the rest of the world has the new one. Interesting.

What is also interesting is that Toyota SA is expecting to sell 300 units a month of its new baby, making it the current entry-level model, as the company said at the launch that Yaris Zen is just a run- out model and will disappear when the new Etios arrives later this year ahead of the new Yaris.

Last month Citroën sold just 26 C1 models and Peugeot just 13 of its 107. I have no doubt though that the same car wearing a Toyota badge will do better, which just shows how different our market can be to the rest of the world. In defence of the buyer though, Toyota does have more dealerships — but one still wonders.

However, when all is said and done I have to admit that I love the Aygo as I loved the Peugeot and Citroen too. It may be a little A- segment car but it is such fun to drive. Its 1l engine pushes out just 50kW and 93Nm, but it is the way it does it that makes all the difference. It sounds like a little Porsche Boxster as the three-cylinder engine does its best to roar, and while the 0-100km/h figure will hardly set any records, the fact that the car weighs about as much as a stress-ball means that you find yourself whizzing around town with a big grin on your face feeling like a Formula 1 driver . I know you may think I have gone completely crazy, but seriously, drive one after a hard day at the office — it’s better than therapy.

At present there are two models available — the Aygo Fresh at R109900 and the Aygo Wild at R120100. The Fresh has steel wheels, manual air-conditioning, electric power steering, driver and passenger front airbags, ABS, EBD and brake assist.

The Wild adds a radio, which is optional on the entry-level model, alloy wheels and side airbags.

Both models have a 4- year/60000km service plan. Currently they are only available as 5- door derivatives. but later this year the 3-door models will arrive.

There are a number of options available to personalise your Aygo, from spoilers and body-kits to graphics. Hamman confirmed that they will offer an optional rev- counter, and, given the target market, there is also an optional iPod connectivity kit.

Inside there is a decent amount of space for the front passengers, which, given that the car is aimed squarely at the youth, is probably fine. The rear is a little more compact and the boot space is only really going to work for trips back from shopping at the Young Designers Emporium.

The plastics are a little on the cheap side in places, particularly around the air-conditioning unit which looks as if it was designed by Fisher Price, and the gear-stick must surely have come from Peugeot because it wobbles around like a wooden spoon in jelly. There is no glove box and no luggage cover, so you may have to stash valuables under the front seat, but there are cup holders for those energy drinks.

So does Toyota have a winner? I am not sure about that. Yes, it is a fantastic little piece of kit, but here I must stress the word little. The Peugeot and Citroën are not volume sellers, in part because of their size, and just like Americans we in SA like bigger cars that protect us from kamikaze taxi drivers and idiots who do not know the rules of the road. The Aygo may be packed with safety features but it is all about perception, and many drivers do not even perceive that a seat-belt could save their lives.

If you live in the city then the Aygo is a wonderful option, and even if you want to scream through Franschhoek Pass it should be good fun.

I suspect that the mighty Toyota marketing machine will do all it can to make sure it sells in droves, and I look forward to hearing the sound of that little three- cylinder engine in our cityscapes.

The car weighs about as much as a stress-ball and you will whizz around town feeling like a Formula 1 driver

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Drive Car Sales Soshanguve

Jakes Deale

2012 BMW Concept M5

2011-04-15T08:35:00.000+02:00

We knew it was coming, and we've waited with bated breath for the 2012 BMW M5. With the Concept M5 set to make its public debut at the Shanghai auto show later this month, we have a clear look at BMW's next performance sedan.

The heart of any BMW M5 is its powerful engine, and the soul is its rear-wheel drive. While BMW has yet to release any output figures, the engine should at least match the 4.4-liter twin-turbo V-8 in the X5M and X6M that produces 555 horsepower and 500 pound-feet of torque. BMW says the new blown eight-cylinder will have a higher output than the 500-hp, naturally aspirated, 5.0-liter V-10 that we enjoyed in the 2010 M5. To increase efficiency 25 percent over the V-10, which was rated at a mere 11/17 mpg, the 2012 model will use an automatic start-stop function in combination with a seven-speed dual-clutch transmission to help save fuel. Drivers less interested in fuel economy will be happy to know BMW still uses M Drivelogic to tailor the DCT's performance to an individual driver's taste.

While the powerplant may attract a lot of attention, those in the know realize BMW's suspension is what makes taking an M to the track or a favorite back road so rewarding. Riding lower than a typical 5 Series, the M5's suspension tuning will take advantage of decades of racing knowledge and countless development hours spent lapping the Nuerburgring. For 2012, the M5 uses an Active M differential to split power between the rear wheels, which improves handling by allowing the outer wheel to spin faster in a turn. Putting the power to the pavement are lightweight 20-inch, five-spoke, forged alloy wheels wrapped in 265/35 ZR20 Michelin tires. BMW assures us the M5 has large enough brakes to lap the 'Ring right from the showroom.

