BBC_Top_Gear_South_Africa_June_2017

VOLKSWAGEN AMAROK V6 NOW SA’S FASTEST BAK I 

JUNE 2017 R35.50 

SPANNERING 

A WRC CAR. 

HOW HARD 

CAN IT BE? 

CLIO GT-LINE 

The stealthy 

hot hatch 

FIRST DRIVE 

MIGHTY 720S 

THE NEXT CHAPTER IN McLAREN'S PURSUIT 

TO CREATE THE WORLD'S FINEST SUPERCAR 

BMW 5 SERIES 

Sheer driving 

pleasure is nearly 

autonomous 

626kW 

DODGE DEMON 

Hellcat turns 

drag racer 

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06067

What outstanding champions have in common: 

A brilliant performance. With extraordinary style. 

The new Cayenne Platinum Edition models. 

Arrival: commanding. Entrance: glamorous. Porsche dynamics refined with black exterior 

package, 20-inch RS Spyder Design wheels in satin platinum, eight-way electrically 

adjustable sports seats with Alcantara, auto dimming mirrors, privacy glass, Porsche crest 

embossed on head rests, Bi-Xenon headlights with Porsche Dynamic Light System (PDLS), 

BOSE ® surround sound and Porsche Communication Management (PCM) with Connect Plus. 

Step onto the red carpet: www.porsche.com/CayennePlatinumEdition 

Cayenne Diesel Platinum Edition: Fuel consumption in l/100 km: combined 6.6 • CO 2 emissions: 173 g/km • Power: 180 kW (245 hp) • Torque: 550 Nm

www.porschesouthafrica.com 

Porsche Centre Johannesburg 

Tel: 011 540 5000 

Porsche Centre Cape Town 

Tel: 021 555 6800 

Porsche Centre Umhlanga 

Tel: 031 514 3000 

Porsche Centre Pretoria 

Tel: 012 816 7600

The ultimate in power, luxury and spontaneity. 

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Introducing the world’s fastest four-seater. 

Visit johannesburg.BentleyMotors.com or contact +27 10 020 4000. 

*The name ‘Bentley’ and the ‘B’ in wings device are registered trademarks. © 2017 Bentley Motors Limited.

BENTLEY JOHANNESBURG 

Power: 522 kW (700 bhp); Torque: 1017 Nm; 

Combined fuel consumption: 15.7 l/100 km* 

Priced from R4 450 000 

*Fuel consumption figures subject to Type Approval.

6 JUNE 2017

ED’S LETTER 

une 

Welcome... 

Remember the MP4-12C? At the 

time the badge sounded like 

fictional alchemy, or something 

derived from the periodic table. 

Over time the name naturally 

reduced itself to 12C. Not that 

supercar names have successfully 

evolved much from that point; 

Ferrari vacillates between the 

widely-respected horsepower 

reference then without warning lurches to a name as daft as Superfast. 

Lamborghini, to its credit, maintains an almost unwavering provenance to the 

bull, Pagani tries to cram every vowel together into the unintelligible and Porsche 

has decimal-placed every iteration of the nine with bewildering complexity. 

Aston’s naming consistency is patterned sensibly and if you want evidence of that 

don’t miss our exclusive feature on an eye-wateringly expensive collection in what 

will soon be Aston Martin’s new manufacturing plant. 

The supercar has never had it better. The internet has ensured that. On 

Instagram you’ll scroll through forty of them before a mundane crossover sneaks 

its way in and receives a handful of sympathetic (read sponsored) likes. Carspotting? 

Again, just supercars. Normally such gratuitous exposure would ruin a 

rare thing but I believe the opposite has happened – we aspire to own one because 

we see that it can be possible… They’re out there, being driven on public roads. 

Touchable. Usable. Enchanting. 

And McLaren is a brand that ever since the scientific MP4-12C, has put its head 

down with three established pillars encompassing the hybrid hypercar P1 to the 

540C. The latest 720S was a straightforward decision for this month’s cover, 

highlighting just how far the brand has evolved, not only in its burgeoning range 

but the naming of its products too. 

ANDREW LEOPOLD EDITOR 

JUNE 2017 

7

Contents 

072 

053 

072 Aston Martin Gymkhana 

Aston Martin’s entire back catalogue sliding sideways 

around a Welsh hangar. Eeek 

053 McLaren 720S 

The everyday McLaren concocted by the legendary 

motorsport outfit is put through its paces. Could be the 

most soulful McLaren 

064 Beyond the Limit 

TopGear pays tribute to the memory of British speed 

hero Donald Campbell and wonder what he’d make of 

Jaguar’s F-Type 

079 Rally Sweden 

Hyundai’s rally team needed another pair of hands. 

We sent Stephen Dobie. Sorry, guys 

086 BMW 5 Series 

Luxury sedans have taken a pummelling by SUVs. Can the 

new 5 Series turn the tide? 

Data 

098 All you need to know 

about the best cars on sale 

today 


the NEW 

M{zd{ CX-5 

22750/E BLACK RIVER F.C. 

Meet the New Mazda CX-5, with KODO – Soul of Motion Design. It looks like an SUV but 

handles like a sports car. Choose between 2.0L and 2.5L Petrol, and 2.2L Diesel engines in 

automatic and manual transmissions. Experience stylish LED headlamps with auto headlamp 

leveling, 3-Zone air conditioning, a reverse camera, auto door lock and rain sensing wipers. 

Individual and Akera models have the added safety of Smart City Brake Support (SCBS) 

and Driver Attention Alert (DAA), as well as the luxury of a Bose ® speaker sound system. 

The impossible made possible.

Contents 

“IstudiedtheCivicand 

wonderedhowHonda 

hadmanagedtomakeit 

uglier?”028 

“Youcouldevenhaverobot 

‘deer’runningacrossthe 

racingline”029 

048 

the ten 

015 Dodge Demon 

018 Autonomous cars 

020 Hyundai i30 N 

024 Ruf CTR 

Intake 

034 Life in cars 

035 Top 9 

036 Progress report 

042 Gadgets 

043 Idiots guide to 

Drives 

050 Volkswagen Amarok V6 

054 Mercedes GLA 

048 Audi RS3 

049 Renault Clio GT-Line 

050 Bentley Continental 

Supersports 

Garage 

093 What we’re running 

at TopGear 

054 

040 

015 


YOUR HEART IS RACING. 

AND YOU’RE NOT EVEN MOVING YET. 

MASERATI GRANCABRIO. AWAKEN THE SENSES. 

Showcasing Maserati’s reputation for performance and design, the four-seater GranCabrio 

convertible delivers the perfect blend of elegance and dynamism. Impeccably stylish inside 

and out, the smooth, sleek lines of this four-seater convertible create a feeling of luxury with 

a decidedly sporty edge. The six-speed ZF automatic gearbox provides extremely smooth 

gearshifts and is perfectly matched to the awesome power of the V8 engine. An array of high 

quality features come as standard, alongside bespoke soft-top fabric, wood finishes and sound 

system options. 

GranCabrio: v8 90° 4 691cc - max power: 460 hp at 7 000rpm - max torque: 520nm at 4 750 rpm - max speed: 285 km/h 

(soft top closed) - accelleration: 0-100 km/h - 5.0 Secs - fuel consumption (combined cycle): 14,5 l/100km - co 2 emmissions 

(combined cycle): 337 g/km. 

The data may not refer to the model represented 

www.maserati.co.za 

MASERATI JOHANNESBURG 

Building no. 3, Bryanston Boulevard, 

2985 William Nicol Drive, Bryanston 

Phone: 0800 0600 77 | E-mail: info@maseratijhb.co.za 

MASERATI CAPE TOWN 

67 Jan Smuts Street, Cape Town, 8001 

Phone: 0800 0600 78 

E-mail: info@maseraticpt.co.za

DHSMediaGroup,FirstFloor,Block6, 

Fourways Office Park, Corner Roos Street & 

Fourways Boulevard, Fourways, Johannesburg, 

South Africa 

EDITOR-IN-CHIEF 

Andrew Leopold 

Publisher&CEO Dirk Steenekamp 

Digital&ClientManager Charelle Johnson 

ManagingEditorJason Fleetwood 

Tech Editor Peter Wolff 

IllustrationsEditor Toon53 Prod. 

MotorcycleEditorGavin Perry 

GamingEditorAndre Coetzer 

Fashion & GroomingEditorGreg Forbes 

dirk@dhsmedia.co.za 

charelle@dhsmedia.co.za 

jason@dhsmedia.co.za 

peter@dhsmedia.co.za 

toon53@dhsmedia.co.za 

gavin@dhsmedia.co.za 

andre@dhsmedia.co.za 

greg@dhsmedia.co.za 

CREATIVETEAM 

CreativeDirector Jodie Graves 

GraphicDesigner Siphokazi Masele 

SeniorPhotographer Tim Hulme 

Senior PhotoEditorLuba V Nel 

jodie@dhsmedia.co.za 

siphokazi@dhsmedia.co.za 

tim@dhsmedia.co.za 

luba@dhsmedia.co.za 

CONTRIBUTING EDITORS 

Lance Branquinho, Avon Middleton, 

Francisco Nwamba 

ONTRIBUTING PHOTOGRAPHER 

Peet Mocke 

ADVERTISING&SALES 

Pieter Lourens 

pieter@dhsmedia.co.za 

BBC WORLDWIDE UK PUBLISHING 

DirectorofEditorialGovernance Nicholas Brett 

PublishingD rector Chris Kerwin 

Publish ng Co-ordinator Eva Abramik 

IMMEDIATE MEDIA 

Chairman Stephen Alexander 

DeputyChairmanPeter Phippen 

CEO Tom Bureau 

DIRECTOROFINTERNATIONALLICENCEANDSYNDICATION Tim Hudson 

INTERNATIONAL PARTNERS MANAGERAnna Brown 

TOPGEAR UK 

ManagingDirectorTopGearUK Adam Waddell 

PublisherSimon Carrington 

Editor-in-Chief Charlie Turner 

AssociateEditor Tom Ford 

Creative Director Andy Franklin 

BBCTopGear ispublishedbyDHSMediaGroup(pty)Ltd,underthelicencefromBBCWorldwideLimited,101 WoodLane, 

LondonW127FATheTopGearlogoandtheBBCBlocksareTrademarksoftheBritishBroadcastingCorporation. 