Differentiating the M5 from lesser 5 Series variants is subtle, yet aggressive bodywork that hints at increased performance. Larger front air intakes cool the more powerful engine while implying the M5 packs a little more punch than a lowly 550i. The profile is accented by the black 20-inch wheels and signature M side gills on the front fenders. At the rear, the trunk gains a subtle lip spoiler and signature M quad-tailpipes protrude from an aggressive rear diffuser; both the spoiler and the diffuser aid in downforce at high speeds. The exterior modifications are slight, keeping with the BMW M tradition. The 2012 M5 is both a performance car and a luxury sedan, and its design conveys both purposes.

Pricing has yet to be released, but when it debuted, the last-generation M5's price started at $82,590 with the $695 destination charge, almost $24,000 over the base price of a 550i. Currently the most expensive 5 Series is the 550i xDrive, which starts at $63,375, including an $875 destination fee. We expect the pricing tiers to stay similar to that of the last 5 Series lineup, so the 2012 BMW M5 could come dangerously close to the $90,000 mark without a single option.

Some enthusiasts will bemoan BMW's decision to abandon its tradition of high-revving naturally aspirated engines and reliance on more complicated electronics, but the 2012 M5 promises to be a technological marvel. Can technology make this M5 as much fun to drive as its predecessors? We'll let you know as soon as we have a shot at the wheel.

2012 Subaru Impreza

2011-04-15T08:13:00.000+02:00

We won’t have our first complete look at the all-new 2012 Subaru Impreza until its debut at the New York auto show later this month. That said, the automaker’s PR department is all too happy to tease Imprezaphiles around the world with the first official image of the new car, along with a few bits of information.

Chances are if you’ve laid eyes on the Impreza concept shown at the 2010 Los Angeles auto show, the four-door model shown above doesn’t surprise you. The profile is nearly identical to the concept, lending the production car a larger, Legacy-like form. Predictably, some of the pizzazz found on the show car -- including the tinted headlamps, camera-based side-view mirrors, and large aluminum wheels -- has been lost in the translation to a production vehicle. No surprise, especially considering this is Subaru’s high-volume, entry-level offering.

Few details have been released in correlation with this image, but corporate officials are proclaiming the new car is expected to achieve a 36-mpg rating on the EPA’s highway test cycle. That’s a sizable improvement, considering the current Impreza achieved between 25 and 27 mpg on the highway, depending on the powertrain installed.

At first, 36 mpg may not sound like much when several competitors, including the 2012 Ford Focus, 2011 Hyundai Elantra, and 2011 Chevrolet Cruze, attain 40 mpg on the highway. Still, the figure is impressive considering the Impreza remains an all-wheel-drive vehicle. In fact, the Impreza appears to surpass most compact all-wheel-drive competitors in this regard, including the Suzuki Kizashi, SX4, and the Mitsubishi Outlander Sport.

As we previously reported, these new fuel economy gains are primarily achieved by means of an all-new boxer engine, along with a new transmission choice. The 2012 Impreza uses a 2.0-liter horizontally-opposed four-cylinder, which actually debuted in Europe earlier this year. Rated at 148 horsepower and 146 pound-feet of torque, the engine is slightly down on power compared to the outgoing 2.5-liter four (170 horsepower and 170 lb-ft, respectively), but makes up for the deficiency in fuel economy gains -- particularly when mated with the new continuously variable transmission, which replaces the antiquated four-speed automatic.

Will the new Impreza win new buyers while simultaneously appeasing Subaru loyalists? That remains to be seen, but Subaru officials insist fuel economy is already a prime factor in luring consumers to the brand. In that case, a 44-percent improvement in highway fuel economy over the previous model certainly doesn’t hurt.

Further details -- especially those tied to performance and pricing -- have yet to be announced by the automaker, but expect the full skinny on the 2012 Impreza sedan and wagon to be revealed on April 20, when the car makes its first public debut at the 2011 New York auto show.

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2011 Ferrari 599 SA

2011-04-14T11:03:00.000+02:00

Happy birthday, Pininfarina. In honor of your 80th anniversary, your longtime client Ferrari decided to bake you a 670-horsepower, drop-top birthday cake -- the 2011 SA Aperta -- and unwrap it at the 2010 Paris Motor Show.

The SA in that awkward name stands for Superamerica, and like the 2004 575M Superamerica that came before it, the new SA Aperta is a version of Ferrari’s front-engine, V-12 sports coupe that exposes its occupants to the elements. Unlike the previous Superamerica, however, the SA Aperta does without a fancy flip-around top -- or any top mechanism, for that matter. Aperta is Italian for “open,” and apart from a rudimentary soft top that can be deployed if needed, the SA Aperta is designed to be enjoyed en plein air.

Arguably, the SA Aperta differs from its 599 siblings only above the fenders, where designers reshaped the car’s windshield, pillars, and cabin in the process of chopping the top. The rear interior wall and integrated roll bar neatly flow into the elongated rear buttresses, while simultaneously echoing the shape and color of the scalloped sports seats.

Beneath the beltline, the SA Aperta picks and pulls parts from the entire 599 range. The majority of the car’s body panels come straight from the 599 GTB Fiorano, although the rocker panels have been massaged to accommodate larger brake cooling ducts. Underhood, the the SA Aperta is all 599 GTO -- power comes from its 670-horsepower, 6.7-liter DOHCV-12, which channels its output to the rear wheels via a six-speed automated manual gearbox. It’s unknown if the suspension tuning borrows more from the GTB, GTB HGTE, or the GTO, but Ferrari does note it managed to reinforce the Aperta’s chassis without adding a significant amount of weight.

Although the Paris Motor Show marks the 599 SA Aperta’s first public debut, if you’re on Ferrari’s short list of preferred clientele, chances are you’ve already laid eyes on this beauty. It was a poorly kept secret that Ferrari was showing a topless 599 to VIPs this summer at the 2010 Pebble Beach Concours d’Elegance. The privileged preview was apparently a smashing success: despite the SA Aperta wearing an estimated price tag of roughly $456,000, all 80 examples are already spoken for.

Lamborghini LP 700-4 Aventador

2011-04-14T09:07:00.000+02:00

Supercar makers these days are caught in a bind. As ever-tighter emissions regulations close in, they've been forced to re-evaluate what they do and how they do it. Lamborghini is no different. With its new Lamborghini LP700-4 Aventador, the crew in Sant' Agata has pulled off a car that's still as outrageous as anything Lamborghini has ever done, while also employing a host of advanced techniques designed to improve the newest Raging Bull's overall efficiency.

The Aventador follows the traditions of the Countach, first produced in 1974. The body is sculpted around the passenger compartment, with the longitudinally mounted 6.5-liter 690-horsepower naturally aspirated V-12 situated in the middle. The look is modern and aerodynamic, but still purely Lamborghini. Driver and passenger enter through scissor doors and the optional clear engine cover allows owners to show off the heart of the beast. The roofline is sculpted to allow for maximum headroom for passengers while tying in the character lines on the hood and minimizing the aerodynamic frontal area. Mechanically operated side intakes are carried over from the Murcielago, allowing air flow to be adjusted based on the engine's current needs

6.5-Liter 12-Piston Heart
The heavy-breathing V-12 is a brand-new design for the Aventador. The most powerful version of the Murcielago was the 670-4 Super Veloce with 661-horsepower and 487 pound-feet of torque. Lamborghini has topped that with the 690 horsepower and 509 pound-feet of torque in the Aventador. Not only is there more power, but it is more usable at lower RPMs. The big news is that it does these stratospheric numbers while using 20% less fuel, translating into 20% fewer carbon dioxide emissions.

The clean sheet, aluminum block V-12 features port injection, variable valve timing, four individual throttle bodies, dry sump lubrication, and an 11.8:1 compression ratio. The big engine has a screaming high 8250 RPM redline accomplished using lightweight internal components and a high bore-to-stroke ratio of 95mm and 76.4mm respectively. Maximum piston speeds have been reduced from almost 24 m/s at 8000 RPM, the Murcielago's redline, compared to 21 m/s at 8250 RPM at the Aventador's redline, resulting in fewer frictional losses. It also uses a new dry sump lubrication system that requires less power, provides better oil scavenging under high cornering loads, and decreases the size of the oil pan. The new system also allows the 518-pound engine to sit 2.36 inches lower in the car, reducing the center of gravity height.

Changing Gears
Lamborghini likes to consider the powertrain one unit of the car. With this in mind, engineers created a new transmission to work in conjunction with the newly developed engine. The seven-speed robotized gearbox is referred to as an Independent Shift Rod design. It uses four shifting rods that allow the next gear to be selected while you're still in a different gear. The transmission uses only one clutch; a departure from current crop of DSG gearboxes in most cars. The syncros are constructed of carbon fiber and the ISR transmission is said to be lighter than a DSG and smaller than a traditional manual. Lamborghini says the ISR Transmission will crack off upshifts in 50 milliseconds, roughly 40% faster than the old E-Gear transmission. The all-wheel drive system is also upgraded. It uses a Haldex 4 coupling to send power to the front wheels when needed. The rear axle uses a mechanical limited slip differential, while the front uses an electronic system controlled by the car's ESP computer.