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TOPGEARMAGSA 

TWITTER.COM/TOPGEARMAGSA 

FACEBOOK.COM/TOPGEARMAGAZINESA 

LETTERS.TGMAG@DHSMEDIA.CO.ZA 

World classic 

alongside a SA classic. 

Textbook restoration by 

@bmwsouthafrica 

What we’ve 

been up to... 

Car spotting for 

the Jaguar Simola 

hillclimb. The F-Type 

400 is this year’s 

drawcard. 

Track cars and grand tourers. Bentley 

likes to believe they’ve cracked both 

segments with the latest Continental 

Supersports 

Mutale Chileshe Sampa “Hands down, it’s really 

fast but on our roads I wonder if you’d ever have the 

chance to max it out. It may not be as quick as the 

Autobahn bruisers but quick enough for me.” 

If you have an issue paying 

government tax on that R967 620 

in cash you have idling away in an 

account, rather invest in a new GLA 45 

AMG Yellow Night Edition. 

Mthuthuzeli Mpiti 

“I wouldn’t mind an A45 

on boots with awesome 

ground clearance coupled to 

performance. A yes for me!” 

McLaren 570S 

taking in the 

sights...actually 

it is the sight 

with its 200k 

Mauvine Blue 

MSO paint 

option 

Joel Ntladi “Beast!” 


13

Bigfoot Car Detailing Centre 

Bigfoot Car Detailing Centre South Africa is 

an official partner of Rupes S.P.A Milan Italy. 

We are a vehicle surface appearance 

specialists who supply and utilize the 

innovative range of the Rupes and 

Bigfoot polishing system to eliminate 

paint defects, drastically enhancing the 

vehicle’s appearance and protecting the 

new defect-free surfaces. 

Equipped with optical instruments in our 

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Bigfoot Car Detailing Service Offering 

We have various service offerings from 

our basic paint protection detail which 

takes about eight hours. Complete interior 

detailing to our most comprehensive 

treatment - The Bigfoot Signature Detail, 

which will take anything from about five 

days to complete. 

Paintwork protection includes premium 

Swissvax waxes and Gtechniq coatings 

which come with a 7-year manufacturers 

guarantee. We now also offer paint 

protection treatments from Polish Angel, an 

exclusive brand from Germany 

Our value-added services include the 

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well as vehicle wrapping utilising the best 

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Contact details: 

Office number: (010)597 7758 

Mobile: 0823319095 

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Address: Riversands incubation hub 

Shop 129, block 4 

12-8 incubation drive 

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Fourways, Midrand 2021 

Facebook: Bigfoot Car Detailing Centre 

Instagram: pristinedetailing_sa

THINGS WE’VE LEARNT THIS MONTH 


15

T 

he new Dodge Challenger SRT 

Demon isn’t just a warmed-over 

Hellcat, it’s a completely new 

stand-alone model with 97 new 

parts, the deletion of a several key components 

and some serious light-weighting – and you can 

see the results in the box to the right… In fact, 

the only similarity between the Hellcat’s and 

the Demon’s supercharged V8s are the heads. 

Everything else on the Demon is new. And it 

needs to be, as it’s carrying a lot more load. 

While the Hellcat peaks at 527kW and 

880Nm of torque at 4 000rpm, the Demon – 

using 91-octane petrol – produces 603kW and 

971Nm. That’s a useful increase, but still 

doesn’t explain those performance numbers. 

So this is a good time to tell you about the 

VIN-matched, owner-named Demon race kit, 

which will be available for each of the 3 000 or 

so Demons that goes down the production line. 

When you buy your car, you will be given a 

coupon. Don’t throw this away. The coupon 

entitles you to buy the Demon race kit. This 

kit, which comes in its own bespoke crate, 

contains everything you need to turn your 

road Demon into a track Demon. 

Among other things, this includes a pair of 

smaller, lighter, specialist drag-racing front 

wheels (as standard the car wears 315 section 

Nitto NT05R drag radials – another world 

first) plus a jack and an impact wrench. The kit 

also contains a controller that screws into the 

centre console allowing you to run on 

100-octane race gas, uncorking 626kW and 

1043Nm. 

And it tips the scales a full 90kg less than 

its little brother. To save weight, it comes as 

standard with just one seat, the driver’s. If you 

Demon race kit includes 

skinny front tyres. Yours for 

a princely R15 

Hellcats and ZL1s can go home, 

the Dodge Demon has arrived 

626kW drag-optimised Challenger beats a 

Chiron to 100km/h and does wheelies for fun 

Dodge Demon is good. 

Nah, better than that... 

it’s wheelie good 


After the Hellcat, there 

was never going to be a 

Heavenfluffybunny... 

wantthepassengerseatyoucanhaveitadded 

forjustR15.Andifyouinsistontherearseat, 

that’llcostyou,yes,anotherR15.Butifyou 

don’ttickthoseboxes,youwillbedriving on 

your own. How brilliant is that? 

Also on the Demon’s list of world firsts is a 

transbrake.Thisdragracerstaple–mounted 

asapaddleonthesteeringwheelhere– 

effectively locks the ’box so you can preload the 

drivetrainwithoutthecarpushingforward,as 

canhappenwhenyouhaveroad-roller-sized 

rearsandthoseskinnyfrontsfitted.Withthis 

engagedandthethrottlemashed,youstageup, 

waitforthegreenthenpingoffthetransbrake 

andawayyougo,wheelieingoffintothe 

distance.Downstreamofthegearboxisa 

stronger driveshaft and lower 3.09 final drive 

ratio instead of the Hellcat’s 2.62. 

But don’t think the Demon is a 

straightline-onlycar.Usingadjustable 

dampers–whichloosenthefrontandfirmthe 

rearwheninlaunchmode–theDemoncan 

handle spirited road driving just as well. Top 

speedislimitedto270km/hduetothedrag 

radials,soitlosesalittletopend.Butit 

registered the highest lateral g-loads of any 

Challenger ever tested during the cornering 

tests. And it brakes faster from 100km/h – 

when running all four 315s – to zero than a 

Viper ACR. 

There are thousands more Demon details 

and stories we can dig into later. But the 

burningquestionrightnowis:whenarewe 

goingtogettodriveit?Dodgeissaying 

sometimearoundJuly.Wehavethewhole 

month blocked out already… PAT DEVEREUX 

In the Demon’s 

trophy cabinet 

The world’s fastest production vehicle 

0–100km/h. Despite being rear-wheel drive, it 

postsa0–100km/htimeof2.3seconds–with 

the one-foot roll-out that drops to 2.1 seconds 

– faster than a Chiron (2.4secs). The world’s 

fastest-ever production car over the quartermile.Ittripsthelightsat9.65and225km/h.The 

latest ultracars from McLaren, Porsche and 

Ferrari can manage “only” 9.8 seconds. 

The highest production car acceleration 

g-force.IntheDemon,physicsdoesn’tjusttap 

youonyourshoulder,itsmashesyouintheface. 

That’s what the 1.8g of acceleration feels like. 

The world’s first production car to fully lift its 

front wheels while accelerating. Yep, the 

Demonpullswheeliesanditbroughtalong 

Guinness World Records to verify it. It only 

lasted0.89m,butwasofficially“Thelongest 

wheelie from a standing start in a production 

car”.It’sbeenbannedbytheNationalHot 

Rod Association from any of its member 

tracks. For being, quite simply, too fast. 


17

Our autonomous 

future has an angry 

face 

Keen drivers, look away now – pretty soon, driverless pods 

will be roaming our streets, or so says the VW Group 

S 

ayhellotoSedric,theVolkswagen 

Group’sideaofaself-drivingcar.The 

name? Not an homage to Japanese 

saloons with posh old Christian 

names:Cedric,CressidaandGloria,butaGerman 

English joke acronym. Sedric is, simply, a condensing 

of self driving car. 

Withoutasteeringwheelorpedals,theengineers 

anddesignershavebeenfreedtodoaground-up 

rethinkoftheshapeandpackaging.Thedoorsofthis 

roundedboxopenbyslidingapartfromthecentre, 

andonceinsideyousitfacetoface.Thewheelbaseis 

similartoanUp,butthecabinspaceislikeaPassat. 

Thevisionis,atsomepointinthefuture,you’d 

summonSedricwithabuttononaninternet-ofthingskeyfob.Thecarcomestowhereyouare,its 

cameras recognise you, and it opens. Then you just 

tell it where you want to go. 

But is it anything more than a flight of fancy? We 

satdownonitsmustard-yellowseatswithVW 

Group’s Head of Research, Ulrich Eichhorn. His 

engineers have been testing autonomous cars on the 

roadforsometime–notSedricsbutadaptedAudi 

A6s.Thesystemusesfivelidars,asetofcamerasand 

radars.Atotalof25sensorsinall.IaskedEichhornif 

he’dgoinitasitdrovethroughthemiddleofBerlin. 

No,hesaid.Notnow.There’salotoflearningstillto 

bedone.It’saprojectionofwhatmightbepossiblein 

2025-ish. And at the same time a legal framework has 

to be agreed. 

Sedric could work as a shared/rental car, 

summonedbyanapp.Oritcouldstillbeownedby 

householdsascarsarenow.Afterall,lotsofpeople 

thinkit’sabitickytouseacarwhenyou–literally 

–don’tknowwhereit’sbeen.EichhornsaysVW’s 

futurologistshavenoideahowmany cars will be 

private and how many shared. 

The electric drive part is pretty straightforward: 

The future’s bright, the 

future’s got more legroom 

and mustard seats 


VW’s new zero-spoke alloys: 

a devastating development 

for the donk community 

In a ménage à trois? Like 

going insanely fast? Then 

have we the car for you... 

a flat sandwich of batteries under the floor, and a 

motorintherear.ThisistheGroup’sModular 

ElectricKit(MEB).Ohandifyoulikedriving 

yourself,withanengine,don’tfret.VWisn’t 

assuming self-driving electro-pods will take over any 

timesoon.ChiefExecutiveMatthiasMüllersaidat 

theGenevashow:“Wehavetradition.We’llnever 

abandon emotion or traditional technology. The 

internal combustion engine will be with us for at 

least two more decades.” 

He also said there are big hurdles in the way of 

autonomouscars,includingthelawandtheneed to 

figureouthowthey’dsharetheroadswith 

human-driven cars, how the drivers’ data would be 

kept private, and “the ethical questions – algorithms 

don’thaveamoralcompass”.Evenso,headded,“I 

am convinced autonomous cars will one day make 

mobility safer for all.” PH 

Driving the 

self-driving 

Leaf 

This is an autonomous Nissan 

Leaf.Drivingonrealroadsin 

London. And doing such a great 

jobofitthatitactually feels 

rather routine. 

I’m chatting away with its 

engineer, Tetsuya Iijima, and he 

seemsprettyrelaxed,buthe’s got 

to keep an eye on what’s 

happening and wrest control if 

something goes wrong. 

But he doesn’t have to. The 

Leaf just beetles along, following 

the 20-minute route on its satnav. 

Avoidingothercarsandbicycles. 

Stopping at red lights and 

starting on green. And yes, 

giving way on zebras. All without 

humaninterventionofanykind. 

In 2020, Nissan will offer for 

saleacarthatcandowhatthis 

does on quieter roads, a few 

afterthatincitycentres.Thetech 

has well and truly arrived. PH 

The McLaren F1 

is back... sort of 

Three-seater McLaren will join swelling 

ranks of hybrid hypercars 

Thisnewsketch(above)givesusourfirstcluesabout 

thelooksofMcLaren’shomagetotheF1,anditsmost 

powerful car ever. Low, sleek, slim, and lots of 

aerodynamicsurfaces.Itlooksfast. 

Infact,McLarenbossMikeFlewittsaysthatthe 

new three-seater, the BP23, will be the fastest 

McLarenever.Andthemostpowerfulroad 

McLaren ever. How powerful? Unimaginably so. 

BoththeV8engineandthehybridsystemwillbe 

more powerful than the P1’s. And when pulling 

together, they were 673kW. 

“The BP23 won’t be the fastest round a track. It’s 

not a track car. It’s a luxury hyper-GT.” The 

0–100km/htimewon’tdropbelowtheP1’s2.8secs. 

Flewittsaysthattimecan’tbe beaten without 

having all-wheel drive. 

Thecarhasanewcarbontub,andanewdash, 

builtaroundthecentraldrivingposition.Butit’s 

goingtobeanagonisingwait.ThefirstBP23 

customer gets a car in 2019. There will be just 106 in 

all–thesamenumberasF1swerebuilt.“Andthere 

will be no Spiders or track versions. That’s it.” PH 


19

“I Pantone match my 

accessories”. Thierry and 

Stephen talk fashion 

The i30 N is more serious than you think 

We head to Lapland not to see Santa’s sleigh but a hotted-up Hyundai... 

H 

owlairyshouldahothatchbe?This 

isthequestionHyundaiiscurrently 

pondering. Specifically its stability 

controlengineers,whoaretucked 

up in Arjeplog in deepest, snowiest Sweden. 

We’vejoinedthemforadayoftestingthenewi30 

N,theKoreancompany’sfirstbonafidehothatch. 

Thecaryouseehereisproper.Stillfrontdrive,butwithitssuspensioncomponents 

refreshed,andnew,bigbrakesupfront.Plusan 

ESCsystemthat’sundergoing very thoughtful 

development. 

“Turnthesystemoffandyoucanplayas 

muchasyoulike–thedrivermustcatchit,”says 

AlexanderEichler,headofHyundai’sfastcar 

development. “It’s important to have a real ‘off’ 

mode;manyofourcustomerswantthat.” 

The car’s full reveal is months away, so 

Hyundaiiscageyonspecs.Buttherecould be 

twomodels,astandardi30Nanda 

PerformancePackcar.Bothgeta2.0-litre4-cyl 

turbo petrol, linked to a 6-spd manual. The 

former should have around 201kW, the latter 

around 216kW and with an electronic diff 

set-uponthefrontaxle.Expect0–100km/hin 

thelowsixesanda250km/htopspeedforboth. 

OurprototypeisaPerformancePackcar, 

and first impressions are positive. The steering 

wheelcomesclosetoyourchest,whilethe 

huggingsportsseatfeelsniceandlow.There 

are shift lights at the top of the dash, and 

orange-to-red illumination around the upper 

Supportive seats. 

Manual ’box. Real 

handbrake. Job done 


Oneofthefewtimes 

you want to turn right 

at this sign 

IMAGES: ALEX TAPLEY 

quarter of the rev-counter. 

Eichlertellsushedoesn’twanttodiscuss 

rivals.Butthei30Nsitsinacarparkbetween a 

HondaCivicTypeRandaVWGolfGTI. 

They’reallhereforbenchmarktesting.“We 

don’talwaysfolloweverythingtheydo,”says 

Eichler.“Wejustwanttogetanimpressionof 

howtheydoit,andinwhichrange.Thenwe 

can define which way we want to go. And we 

want to make something new.” 

Togetafeelforthei30N,I’vebeengivenfree 

useofdriftcircles,alongABSstraightanda 

handlingcircuittohurlmyselfaround.Yeah, 

toughgig.Whatemergesisapictureofacar 

that’s forgiving, rather than flamboyant. Keep the 

stabilitycontrolfirmlyonandthere’sasmall 

amountofslip,owingtojusthowicythingsare 

underfoot,butthecarquicklyreinsthingsin. 

It’smeresecondsbeforeIcycleintothe 

intermediate ESC Sport mode, then. Keep your 

drivingsensibleandthere’sstillverylittleslip: 

thisisacaryouneedtoprovokeintoslidingwith 

aggressive braking into a turn or, better yet, a 

dramatic lift off the throttle. Once a slide begins, 

just a small amount of corrective lock tidies it 

backupandhasyoupointingstraightagain. 

Time to turn things off completely. The car 

isn’tsignificantlykeenertoslide,thoughdoes 

offeryouthechancetoholdtheanglewhenit 

does.Butundersteerisfarmoreprevalent 

withoutsomesubtleelectronicskeepingitin 

check. Eichler admits some intervention may 

creepbackinherebeforethei30Nissigned 

off,thoughonlytohelpyouturn. You’ll still 

havetosorttheslidesout. 

IarrivebackatbaseandThierryNeuville 

–Hyundai’sleadWorldRallydriver–takesmefor 

a few laps of the handling circuit, his right hand 

never an inch away from the manual handbrake. 

He’s entering corners at angles I’d have long since 

givenupon.“Forme,front-driveisthebestschoola 

rallydrivercanget,becauseitmakesyoudrive very 

cleanlyandefficiently,”Neuvillesays. 

“Whenyouhavearear-drivecaryoualways 

drivesideways,andthenyoudon’tlearntobe 

efficient.AllthedriversinWRCwholearnedwith 

FWD are smoother and cleaner. The ones who 

learnedwithRWDgoverysideways.”Thierry, 

believeitornot,learnedviaafront-drivenNova. 

When discussing fast cars nowadays, a 

Nürburgring namedrop feels inevitable. It’s what 

the N on the steering wheel stands for and it’s the 

site of many Hyundai development kilos. 

Honda and VW – the makers of those 

benchmarkingcars–havetradedhothatchlap 

recordswitheachotherinrecentyears.Hyundai, 

though,isn’tinterested.“Funtodrivehasthesame 

valueaslaptimes,”developerSvenRischsays.For 

evidencethei30Nmightprovidenearlyasmany 

grins on tarmac as it has today on snow, it’s a superb 

sentence to hear. SD 

JUNE 2017 21

Ferrari is faster 

than Mercedes 

At last, there’s a battle to 

savour at the sharp end of the grid 

Vettel back on the 

podium. Expect to see 

much more of this 

S 

o Sebastian Vettel is the first F1 

winner of 2017 – his first win since 

Singapore in 2015. And no, it 

wasn’t down to either of the 

Mercedes clonking out, or particularly poor 

strategy from the German champions... Ferrari 

was simply faster over the full distance in 

Melbourne, looked after its tyres better and 

applied enough pressure to force an opening 

from Mercedes. Then although he lost out to 

Hamilton in China, Vettel used his race craft to 

claim another win a week later in Bahrain. 

How much faster has Vettel been than 

Hamilton? It’s hard to say, but the fact that he’s 

maintained a constant gap despite the dirty air 

from Hamilton’s car costing him downforce, 

speaks volumes. Ferrari’s relentless pace over 

the longer runs is attributed to superior tyre 

management although Mercedes is getting to 

grips with their own understanding of the new, 

wider tyres. A front row start for Ferrari at the 

Russian Grand Prix suggests we could see 

tougher duels on Saturdays. 