Building a Strong Core
The biggest advancement in the Aventador may be at its very core. While previous Lamborghinis have been constructed using steel and aluminum, the new car is the first mass production Lamborghini to use a full carbon-fiber monocoque. The entire passenger compartment is built using pre-preg carbon-fiber composite with aluminum subframes front and rear. The entire chassis weighs in at 505 pounds. The new construction methods are also said to give the Aventador a 70% stiffer chassis than the Murcielago at 35,000 Newton-Meters per Degree of Deflection. For a comparison, the Countach measured in at 2600 NM/Deg. The Aventador's dry weight is 3472 pounds. The stripped out Murcielago Super Volce weighed 3450 pounds dry, but comfort was certainly sacrificed to get to that low weight. The standard LP640 weighed in at 3670 pounds dry and just over 4000 pounds ready to roll.

Spring in Its Step
The suspension on the Aventador also is a first for mass production Lamborghini. Full aluminum unequal length control arms use pushrods to actuate inboard mounted springs and dampers. Not only does this design reduce unsprung mass, it also moves that mass to the center of the car while also allowing more space for the huge rubber. The 255/35/19 front and 335/30/20 rear tires are supplied by Italian manufacturer Pirelli. The massive front-to-rear size difference helps to compensate for the 43/57 front/rear weight bias of the big engine Lambo.

Wires and Knobs
No modern car is complete without a whole host of electronics, and the Aventador is no different. The standard package of electronic nannies includes ABS, electronic brake distribution, anti-slip control, speed-dependent servo-tronic steering, hill start assist, and ESP stability control. The rear spoiler and the side air intakes are electronically controlled. The Drive Select System enables vehicle characteristics (engine, transmission, differential, stability control, steering) to be set in accordance with individual driver preferences in one of three modes -- Strada (road), Sport and Corsa (track). The transmission operates in those three modes as well the addition of two fully automatic Strada and Sport modes. The computer-controlled center differential allows up to 60% of available torque to be sent to the front wheels as dictated by the ESP system.

Inspired by the Reventon, the instrumentation of the Aventador is based on aviation TFT-LCD screens. The displays are configurable by the driver to present whatever information deemed pertinent. Navigation, iPod integration, and Bluetooth are all standard, but there is an option for premium audio and a back-up camera.

Shiny or Dull It Still Looks Fast
The Aventador will be produced in 13 Lamborghini colors, with several available in a matte finish. They will of course do custom colors if the buyer so chooses. Interiors are available in either Sportivo or Elegante trim with black or brown standard colors, with a choice of stitching colors. Both trims are available in two-tone, with the Sportivo having a base color of black mixed with orange, white, yellow or green. The two-tone Elegante is done in shades of brown.

2012 Audi Q3

2011-04-14T08:42:00.000+02:00

Audi Brings Upscale Luxury to Downsized Crossover

Already known for building vehicles of seemingly every dimension, from the subcompact A1 to the three-row Q7 crossover SUV, Audi has found yet another vehicular niche. The 2012 Audi Q3 fits into the newish, compact luxury crossover segment populated thus far by BMW's recently launched X1, which will serve as the Q3's chief foil. The Q3 was previewed by Audi's Cross Coupe Quattro concept at the 2007 Shanghai auto show, and now the production version returns to Shanghai for its official bow.

At 172.8 inches long and 72 inches wide, the Q3 is roughly the same size as Volkswagen's Tiguan, but the Audi is sportier and more coupe-like, with a gently sloping roofline and a steeply raked hatch. The handsome design is essentially a shrunken version of Audi's Q5 and Q7 crossovers. Employing aluminum for the hood and rear hatch helps keep the Q3's curb weight to about 3300 pounds.

A large, black mesh grille adorned with Audi's four-ringed badge defines the nose, which is surrounded by a thin line of chrome trim. The headlights are reminiscent of those on the A4 and A5, and the optional xenon headlamps add a C-shaped collection of LED running lights. Audi calls the body creases just below the car's beltline the "tornado line," which helps define the Q3's flared front fenders.

The Q3 sports a similar tailgate design to the larger Q5 and Q7, with a subtle roof spoiler and wedge-shaped taillight assemblies that include optional LED treatments. The high stance affords 6.7-inches of ground clearance -- not enough for serious off-roading, but plenty for a suburb-bound crossover.

The interior follows typical Audi standards, with a smart assortment of dark plastics, accent pieces, and switchgear arranged throughout the cabin along the lines of the new A1 subcompact. The Q3 offers an impressive array of optional toys for its size, including LED ambient lighting, adaptive headlights, adaptive cruise control, a panoramic glass roof, heated seats, keyless entry and ignition, and a variety of sound systems, topping out at the MMI navigation system with Bluetooth. All Q3s can be specified with Audi Drive Select, which lets drivers choose from multiple settings for the steering, engine, and transmission response. It also includes a new efficiency mode, which tweaks air-conditioner and cruise-control operation to maximize fuel savings.

In Europe, three engines will be available at launch, all of them displacing 2.0 liters and combining turbocharging with direct injection. Two gasoline variants offer 170 or 211 horsepower, while the turbodiesel unit produces 177 horsepower; a 140-horsepower diesel will debut later. Audi says the 140-horse engine can return up to 45 mpg on U.S. testing in front-wheel-drive Q3s; the 211-horsepower model can reach 62 mph in a claimed 6.9 seconds. All of the engines have stop-start functionality to help reduce fuel consumption.

The gasoline engines and the more powerful diesel come with Audi's signature quattro all-wheel drive, while only the weaker diesel gets front drive. The 140-horsepower diesel and 170-horsepower gasoline engines are available with a six-speed manual, while the beefier engines get Audi's seven-speed S tronic dual-clutch transmission standard.

Safety gadgets abound. Side Assist alerts drivers to vehicles in their blind spot, and Active Lane Assist can steer the vehicle if it wanders out of its lane. There's also a hill-holder feature. An available system reads speed-limit signs and displays them in the instrument cluster. For the truly lazy, the optional Park Assist will steer the Q3 into a parking space without scraping nearby objects.

The 2012 Audi Q3 will arrive in European dealerships this June. There are no confirmed plans to bring the luxury crossover to North America, but Audi has been loudly hinting that the Q3 will eventually make it to the U.S. Audi will no doubt be keeping a close eye on how the BMW X1 fares before it decides what to do.

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BMW M3 - the bakkie

2011-04-13T12:46:00.000+02:00

Following the BMW M3 Coupé, BMW M3 Convertible and BMW M3 Sedan, a fourth body variant of this globally successful high-performance sports car is about to cause a stir. Under the strictest secrecy, the world’s first high-performance pickup has been created at the BMW M GmbH development centre. The sportiest example by far in this vehicle category, the BMW M3 Pickup will fire the imaginations of all motorists with a deep appreciation of top performance matched by a keen practical bent. 309kW under the bonnet and a rear-axle load capacity of up to 450 kilos take the hallmark BMW M relationship between race-oriented driving pleasure and everyday utility to an entirely new level. This unique vehicle has already completed extensive test and set-up drives on the Nürburgring’s Nordschleife in advance of its global unveiling on 1 April 2011.

With a high-revving V8 engine at the front, a generously sized load area behind and a removable Targa roof above, driver and passengers in the BMW M3 Pickup will relish an unprecedented take on the familiar M feeling. Yet this spectacular new development is unmistakably recognisable as a member of the BMW M3 model family. Corroborating this kinship are not just the inimitable power of the engine, but also fine-tuned aerodynamics and a tailored suspension set-up. Measurements in the wind tunnel showed a Cd factor on a par with that of the BMW M3 Coupé. Like every BMW M model, the BMW M3 Pickup has also demonstrated its dynamic potential on the North Loop of the Nürburgring. Official lap times have not yet been released, but the needle in the dial vouched for a top speed of 300km/h.
The kerb weight of the world’s fastest pickup undercuts that of the BMW M3 Convertible by around 50 kilograms. Removing the Targa roof shaves off a further 20 kg while at the same time lowering the car’s centre of gravity. This most unusual experience of top-down driving pleasure in a BMW M3 thus goes hand in hand with further optimised dynamic handling.
The practical features of the BMW M3 Pickup are no less impressive. Maximum load capacity has been raised to 450 kilograms. What’s more, the BMW M3 Pickup is the first BMW M3 variant in the 25-year-plus history of this model range to come with a trailer tow hitch.
Notwithstanding these unquestionable stand-out qualities, the BMW M3 Pickup will not be heading for the golf course or series development, but will retain its status as an exclusive one-off. It is earmarked for use as a workshop transport vehicle for BMW M. With this in mind, the current BMW M3 Pickup – unlike a similar predecessor built back in the 1980s – has gone through the requisite procedures to earn its road certification. Which makes it officially a truck – but one that puts a whole new spin on the meaning of the word.