Team mates will influence the outcome as 

will team orders. Bottas grabbed his first pole 

position in Bahrain but in the race became an 

early casualty of team orders to allow a faster 

Hamilton chase down Vettel. Over at Ferrari 

Raikkonen’s constant bickering over the radio 

not to mention his mercurial pace is not aiding 

Ferrari’s quest. 

What we’ve witnessed are two teams neck 

and neck in terms of pace – setting up what 

could be the best season in years... especially if 

Red Bull can sort its reliability issues and drag 

themselves into contention. - JR 

GTC irons out the issues 

GTC enforces new engine rules for reliability 

South Africa’s premier GTC series 

the grid with better reliability from 

continue to juggle the interests of 

has come under heavy criticism of 

the turbocharged 2.0-litre engines 

manufacturer teams and 

late with daily vitriolic social media 

and closer racing across the field. 

encourage privateers to race with 

posts directed at the small grids, 

Speaking with Gary Formato, 

equal machinery. While it’s still 

reliability woes and muted noise. 

TopGear learned that the rev 

early days to gauge the 

Indeed the new series which 

limiter has been pulled back by 

improvements, TopGear is 

replaced Bridgestone Production 

300rpm and strictly regulated 

pleased to note that GTC 

Cars has, by management’s own 

while a slight decrease in boost 

management is actively 

admission, been inadequate and 

has improved reliability. New 

addressing the situation because 

the situation unacceptable. At the 

aftermarket rods and pistons have 

patience between fans and 

Gennaro claims 

third win of the 

season 

second round at Kyalami a 

much-improved GTC formed up on 

arrived and are now available for 

teams to use while GTC will 

manufacturers will not last 

forever. AL 


Edition 1 gets, among others, 

yellow stripes. Subtle? 

No. Cool? Uh-huh 

Been in a C63? Then 

you’ll know what it’s 

like in here 

AMG sets 

up bout 

with Alfa 

Take one C63. Add ride height 

and all-wheel drive. Profit? 

e wonder when Mercedes decided to 

green-light the GLC 63. Was it when 

W AlfaRomeounwrappedthe375kW 

Stelvio QV at last year’s LA motor 

show? Or when videos of a camouflaged F-Pace that 

sounded remarkably like an F-Type SVR were 

uploaded to YouTube? If the decision came before 

either of those, which it likely did, Mercedes may well 

have thought its only competition for its nichedefying 

performance crossover would be the 

six-cylinder Porsche Macan Turbo, whose popularity 

is no doubt to blame for the GLC’s imminent release. 

It should be so lucky. Good as the Porsche is, the Alfa 

promises even more. 

WhichiswhytheGLC63SUV(and 

accompanying Coupe) looks like a serious piece of 

kit. In principle it’s a scaled-up version of the C63 on 

whichit’sbased.Usesthesame4.0-litre,twinturbocharged 

V8 with 350kW, or 375kW in the GLC 

63 S, but adds (rear-biased) all-wheel drive and the 

nine-speed wet-clutch automatic gearbox from the 

E63. Three-chamber air suspension promises to 

“combine exemplary driving dynamics with excellent 

road-roar and tyre vibration characteristics”. 

Four drive modes – Comfort, Sport, Sport+ and 

Individual (the S adds a fifth – Race, for max attack) 

govern the throttle response, steering, gearbox and 

so on. The damping is continuously variable and has 

three settings, Comfort, Sport and Sport+. These you 

can switch between regardless of what drive mode 

you’re in, so in theory you can have, say, the sharper 

throttle response of Sport+ but the softer, more SA 

friendly damping of Comfort. Good. 

You may at this point be wondering what the hell 

they’ve done to the front of it. That’s the Panamerica 

grille from the AMG GT R and its derivatives. Said to 

symbolise the “consistently dynamic design” of the 

SUV and Coupe, the vertical slats, massive threepointed 

star and all-intake lower make for a striking 

thing. Out back there’s a diffuser and quad pipes – 

from which much noise will emanate (Performance 

Exhaust gives a button for on-demand burble). 

As well as extra power, torque and different trim, 

S cars (Coupes and SUVs) get bigger wheels with 

wider tyres, 30mm bigger front brakes and an 

electronically controlled LSD instead of the regular 

GLC 63’s purely mechanical one. 

Sales start in June. Prices are TBC, but bank on 

R1.4 million, or thereabouts, and (a long way) up. 

Bring on the group test. TH 


23

Ruf CTR is all kinds of want 

Drop-dead gorgeous looks hide a mouthwatering mechanical recipe underneath 

B 

ack in 1987 Ruf launched a car 

called the CTR. It was based on 

the Porsche 911, but had been 

thoroughly modified, developing 

350kW. At the time it was widely believed to be 

the fastest car in the world, capable of 343km/h 

– in a era when the Porsche 959 topped out at 

317km/h. You might know this vehicle better as 

the Yellowbird. 

That was 30 years ago, so, to celebrate the 

milestone, Ruf has brought it back. Only this 

time it’s not based on a Porsche 911. 

Underneath sits a bespoke carbon tub with 

unique steel subframes front and rear that 

carry pushrod suspension. There’s still a 

twin-turbo flat-six in the back and, yes, the 

dry-sumped 3.6-litre is based on Porsche’s 

technology, only now it doesn’t develop 350kW, 

but 522kW. It drives the rear wheels and 

rear wheels alone through a six-speed 

manual gearbox. Old school. 

And the bodywork? That’s carbon-fibre, 

too. The CTR 2017 weighs just 1200kg dry, 

giving it a power to weight ratio of 441kW/ 

tonne. That’s huge. The rear-wheel drive 

and manual combo means it’s not 

heroically fast off the line (0–100km/h in 

3.5 seconds) but from there on it gets into 

its stride – 200km/h is dusted in nine 

seconds flat, top speed is “over 360km/h”. 

Peak power arrives at 6750rpm, and 

there’s 879Nm of torque from 2750rpm to 

4500rpm. It’s small, too: just 4.2 metres 

long and 1.8 metres wide. Inside, it features 

the classic Porsche five-dial layout and 

feels small, airy and exciting. Proper 

CTR timeline 

CTR 1987 

CTR2 1997 

CTR3 2007 

Want to know why Porsche rates 

Ruf so highly? Its attention to detail 

is full OCD. The silhouette, narrow 

body, rear inlets and headlights are 

all nods to the 1987 original. 

As is the hypercar performance. 


The Geneva show car you see 

here is still a work in progress. 

Testing will continue through 

2017, with first customers 

taking delivery in 2018 

lightweight, minimalist 

stuff. The rear pushrods are 

on display, the carbon tub is 

exposed, too, and lurking behind 

those super-smooth centre-locking 19-inch 

rims are carbon-ceramic discs. 

“I’ve been planning this car for more than 

five years,” company owner Alois Ruf says. 

“We will only make 30 of them and we 

already have orders for more than half. 

We’ve been waiting for the right point in our 

history to build our own car, and the 30th 

anniversary of the CTR Yellowbird is that 

moment.” 

Although the most famous, the ’87 car 

wasn’t the only one to wear the CTR badge. 

A second instalment came in 1997 with the 

equally deranged CTR2. Based on the 993, 

it was available with rear- or four-wheel 

drive and could outrun the 343km/h Jaguar 

XJ220. 

A fully road-legal 516kW CRT2Sport was 

even entered into the ’97 Pikes 

Peak hillclimb where Steve 

Beddor put it first in qualifying and 

second overall in the race. 

Fast forward another 10 years and the 

CTR3 switched from a rear- to a bespoke 

mid-engined chassis (designed to improve 

agility, while a longer wheelbase 

simultaneously improved stability) 

wrapped in a Kevlar-carbon body. The most 

powerful CTR to date, it produced a lively 

571kW from its twin-turbo 3.8-litre flat-six, 

and 959Nm of torque. A decade on, and Ruf 

has sidestepped spiralling horsepower 

figures for a more retro vibe, and who can 

blame them? 

Old 911s are big business right now – 

witness the success of Singer – as are new 

ones with a more analogue feel, like the 911R. 

Ruf hasn’t had a very high profile recently, but 

this should put the small company from 

Pfaffenhausen back in the big time. OM/JR 

That’s it, time to sell 

the house. And the 

kids. And the dog 

The ultimate home 

of unique 

BMW mods 

South Africans lead 

BMW’s UAE presence 

Home to the largest BMW showroom 

in the world 

Abu Dhabi Motors was founded in 1985 by Sheikh 

Mohammed Bin Butti Al Hamid in a region called 

Umm Al-Nar, and back then it was made up of a 

small showroom with just 24 employees. With the 

burgeoning economy in the UAE, and the demand 

for quality cars in the country, the dealership soon 

became the most successful BMW Group importer in 

the Middle East and now has twelve facilities to it’s 

name. The flagship showroom in Abu Dhabi is the 

largest BMW showroom in the world spanning 

35 000 square metres, the adjoining Rolls-Royce 

showroom that forms part of that. 

There’s a great South African connection to Abu 

Dhabi motors though. Arno Husselmann, a South 

African native who joined the company around 18 

years ago, heads the dealership network as General 

Director. In just about every key management 

position throughout the network, you’ll find a South 

African keeping things running smooth. One of those 

South Africans is Nuno “Manny” Alves, and he takes 

up the position of Regional Sales Manager. Part of 

his job, and one of the reasons the dealership is so 

successful, is to offer customers unique BMW models 

that you won’t find anywhere else in the world. At 

any given time you’ll find BMW models in custom 

paint colours, complete with various aesthetic and 

performance modifications using parts and 

accessories from some of the world’s best tuning 

houses – all tailored in-house. AL 


25

Opels are now Peugeots and Citroens 

PSA buys out GM’s loss-making European arm, adding yet another mainstream brand to its stable 

P 

SAhasboughttheOpelandVauxhall 

brands,theirwholerangeofcars, 

and a group of plants all across 

Europethatbuildcarsand 

newbiggerentitywouldbebuyingpartsinbigger 

numbersandcouldnegotiatelowerprices. 