2012 Mercedes-Benz C-Class Coupe

2011-04-13T10:14:00.000+02:00

Mercedes-Benz has already rolled out sedan, wagon, and high-performance, and variants of the new 2012 C-Class, but the automaker just unwrapped the 2012 C-Class Coupe ahead of its official debut at the 2011 Geneva Motor Show.

The new model isn't Benz's first attempt at crafting a C-Coupe, but it is a remarkably different approach. Unlike the C-Class Sportcoupe hatchback, sold here from 2002 to 2007, the new two-door C-Class isn't a basic, entry-level luxury compact. Instead of competing against Audi A3s, this C is gunning directly at BMW's 3-Series Coupe.

Exterior styling is certainly handsome, if not predictable. The new C-Class Coupe is almost the splitting image of the C-Class sedan, and even uses the same front fascia and fenders as its four-door siblings. Coupe models do receive a sweeping panoramic glass roof that's nearly an inch and a half lower than the sedan, and incorporates a very BMW-like kick in the quarter window design.

Despite shedding a pair of doors, the coupe still rides on the same 108.7-inch wheelbase as the sedan, and is only a half-inch shorter and 100 pounds lighter. Mercedes continues to use a strut-type suspension in front and a five-link independent setup for the rear axle. Sport-tuned dampers are standard, although electrically adjustable units are available as a special-order option.

An AMG-tuned model is already under development, but for the time being, North American customers can chose from two engine options. C250 Coupe models are equipped with a direct-injection, turbocharged 1.8-liter I-4, which produces 201 horsepower at 5500 rpm and 229 pound-feet of torque from 2200-4300 rpm. C350 Coupes receive a direct-injection 3.5-liter V-6, which is rated at 302 horsepower at 6500 rpm, and 273 pound-feet of torque from 3500-5250 rpm. Both engine choices are paired with a seven-speed automatic transmission.

Standard equipment on both models includes 14-way power front seats, dual-zone automatic climate controls, Bluetooth phone connectivity and audio streaming, a 5.8-inch information display screen, HD radio, nine airbags, and Mercedes' driver awareness detection system. C350 models also receive heated front seats, a 12-speaker Harman/Kardon surround sound system, an iPod interface, and walnut interior trim at no extra charge. Navigation, xenon headlamps, keyless ignition, and larger 18-inch rims are optional on both models.

Mercedes has yet to announce pricing for either model, although it's widely expected the C-Class Coupe will slot in between base prices for comparable C-Class Sedans and the E-Class Coupe. Further details will likely emerge in September, when C250 and C350 Coupes are slated to roll into showrooms nationwide.

Porsche Panamera Turbo S

2011-04-13T08:21:00.000+02:00

According to a recent report, Porsche will unveil the Panamera Turbo S sometime next month.
While nothing is official, the timeline matches up with the New York and Shanghai Auto Show. Furthermore, the original Turbo debuted at Auto Shanghai 2009 so it seems possible that the S could be introduced in China. Under the bonnet, power will reportedly be provided by a twin-turbo 4.8-litre V8 engine that develops 405 kW and over 800 Nm of torque. This should enable the hatchback to accelerate from 0 – 100 km/h in less than 3.8 seconds and hit a top speed in excess of 303 km/h. If the reports are correct, the Panamera Turbo S will start arriving at dealerships in the second to third quarter.

VRROOM WITH A VIEW: It’s diesel, but you can drive it (smiling)- Latest News

2011-04-13T08:16:00.000+02:00

Unlike certain political parties, BMW wins from having its history repeat itself

IT’S AN appalling cliché but I really do wish more people would read up on their history. But so much of history’s relevance is in the teaching of it.

I was exceptionally lucky to have a history teacher who had passion for his subject, a real burning sense that the privileged snotbags in front of him needed to understand the course of cause and consequence in the story of civilisation.

Then, as fortune would have it, I spent a highly formative year under the tutelage of the great South African storyteller and historian David Rattray, a man who could paint the most vivid of pictures onto the dry grass of the plain next to Is andlwana, on the slopes of Spionkop, and under a fiery setting sun at Rorke’s Drift.

Julius Malema’s alleged remarks to representatives of AfriForum — that he would do to them what "we did to the Inkatha Freedom Party in 1994", a reference to the Shell House massacre — would suggest that Malema has at least a limited grasp of recent history, but perhaps not of an altogether greater picture. I offer a brief run-through, therefore, of a small slice of English history. It’s a period known to this day as "The Anarchy".

It was really a succession crisis, with early Norman England split among those who would support Stephen, and those who supported his cousin, the Empress Matilda, the only surviving child of the previous king, Henry I. When Henry died in 1135, Stephen, who had also been one of Henry’s barons, hurriedly made for London and was pronounced king, but almost immediately proceeded to make appalling decisions.

He conducted a civil war against Matilda and her supporters, a campaign marked by treachery, back-stabbing and alliances that shifted as the wind blew. He bitterly disappointed those who had supported him, meaning much of the administrative talent, especially Chief Justice Roger of Salisbury and even his own brother, Henry, abandoned him. These people were not replaced, and the king was too focused on the feuding to actually rule.

So factious was his reign, indeed, that King Stephen lost control of his own barons, who proceeded to become the most appalling tyrants to the people they ruled . They unilaterally forced taxes and arbitrary "penalties" on to the people unfortunate enough to be living on their land, and the ever weak Stephen was unable to do anything about it because his position as king was founded on the flimsiest complex of alliances and agreements. His weakness allowed for the flourishing of a voraciously greedy elite known as the "robber barons".

According to Edmund King’s history of the era, this letter from an abbot to a bishop regarding the behaviour of a Norman baron, William de Beauchamp, is typical: "Forty- four measures of threshed corn, which were being carried to meet the needs of our brothers, were seized by him, and our hopes for their recovery have been put off. Besides this we have for a long time been forced to give 3 shillings each month for the needs of his servants, and at each season of the year we have been compelled to plough, sow, and then reap 60 acres of his land. And on top of this, our men have been burdened with daily services and innumerable works, and he has not ceased to pursue and afflict them to the depths of misery."

And, ineffective and useless as he was, Stephen wanted to be king. He apparently saw no purpose in being king other than being king. There was no apparent agenda.

And England suffered terribly as a result of it. "Crist and alle his sayntes slept," said the Anglo-Saxon Chronicle of The Anarchy. "We tholeden xix wintre for ure sinnes" (We suffered 19 winters for our sins).

The 19 Winters, as the period is also known, only came to an end when Stephen died in 1154. As a patch-up, Matilda’s son Henry, a powerful military man, was crowned Henry II, creating the Plantagenet dynasty and ending The Anarchy.

And all of that because one "softe" (to quote the Chronicle), flawed man had a taste for power. In his pursuit of it he was willing to barter the property and prosperity of his own people, to offer it up as a sacrifice to the robber barons that kept his throne secure.

History, you see, is all around us. And when you get into a car, it too is a product of its history, it’s just that when it’s a BMW, as opposed to politics, it’s often not a bad thing to have history repeating itself.

The 5-Series can trace its history all the way back to 1962’s 1500, an elegant thing that brought a spacious four- door car to the BMW driver.

The current version of the Five is, I think, a rather good- looking thing, and I have reviewed it before in these pages, but I have just driven a rather special variant — the 520d. Yes — a 2l diesel 5-Series. There is but one model below it on the hierarchy, the 523i, but honestly, if it were my money, this is the one I’d get.

Because while a 2l diesel might sound as fun as being stuck in a lift with Sicelo de Beauchamp, it’s really fast enough for real life, and being a Five it still comes with that innate BMWishness, that superb steering, that lovely feel transmitted through that overly fat steering wheel. That eight- speed automatic is an absolute gem, too.

It delivers this with simply brilliant fuel economy. With its 70l tank brimmed, and driven sedately, it will drive from Johannesburg to Cape Town on a single tank of diesel. Because it has an official extra-urban consumption figure of just 4,5l /100km. And it’s a 5-Series. It’s simply unbelievably good. In town it’s also excellent.

So, yes, there will be an M5, a supercar in 5-Series clothing. There’s the 530d, which comes with a thumping 3l V6 and more torque than you’d ever need, there’s the 550i and the 535i, all excellent cars. But for me, in my life, I’d have this one. Because it’s a hell of a lot of car, these days, for less than R500000. Honestly, the 520d is a bit of a bargain because it delivers so much while being ever so careful of the resources it burns up. BMW, perhaps, have read their history.

Twin-Turbo Audi R8 V10- Latest Car News

2011-04-12T15:26:00.000+02:00

It’s hard to argue with the potency of the Audi R8 5.2 FSI. With it’s 386 kW, mid-mounted, V10, the Lamborghini-derived engine is more than enough motivation for mere mortals. However, some folks out there felt slighted by the fact that Audi detuned the Lamborghini-sourced unit for its use in the R8.