LiketheVWGroup,theindividualbrandsput 

on their own skins and interiors and tuning and 

onlyaftertheplantstartsbuildingcarson 

common Peugeot-Citroen-DS-Opel-Vauxhall 

platforms. 

The other problem is, having finally managed 

powertrains.ForthatitpaidaboutR15.4bn. 

specs,andsellthemthroughseparatedealers.But 

toputsomespacebetweenPeugeotandCitroen, 

TogetherwithbankBNPParibas,italsobought 

PSAandGMarealreadydoingmuchofthat.At 

canTavaresfindroominpeople’smindsforOpel 

Opel’sbank,whichlendspeoplemoneytobuyand 

Geneva,VauxhallandOpellaunchedthe 

andVauxhalltoo?Partofit,hesays,isaboutthe 

leasethecars.Thatpartof the deal earned GM 

CrosslandX.Thisisasmallbutroomyfamily 

perceived nationality of the brands. “Some buyers 

another R11.2 billion. 

crossover that shares a platform, powertrains and 

don’t want a French car,” he said. “Some want a 

Thedealisallaboutthebenefitsofbeing 

production line with the next Citroen C3 Picasso. 

German car, just as some want an Asian car. 

bigger.CombinedcurrentsalesofOpeland 

LaterthisyeartherewillbetheGrandlandX, 

Peoplebuycarsfromabrandnotagroup.” 

VauxhalltoPeugeotandCitroenandDSmakethe 

whichisarebodiedPeugeot3008.These 

AndwhatofGM?Well,it’salmostuniversally 

newentitythenumbertwocarconglomeratein 

co-operations were set up four years ago when the 

heldthatforamakertoproveitselfcapableof 

Europe,behindonlythemulti-brandVWGroup. 

companieswereseparate. 

makinggoodcars–asopposedtopickupsandbig 

SoGMinDetroithasfoundawaytoberidofits 

European arm, which has lost money for 15 years. 

Thelogicisthis:allthegroup’scarswillgo 

ontoacombinedsetofplatformsandpowertrains. 

ThisspreadstheenormouscostsofR&Dand 

production tooling across more vehicles. It also 

reduces purchasing costs per vehicle, because the 

PSACEOCarlosTavaresistalkingabout 

savings by bringing expertise into Vauxhall and 

Opel factories. He points out that after he joined 

PSA,itsbreakevenpointdroppedby1millioncars 

ayear.Itwas,tobefair,anamazingturnaround. 

Problem is, Opel’s Rüsselsheim operation is 

already very efficient. So big savings will come 

SUVs – it has to go toe-to-toe with Europe’s best, 

in Europe. We fear the days of lazy Detroit 

crapboxes, the Nineties Chevy Malibus and 

OldsmobileAchievasthatdroveGMto 

bankruptcy,mightfindanewecho.Bypullingout 

of Europe, GM paints itself as a can’t-do company. 

PAUL HORRELL 

ILLUSTRATION: SARAH HANSON 


“ I studied the new Civic and 

wondered how Honda had 

managed to make it even uglier 

than the last one” 

What is a hot hatch in the year 2017? I’m sure, like me, 

you consider this one of the great questions of our 

time. Honda has just unveiled an even faster version of 

the Civic Type R, which I thought was brand-new until 

I saw this even newer one. I looked at it and thought: 

“That’s a hot hatch because it’s front-drive.” Don’t ask 

me why my brain decided upon that definition of a hot 

hatch, it just did. 

So why does FWD make a car a hot hatch according to my addled 

mind? I suppose historical precedent is the reason. Back in the late 

Eighties/early Nineties when the hot hatch wasn’t just a thing, but the 

thing, there was a kind of unspoken set of rules that specified the 

boundaries of the hot-hatch genre. And being 2WD was one of them. 

That’s why a Peugeot 205GTi was considered one and a Lancia Delta 

Integrale, even the early 8v version, wasn’t. And that’s why I can’t 

bring myself to call the latest Ford Focus RS a hot hatchback. The 

previous-gen car? Front-driven, so that’s fine. This new-fangled 

all-drifty-thing? Nah. Rear driveshafts preclude membership. 

Still with me? Good. Suspect I’ll lose you now, though. As I stood 

and studied the new Civic and wondered how on earth Honda had 

managed to make it even uglier than the last one, it dawned on me that 

R600 000 is an awful lot of money for a two-box lift-back with a spicy 

motor. Yes, I’m struggling to find ways of not repeating the phrase hot 

hatchback, but back to the point at hand – the very essence of the hot 

hatchback was to cock a snook at expensive machinery. They were blue 

collar and, as anyone who ever sat inside a Uno Turbo will attest, they 

flaunted their cheapness with pride. 

A Honda can be a hot hatch because it’s an ordinary 

car. A BMW cannot be a hot hatch. I remember thinking 

this when it plonked a 2.5-litre 6-cyl into the E36/5 

Compact and every car magazine cover shouted, “BMW 

makes a hot hatch!”, and I thought: “No it hasn’t. A BMW 

can’t be a hot hatch because BMW is a prestige brand 

and not some Mediterranean rust-bucket in waiting that 

couldn’t withstand a 15km/h offset impact with an 

acorn.” I might have slightly embellished the exact wording of that 

memory, but I hope you get my gist. 

The 323ti wasn’t a hot hatch. The current M140i, despite being very 

much a hatchback and hot in the performance department, most 

certainly isn’t a hot hatch. It also has six cylinders, and a hot hatch 

should have fewer than six. Not necessarily only four; just fewer than 

six. Five is acceptable. Don’t ask me why. It’s the rules. 

And it should be FWD. That’s the other reason for the M140i being 

blackballed. It’s RWD, and if that nugget has people mewling about the 

Talbot Sunbeam Lotus, then I’m afraid I’ll have to just say that the 

Sunbeam is an amazing thing. But it can’t be ahot hatch. And I don’t 

really know of any other club/ designation/genre it can belong to. For 

which I’m truly sorry. 

So a real hot hatchh in2017hastobeFWD, R350 000 and dash 

about with a faint whiff ofASBOaboutit.Igive 

you the Ford Fiesta ST. Theonly truehot 

hatch on sale in 2017. All the others 

are pretenders. 


29

“ You could even 

have robot ‘deer’ 

running across 

the racing line” 

F1 is back for 2017 and it has all the 

ingredients of a fantastic season. An angry 

Lewis Hamilton eager to reclaim “his” title, a 

competitive Ferrari and new cars designed to 

close up the field. On paper, I should be excited, 

but the truth is, I’m steeling myself for yet 

another snoozefest of a season. 

As a racing fan, I could turn my attention to 

Moto GP or some form of rallying, but my eye’s 

been caught by driverless racing. A series known as Roborace is 

promising to deliver autonomous racing cars that slug it out in a 

driverless racing competition. That’s right, machine vs machine – with 

no humans getting in the way. 

The latest prototype car looks fantastic. I’d go as far as saying that 

although the lack of a cockpit is visually jarring, it’s among the most 

beautiful automotive creations I’ve ever seen. It’s also up there with the 

cleverest. These things are teeming with sensors – radar, lidar, 

ultrasonics, accelerometers and cameras – designed to recognise the 

track, other racers and figure out its own movements. 

The goal is to have up to 20 autonomous Robocars waging driverless 

war on circuits around the globe, with races being the support act to 

Formula E races. Many petrolheads will, of course, call me an idiot. If 

you’re in this camp, you’ll be pleased to know that both my esteemed 

colleagues on TopGear television have expressed this sentiment, but I 

think Roborace has huge potential. 

Without humans getting in the way, the cars will be able to travel 

faster, take greater risks, and engage in potentially more exciting racing. 

Just imagine: circuits that no longer feature silly chicanes that slow 

down drivers for their own safety. You could rip up the rulebook and 

allow cars to make multiple moves while defending a position. Or giant 

loop-the-loops on track. You could even introduce random obstacles, 

such as robot “deer” running across the racing line, or weapons. 

And look, if you really want humans involved somehow, then 

why not force teams to strap their best engineer to the body of 

their car with a MacBook and ask them to make coding 

adjustments during a race – literally on the fly. 

That last one’s a bit of a stretch, but let’s face facts – F1 drivers 

may as well be hangers-on anyway. It isn’t about Fernando vs 

Lewis, or Verstappen vs Vettel. It’s rarely even about teammate vs 

teammate, as the teams are usually too scared to let their own 

drivers race. It’s difficult even, to admire individual driver skill as 

they’re usually either nursing their cars home, or driving according to 

instructions from their engineers. 

Even if Roboracing is terrible, it probably won’t be any worse than F1 

is currently. Plus, it will have the added benefit of improving driverless 

car technology for road-going cars. One of the purposes of the series is 

for engineers to gather data of how autonomous cars behave on the 

limit, with all manner of chaos kicking off around them. The sooner we 

let driverless cars off the leash in a safe environment, the safer we’ll be 

when the tech becomes mainstream. 

Of course, I’m not proposing we consign F1 to the scrapheap. It’s 

still a great spectacle. Race starts are a personal highlight, as is the 

glorious mid-race period after the first pit stop and before the final 10 

laps, where I can have a nap. 

And yes, drivers still have a huge part to play in motorsport. Imagine 

if the likes of Senna, Hamilton and Schumacher never got the chance to 

ply their trade – the world would be a worse place. But I for one want to 

think we should give the robots a chance, too. Gorgeous 300km/h cars 

doing no-holds-barred track battle? 