Enter the folks at Heffner Performance, who decided to rectify the situation by sticking two massive Garrett GT35R turbochargers into the R8′s rear-end. The result? A 540 kW, twin-turbocharged, teutonic terror, that accelerates from 0 – 100 km/h faster than you can snap your fingers – and oh yes, those 540 kW are measured at the rear-wheels! Hefner are still busy with this project, but we’re sure they’ll be boasting about the performance figures as soon as possible.

LAUNCH NEWS: New Swift migrates south

2011-04-12T14:11:00.000+02:00

Motor News headed swiftly to Natal to experience the latest Suzuki

DID you know a Swift can fly at 170km/h? I learnt this little fact last week while in the rather humid environs of Ballito during the launch of the new Suzuki Swift, which has exactly the same top speed. Watching a bird in flight is always a source of inspiration, but could the same be said of the latest generation of this popular small hatchback?

Well, where the bird is a thing of grace, the new Swift, like its predecessor, continues to try to have a slightly sporty appeal in its design. That said, you would be hard pressed to spot any changes at the front, but at the rear it has a new backside with new lights that give it more of a Toyota Yaris or old Renault Megane look.

In all honesty I think I preferred the previous design ; it was just a little more fashionable. I could understand if the rear provided more boot space, but it is still cramped and I barely squeezed in a couple of laptop backpacks, although of course you can expand the space for larger items.

The most welcome change, though, is in the interior , where the Swift has suddenly grown up, as though it is one of those very bright kids that was pulled out of high school and put into university at the age of 16. The instrument cluster has gone upmarket with a trip computer and sporty gauges and the centre console is like being in the Radisson rather than the Road Lodge of the old model.

The GLS versions we drove on the launch had a very well laid out audio system, (bizarrely optional on the GL) with the requisite remote buttons on the steering wheel and even a full climate control system, not to mention inputs for the trusty MP3 player or USB, although it failed to recognise the latest generation iPod Nano .

The dashboard itself has received a makeover, with accents of aluminium and sweeping lines that give it a much more trendy and pseudo-executive look. Here the designers have done an excellent job and it will be up to the likes of Toyota and Daihatsu to try to catch up, although I might stop short of saying it is better than a Volkswagen Polo.

The new model has a great deal to live up to, with the previous generation, which debuted in 2004, taking 5% of global market share. Suzuki is clearly optimistic though, with Andre Venter, the company’s divisional manager for sales and marketing, predicting that the share will rise to 7%.

It is not just new in the styling department though, with 40mm being added to the interior for more space, while the front track has widened by 20mm and the rear by as much as 15mm. This is supposed to translate into more dynamic handling but as we cruised through the hills of Natal, it was clear that while the level of traction remains good, the Swift has gone a little softer in the interests of improved ride comfort. This will suit the majority of buyers, so it is no bad thing and for those who want something a little sportier, a Sport model is in the pipeline although Suzuki SA could not confirm when it will arrive.

More changes also took place under the curvy bonnet, where the engineers have tossed the old 1.5l engine in the bin and replaced it with a 1.4l lump instead. This has resulted in a 5% drop in power to 70kW and a 2% decline in torque to 130Nm, but there is good news in that the company now claims a 13% improvement in fuel economy to an average of 5.5l /100km and a drop in emissions to 132g/km.

To all but the more enthusiastic owner that will seem like a fair trade-off, especially as fuel prices continue to soar higher than a Swift.

Travelling over hill and down dale, the car proved to be a great little cruiser, but we quickly learned that overtaking while going uphill might require something of a run-up, which in Natal was quite easy . If you have the five- speed manual then you can play around with the gearbox a little to make more use of the power available, but the four-speed auto had a tendency to change up while in the middle of an overtaking manoeuvre, leaving you feeling a little like Wile E Coyote who realises the ground has disappeared as he chases Roadrunner off a cliff.

This brings me swiftly onto the subject of safety and fortunately the new generation has ventilated front disc brakes, ABS, electronic brake-force distribution (EBD) and brake assist. You also have front driver and passenger airbags on the entry level GL while the GLS gets additional side and curtain airbags too.

The Swift already has a loyal following in SA, but the new version arrives in a more hotly contested market with the likes of the Ford Fiesta, VW Polo, Hyundai i20 and even the little Fiat 500 vying for your attention.

With pricing starting at R152900 for the GL and rising to R183900 for the GLS, it is still one of the picks of the bunch in terms of value and specification. It has massive appeal for private and fleet buyers and with its 4-year/ 60000km service plan it is also budget friendly as we face the probability of interest hikes later this year and other rising costs. It may not be as swift as it used to be, but the new Swift is still something of an inspiration.

2011-02-21T12:46:00.000+02:00

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