Through loops? While dodging 

kamikaze robotic deer? Surely we 

all want to see that happen? 


“ The DBX will take 

Aston Martin into new 

territory with bold 

engineering and tech” 

#2: Andy Palmer 

Things move fast in the world of luxury 

cars, and with the sheer pace of 

technological change and the volatile state 

of the global economy, we at Aston Martin 

need to work hard to stay ahead of the 

game. We’re now two years into our 

Second Century Plan. The idea is to make 

a sustainable business for the next 100 

years: expanding it, developing new products and building new 

partnerships. 

A new generation of luxury customers are coming. They like the 

Aston Martin brand, but are looking for something different. This is 

where our new SUV, the DBX, comes in. The DBX will take Aston 

Martin into new territory with bold engineering and technology, while 

retaining the essence of what makes Aston Martin so special: beautiful, 

powerful, hand-crafted cars. 

Autonomous vehicles regularly make the headlines, and though I 

believe we’re a long way from true autonomy, the technologies are 

evolving rapidly. With 95 per cent of road traffic accidents caused by 

human error, you can see how these developments are so vital. We are 

already working on autonomous technologies that still preserve the joy 

of driving for a high-performance car. We are also remaining true to 

our sporting origins, for example, by always having a manual 

transmission car in our range. 

Quality is more important than ever so we have raised our game 

even higher as our customers demand perfection. And we are exploring 

new technological frontiers with our Innovation Partnership with Red 

Bull Racing. First deployed with the Aston Martin Valkyrie, a truly 

astonishing next-gen hypercar that sold out as soon as it was 

announced. 

Our customers also want an emotional connection to the brand. 

The “Art of Living by Aston Martin” takes ownership beyond sports 

cars and creates experiences through a series of bespoke events and 

products. From powerboats to luxury apartments, bespoke holidays and 

the Aston Martin brand centre in Dover Street, London. 

2017 looks set to be another vintage year for Aston Martin… or should 

that be a “Vantage” year? The Second Century Plan delivers a new model 

every nine months for the next six years. Last year we launched the Aston 

Martin DB11, and 2017 will be the year we reveal the new Vantage. 

The Vantage is our weapon of choice on the racetrack, and we will 

see it in action with the championship-winning Aston Martin Racing 

team this month. Such has been the success of our racing endeavours, 

we have named our new performance brand AMR, which will amplify 

our sporting prowess across the Aston Martin model range, starting 

with the Rapide AMR and Vantage AMR Pro. 

As we extend our range we have invested heavily in our future, not 

least in the development of our second manufacturing facility. At the 

beginning of April we took ownership of three super hangars that 

were part of the former military air base at St Athan in Wales. This is 

where we will build the Aston Martin DBX with the first car on target 

to come off the new production line in 2019. 

Before work got started on turning the hangars into a car plant, 

some of our drivers took the opportunity to let out their inner “hoon”. 

With all that space, it would have been rude not to, so three talented 

drivers – Darren Turner, Nicki Thiim and 

Matt Becker – took some 

Aston Martins for a 

joyride. 


31

IntakE D I T E D B Y J A C K R I X 

Faces. Retro. Entertainment. Car Culture. Every month 

PICOFTHEMONTH 

‘MCLAREN’ 

IMAGE: GETTY 

McLaren isnotadramatisationofBruceMcLaren’slifeandtimes.Rather,it’sadocumentary– 

think Senna, not Rush – with contributions from Emerson Fittipaldi, Mario Andretti, Dan Gurney 

and Sir Jackie Stewart among others, and support from McLaren as it exists today. It tells the story 

of his “determination to make it to the summit of global motor racing”, and how he became the 

youngest driver ever to win a Grand Prix (at 22, a record that stood for over 40 years), and one of only 

two men to win a Grand Prix in a car bearing his own name. McLaren will be released in June. 


33

MY LIFE 

IN CARS 

Dario Franchitti 

Scotland’s finest driver speaks out 

about the cars he’s loved and lost 

about with other 

stuff, but cars are it, 

that’swhatIlovedoing. 

“Iplay 

I could talk about cars, 

readaboutcars,drivecars,every 

wouldgobeforethatcar.Idivide 

my cars into keepers and, well, 

not-keepers. Keepers include the 

F40,anF355SpiderthatIbought 

newin1998,anew911R,my 

the F355. 

MyfirstcarwasaFiatUno 

TurbobutIcouldn’taffordthe 

R1600/month payments, then there 

wasaGolfGTIthatgotstolen,and 

placeforaroadtrip.Ithinkthe 

PorscheCarreraGThasnow 

usurped the Ferrari F40 as the 

favouritecarinmygarage–that 

was the last car I took out for a 

day.Carsareaproblem,an 

hotrod911–a1973911Tthathas 

then I ended up in the struggling 

blast over to Fort William and 

addiction–Ican’tusethemall, 

246kW and only weighs 900kg – 

racing driver’s chariot of choice – a 

Oban. 

butIformanemotional 

anda2004MercE55.That’snot 

dieselPeugeot205.Itriedtofind 

I’vegotanewHondaNSX 

attachment to them, and that 

the best-handling motor, but it’s 

theUnoafewyearsback,butit 

comingsoon–Ididsome 

makesithardtomovethemon. 

greatforsmokingaroundin. 

hadn’t survived. I’m still quite 

development work on it, which 

I’ll have owned my Ferrari F40 

Cars that have been and gone, 

tempted to fix up a MkII Golf GTI 

was a really interesting process, 

for18yearsinMay.It’sneverbeen 

outintherain–I’veleftitplacesat 

nightwhenit’sstartedtorain.It’s 

gotatonmorepowerthangrip,it’s 

nice and light – I tell you the house 

well, I almost instantly regretted 

swapping a Porsche 911 Speedster 

foraFerrari348,soIchanged 

thatforaTestarossa,foundthat 

too unwieldy, and ended up with 

16v as well, just for old time’s sake. 

Since I stopped racing in 2013 

[Dario was a four-time IndyCar 

champion] I’ve moved my cars 

back to Scotland, it’s just the best 

butmylatestcrushisthatnew 

carbon-tubbed Ruf CTR that was 

shownatGeneva.Anaturally 

aspirated one of them would be 

mega.” 

IMAGE: CLINT DAVIS 


TOPGEAR TOP 9 

WORST MOTORSPORT 

SPECIAL EDITIONS 

ASTON MARTIN 

RED BULL VANTAGE 

CITROEN 

C4 

AUDI R8 

SELECTION 24H 

Proving lazy special editions are a 

modern malady too, Aston has just 

unveiled some energy-drink-inspired 

Vantages signed by F1 drivers 

Ricciardo and Verstappen. Nice 

spec, but a pensionable car 

celebrating F1’s most youthful team. 

In 2007, Citroen heralded the fourth of 

Séb Loeb’s eventual nine WRC titles by 

phoning in a tarted-up hatch with zero 

mechanical mods. Four hundred cars 

got red and black leather, but only 

134kW when a Focus ST mustered 

168kW. 

Audi’s endurance racing record is 

beyond reproach. Thirteen Le Mans 

wins, a debut win at the N24 for the 

R8 LMS, and then to celebrate… an 

R8 V10 Plus with a tiny stripe on the 

side. Where’s the race aero, or the 

stripped cabin? 

DARIO’S CARS 

Fiat Uno Turbo 

RENAULT TRAFIC 

FORMULA EDITION 

Proving no inappropriate vehicle is 

safe from an attack of ill-considered 

F1 marketing. In 2015 Renault’s Dutch 

market was treated to a van with an 

Alcantara steering wheel, 17-inch 

rims, stickers, bucket seats… and a 

103kW diesel engine. 

MERCEDES A-CLASS 

PETRONAS MOTORSPORT 

Needing a stopgap before the 

F1-engined hypercar arrives, Merc hit 

on the idea of slapping some 

Petronas green wings and stripes on 

an A-Class diesel. You couldn’t even 

spec the kit on the ballistic AMG A45. 

Not very #blessed. 

ROVER 

200 BRM 

Rover’s 200 supermini, company car 

of the elderly, got a Sixties F1-inspired 

pep up with orange nosecone and 

quilted red seats in 1997. Originally 

priced at around R270 000, Rover 

slashed it to R240 000 in a bid to shift 

the colour-clash mess. 

Peugeot 205 

Ferrari F40 

Ferrari F355 

Porsche Carrera GT 

FIAT STILO SCHUMACHER 

Michael Schumacher won 

consecutive F1 world titles from 

2000 to 2004. In 2005, as his 

domination came to an end, Fiat 

woke up and did a hot-hatch tribute, 

using a 2.4-litre, five-pot Stilo. 

It wasn’t fast or fun, and only 200 

were made. 

INFINITI FX VETTEL EDITION 

Tenuous link ahoy: Nissan owns 

Infiniti, which is in bed with Renault, 

which makes Red Bull F1’s engines. 

Hence the monstrous 309kW 

über-SUV with a 5.0-litre V8 and Seb 

Vettel’s name on the boot. Cost? Over 

R1.5million. Instant recognition as a 

tasteless tool? Priceless. 

MG 6 BTCC EDITION 

As MG chased the 2012 BTCC 

title, it cooked up a bestriped 

hatchback with an “electronically 

limited top speed of 

193km/h”. Gordon Shedden’s 

Honda Civic won the 

championship, and MG has since 

gone icy cold. 

Honda NSX 


35

AUDI RS6 

2002 (C5 GENERATION) 

Engine: 4172cc, V8 

twin-turbo, 331kW @ 5700rpm 

559Nm @ 1950–5600rpm 

Performance: 0–100km/h 

in 4.6secs, 250km/ 

Transmission: 5-spd 

auto, 4WD 

Economy: 14.6l/100km, 

350g/km CO 2 

Weight: 1865kg 

L x W: 4851mm x 1849mm 

PROGRESS 

REPORT 

Evolution of the Audi 

RS6 RenaultSport 

Three generations of 

The mighty estate meet 

WORDS: OLLIE MARRIAGE / 

PHOTOGRAPHY: ROWAN HORNCASTLE 

Atrio of Audi RS6s: a vision to strike fear into the 

otherwise happy, dappy hearts of lounging 

Labradors everywhere. Now, as progress reports go, 

this isn’t the most, well, progressive. Audi first 

struck upon the fast estate formula in 1994 with the 235kW, 

Porsche-engineered RS2, but it wasn’t exactly an instant hit: 

only a handful made it here. An RS4 followed six years later, 

and with the fast, all-weather estate concept finally 

established, Audi introduced the bigger RS6 in 2002. 

Since then there have been precisely no great leaps 

forward. The first RS6, the C5, featured a twin-turbo 

4.2-litre V8 driving all four wheels and was available as a 

Plus model with an extra 22kW. The latest, the C7, is a twin 

turbo 4.0-litre… and you can guess the rest – although the 

Plus model now adds 33kW. 

But this isn’t Audi stubbornly resisting advancement, it’s 

the firm nailing the formula first time out. OK, so since day 

one the RS6 has been criticised for not being as interactive 


AUDI RS6 


Engine: 4991cc, V10 twin-turbo, 

426kW @ 6250rpm 649Nm @ 

1500–6250rpm 

Performance: 0–100km/h in 

4.6secs, 250km/h 


auto, 4WD 

Economy: 13,9l/100km, 333g/ 

km CO 2 


L x W: 4928mm x 1889mm 

AUDI RS6 


Engine: 3993cc, V8 twinturbo, 

412kW @ 5700rpm 

700Nm @ 1750–5500rpm 

Performance: 0–100km/h 

in 3.9secs, 250km/h 


auto, 4WD 


229g/km CO 2 


L x W: 4979mm x 1936mm 

as a BMW M5. Or to put it another way: it doesn’t 

oversteer. But people don’t drive like that in the 

real world. 

It’s a more safety-conscious motor, one that’s 

as concerned with looking after your family on a 

dark, wet motorway as it is charging across a 

moor with only you on board. It’s the all-weather 

everything car: stability, speed, space, stealth 

and so on. 

And as power outputs have climbed (the 

latest develops over 75kW more than the first, 

even though they’re separated by only a decade), 

rivals are homing in on Audi’s position rather 

than vice versa. The latest Mercedes-AMG E63 is 

4WD, rumour has it the next M5 will be as well 

– although South Africa has little chance of 

getting either estates. They need to be because a 

two-tonne wagon putting +400kW through the 

rear wheels alone is just too much. Audi figured 

this out years ago. 

That said, the first RS6 was a bit of a blunt 

instrument. It steers sweetly enough, the 

hydraulically assisted wheel light and accurate in 

your hands, but driving first and last back-toback 

you quickly realise just how far 

gearchanging and turbo response has come on. 

The C5’s five-speed auto gives the whole car a 

lazy feel. 

The C6 was the engine car. The one Audi built 

because it didn’t think it’d be able to get away 

with it again. The 5.0-litre twin-turbo V10 

develops 426kW, which unusually means it’s 

more powerful than the car that replaced it. 

Imagine Apple launching a new iPhone with less 

processing power than its predecessor… 

The V10 in the 2008 RS6 is a special motor, not 

only revving harder than the V8 in the 2012 C7, 

but also sounding sharper. However, the sense you 

get driving it is that the chassis is so busy keeping 

the rampant power in check that it can’t spare the 

time to communicate with the driver. The current 

car has restored some balance. With a faster 

gearbox, uprated 4WD and less weight, it more 

than makes up for the 14kW deficit. We’ve 

measured it at 3.4 seconds to 100km/h – over half a 

second quicker than the V10. 

And the chassis has the ability to distribute 

that power more evenly and progressively. It’s a 

heavy car, the mass takes some managing (and 

the steering is unhelpfully gluey), but you 

wouldn’t believe the way it goes down a road, or 

the feeling of security it imparts. Families love 

’em. That hasn’t changed since the RS6 first 

appeared, and it won’t anytime soon, either. 


37

EYE WITNESS 

THAT TIME 

THE 

MCLAREN 

F1 DID 

391KM/H 

ANDY WALLACE, 

23.04.94 

“I 

raced the Harrodssponsored 

McLaren F1 

GTR at Le Mans in 1995 for 

David Price Racing, with 

Derek and Justin Bell. We were on 

course to win when we had 

transmission problems, and had to do 

the last hours using only fifth and 

sixth. We still finished on the podium. 

“So I knew the car well and I’d also 

been doing McLaren F1 customer 

handovers and the development work on 

theLM.ThenMcLarenaskedmeifI 

wantedtogoreallyfastinanF1.Wedid 

the world-record run at EhraLessien, 

Volkswagen’s test track in northern 

Germany, and used the fifth F1 

prototype. You can accelerate off the 

banking there at 250km/h and onto a 

8.7km-long straight. The McLaren guys 

were there, Gordon Murray, Michelin, 

BMW… I did a couple of sighting laps, 

and discovered a dog-leg on the way back 

which wasn’t ideal. To get the record, you 

have to do the run in both directions and 

take the average. I found myself hitting 

the rev-limiter hard in sixth, so the BMW 

guys raised it from 7,000 to 8,000rpm. 

Apparently the engine was good for 160 

000kms with the lower limiter, but only 

16 000kms at the higher one. 

“The car was stable up to 300kph, but 

started to weave around a bit at 370kph. 

Being younger and not very clever, I kept 

my foot in and it smoothed out again. I’d 

love to say I was processing all this in 

slow motion, the way racing drivers 

do, but basically I wanted to see how 

fast it would go. We hit a drag wall at 

391kph (242.9mph), and that was it. 

That’s what I was there for. Looking 

back, I probably should have lifted. 

There would have been a lot of 

paperwork if it had gone wrong… 

“Now I’m doing the handovers 

on the Bugatti Chiron. It has way 

more power, the aerodynamics 

have improved immensely, and it’s 

still accelerating like crazy at 

380kph.Ifthere’ssuchathingasa 

usable 1102kW car that can do 

420kph,thisisit.TheChironblows 

everything I’ve driven – and even 

raced – out of the water.” 

IMAGES: MANUFACTURER 

38 JUNE 2017 

MIRROR, SIGNAL, SHUNT 

“I THOUGHT SPORT MODE TURNED 

THE TRACTION CONTROL UP A BIT” 

Meet my Porsche Cayman S Black Edition, bought in 2012. The Black Edition 

was a Cayman S with lightweight wheels and a bit more power, and it was 

rare, limited to 500 units. Rarer still after this… I’d only had the car five 

months, and was eagerly showing it to someone. “What is it like in the wet?” 

they asked from the passenger seat. “Not so good” I replied. “What do you 

mean? It’s a Porsche!” Cue the most literal demonstration imaginable, 

preceded by those fateful words: “Watch this!”. I engaged Sport Plus mode, 

which I thought turned the traction control up a bit. Turns out Sport Plus gives 

you 70 per cent more slip, a point this picture evidences all too well. Good 

news for those 499 of you with stronger values on your Black Edition, though. 

Heath London

NEW VINTAGE AÉRONAVALE COLLECTION

ADAYINTHELIFE OF... 

Gerry McGovern 

Chief Design Officer, Jaguar Land Rover 

6:00am Alarm sounds. I’m not really 

1:00pm Lunchtime: I have a working 

a morning person, but six o’clock is the 

lunchinmyofficewiththePRteamfor 

beginningofmyworkingday,unless 

an update and to sign off some images. 

I’m travelling and need to catch an 

AsChiefDesignOfficer,Ihaveto 

early flight. 

understand every facet of a new vehicle. 

06:10am I’minthegymfirstthing,to 

2:00pm Isitdownwiththecolourand 

help me wake up – when travelling I 

materialsteamtolookatouroverall 

alwaystrytomakesurethere’s 

strategy.I’mpushingthemtoexplore 

somewhere for me to exercise. 

new materials – the days when wood 

and leather were the only options are 

7:20am Breakfast. I’m not 

long gone. 

obsessivebuttrytoeathealthily,so 

I’llhaveabowlofporridgeor 

3.00pm I spend an hour with Nick 

egg-white omelette before getting 

Rogers, who’s in charge of product 

ready for work. 

engineering. Nick is passionate about 

delivering the engineering solutions for 

7:40am Gettingready.As 

ourbrand;Iamequallypassionate about 

designerandaseniorfigurewithin 

making sure our designs have 

the business, the way I present 

engineering integrity. 

myselfisreallyimportanttome,so 

my dress conveys my aesthetic and 

4:00pm Land Rover is collaborating 

business sensibilities. 

with luxury watch brand Zenith and 

todayitsCEOispayingusavisit.Igive 

8:15am On Mondays I normally drive 

himatourofthedesignstudiobeforewe 

from London to our Product 

sitdowntodiscussthenextstageofthe 

DevelopmentCentreatGaydon.The 

partnership that saw us launch the 

motorwaysarebusybuttheRange 

Zenith El Primero Range Rover watch 

Roveristheperfectplacetoorganisemy 

last year. 

thoughts.Duringtheweek,I’mbasedin 

my Warwickshire home which is seven 

6:00pm Onmywaytovisitanexternal 

minutes from the Gaydon studio. 

supplier I phone home. My wife Olga 

and five-year-old daughter Vanessa are 

10:00am UsuallyI’llbelookingata 

based in London, so I try to speak to 

varietyofdesignproposalsinthestudio 

Vanessa before her bedtime every day. 

before seeing more production-ready 

icles in our design garden outside. 

7:30pm Itravelbacktomyofficewhere 

“As Chief Design 

Officer,Ihave 

to understand 

every facet of 

a new vehicle” 

isgivesmeachancetoseethe 

iclesinnaturallight,whichis 

ential. These meetings are my 

portunitytomakesureour design 

ion is being delivered. 

:00pm Motor show review. With 

nevabehindus,Imeettheevents 

mtoreviewthepresentationscripts 

dfilmswedelivered.Wesetourselves 

with a really important story this 

ar, and I want to ensure we are 

nsistent in all of our communications. 

I’m meeting with the Chief Marketing 

Officer,GerdMäuser,andcatchupover 

dinner. I do this at the studio so that we 

can view the cars. 

10:30pm Iarrivebackhomeandcatch 

upontheday’snews,checkmydiaryto 

seeiftherehavebeenanychangesto 

tomorrow’s schedule. I generally have 

an hour’s relaxation before going to bed, 

so reading a book or watching one of my 

favouriteTVshowssuchasVikings, 

Billionaire or The Americans. 

ILLUSTRATION STANLEY CHOW

DESIGN FLUFF 

Our monthly highlight from the 

world of the press release 

“The GT Concept 

embodies the 

most extreme 

expression of our 

design idiom and 

underlines anew 

the autonomous 

profile of AMG as 

a performance 

brand. Through 

perfect 

proportions it 

creates a puristic 

design with 

the emphasis 

on its surfaces, 

featuring 

sensuous shapes 

and is hot and 

cool at the same 

time.” 

Mercedes-AMG 

GT Concept 

BREMONT 

SUPERMARINE S301 

Bremont’s Supermarine dive 

watch collection, which is named 

for the aircraft manufacturer that 

produced the Spitfire. The 40mm 

S301 is new for 2017. It has a 

unidirectional ceramic rotating 

bezel and as well as a COSCcertified 

movement. 

From R60 000; Bellagio Jewellers 

WATCHES OF THE MONTH 

OMEGA SEAMASTER PLANET 

OCEAN ‘BIG BLUE’ GMT 

Omega’s latest ceramic creation is a seriously professional dive watch. It’s virtually scratch-proof and water resistant up to a 

formidable 600 metres with a helium release valve. This timepiece is done entirely in blue ceramic with orange accents. This 

is a big watch measuring 45.5mm wide and under 18mm thick, yet it feels light on the wrist. 

From R160 000; omegasa.co.za/worldsfinest 

BLANCPAIN TRIBUTE TO 

FIFTY FATHOMS MIL-SPEC 

Thistimepiecehasa40mmcase 

and the brand’s in-house 

manufactured Calibre 1150 - an 

ultra-slim, twin-barrel automatic 

movement with a four-day power 

reserve and a silicon hairspring 

which grants superior anti-shock 

and anti-magnetic advantages. 

R157 800; Elegance Jewellers 

HUBLOT TECHFRAME 

FERRARI TOURBILLON 

CHRONOGRAPH 

Designed by Ferrari for their 70th 

Anniversary this chronograph is 

45mm wide, lightweight, tough, and 

uses a a new HUB6311 manual-wind 

movement and a single pusher 

function for starting, stopping, and 

resetting the timer. 

R395 000; World’s Finest 


41

GADGETS 

THE BEST WAY TO WATCH F1 

SONY A1 SERIES TV Live sport – we’re thinking this year’s Formula One season – demands a good television on which to 

watch it. And at the moment there are few more interesting than Sony’s A1 Series. It’s OLED and thus impossibly thin, it’s 4K 

HDR capable and it has the X1 Extreme processor from Sony’s ZD9 flagship, but none of those are its most interesting 

attribute. Because the A1’s screen is, effectively, one big speaker – a couple of actuators behind make it vibrate, while the 

lower frequencies are dealt with by a subwoofer built into the stand. Clever. Price TBC; sony.co.uk 

DENON HEOS AVR 

Cool as that telly’s audio set-up is, many will want 

something more elaborate for their viewing. AV receivers 

are typically big, ugly boxes – but not Denon’s Heos AVR, 

which is encased in aluminium. Does all kinds of clever 

wireless, multi-room things too. R14 000 est; denon.com 

SONOS PLAYBASE 

For folks with regular tellies and small houses. Sonos says 

most don’t wall-mount, so Playbase is designed to support 

a screen up to 35kg. Ten drivers should make V6 turbos 

sound meaty. Also links up with other Sonos speakers for 

multi-room music. R11 000 est; audiotronic.co.za 


BEST BIT 

Siri unlocks a vast 

range of functions – 

e.g. “Tell me what I’m 

doing next Tuesday” 

WORST BIT 

Apple’s walled-garden 

approach means 

integration with cars’ 

own systems is clunky 

CarPlay – along with the 

similar Android Auto – 

should let you swerve the 

slightly ridiculous price 

many carmakers ask for a built-in 

connected satnav. It also opens up 

the world of voice commands that 

actually work. Er, most of the time. 

CarPlay is built free into your 

iPhone. If your car supports it, plug 

in by USB and it blanks your phone’s 

screen, putting a simplified version 

onto the car’s screen. It always looks 

very iOS; the graphic style and fonts 

never match your car’s own. 

The Maps app shows roads 

colour-coded for jams. Or at least, it 

does if you’ve got 3G or 4G. If you’re 

in a low-signal area you’re a stuffed 

bunny. No traffic. No roads either. 

However, you can preload a 

destination, and it caches the route, 

giving you turn-by-turn arrows as 

you drive based purely on GPS 

location. 

A long press of the virtual home 

button gives you Siri, so you can 

voice-command a destination, dial 

acontact,dictateorhearatext,or 

call up music – from iTunes or 

streaming services. 

Mostly, it knocks any car’s 

built-in voice recognition into the 

weeds. That’s because Siri sends 

your voice to high-capacity 

decoders in the cloud. For the same 

reason, it’s totally incapacitated by 

a weak signal. 

CarPlay works with twist ’n’ 

press controller wheels. But that’s 

clumsy. It’s better on a touchscreen. 

Annoyingly in many car ranges, by 

thetimeyou’vespecceda 

touchscreen, you’re probably paying 

for onboard navigation anyway. 

THE 

IDIOT’S 

GUIDE 

TO... 

Apple 

CarPlay 

MODS ’N’ SHOCKERS 

MEET THE BENTAYGA’S 

UGLY SISTER 

Lumma Design is no stranger to TopGear. We have described its BMW 

X6 as “retina-searing”. So what, pray tell, should we make of this, its 

modified Bentley Bentayga? In short, they’ve taken an already 

width-restrictor-shy car and made it even more likely to block city 

streets. Bulbous new wheelarches house 24-inch wheels, though you 

can spec some diddly little 22-inch castors if you’re concerned about 

kerbs. Or tyre bills. There is plentiful carbon, though it’s unlikely to 

chisel much away from the wide body’s weight. Good job there’s a 

power upgrade for the not-at-all-underpowered V8 diesel that Bentley 

offers. Because who doesn’t need more torque than a LaFerrari? 


43

E D I T E D B Y A N D R E W L E O P O L D 

Every new 

car that 

matters, 

rated or 

slated 

CONTENTS 

VW Amarok V6 

p44 

Mercedes GLA 

p47 

Audi RS3 Sedan 

p48 

Renault Clio GT-Line 

p49 


Bentley Continental SS 

p50

Touareg 

doublecab 

VW Amarok 

R716 600 

WE SAY: VW FINALLY 

DELIVERS THE V6 AMAROK. 

A TRUE KALAHARI FERRARI 

R 

outh African doublecab 

bakkie humour. 

Much like sustainability 

at Eskom or JZ’s 

S 

conscience, there is 

simply no such thing. 

Families. Marriages. Forever 

friendships. These presumably 

unbreakable relations have, at one time 

or another, been the victim of bakkie 

prejudice in South Africa. It’s far more 

poisonous than any passenger vehicle or 

performance car petrolhead bias. “I 

heard you bought one of those (insert 

Hilux/Ranger). Sorry, you’re no longer 

welcome at our KZN coastal retreat this 

Christmas.” 

VW’s Amarok has been the most 

maligned of South African double-cabs. 

Mzansi gravel motorists have an issue 

with Amarok, not so much the bakkie 

– but its engine. The nauseating ‘only 

milk and Amaroks come in 2-litre 

configuration,’ joke is weak but became 

uncontested truth. I say became, because 

VW’s now done what every Hilux and 

Ranger owner secretly feared they would 

eventually find the time to do: stroke 

Amarok’s from 2-litres of four to 3-litres 

of six. 

Those deriding Amarok 2-litre jokes 

were merely the anxiety of anticipation, 

not knowing when VW’s engineers, 

amongst the avalanche of development 

work they’re tasked with, would 

eventually remember they have a 

terrifically potent 3-litre V6 turbodiesel, 

which mates quite perfectly with 

Amarok’s 8-speed ZF auto and VW’s 

4Motion system. 

Amarok is not our first big-six 

double-cab with passenger car cabin bits. 

There have been V6 turbodiesel doublecabs 

in South Africa before. Well, there’s 

been one: Nissan’s 3.0 DCi V6, which was 

an awesome powerful thing when 

released to dealers in 2011 but also 

generated many three-letter acronyms 

with its price, the first bakkie to retail 

beyond that psychological R500k barrier. 

For the privilege of commanding 

165kW and 550Nm from behind a helm 

that’s nearly as comfortable and 

ergonomically all-things to most-people 

as current Polo, you’ll pay more than 

R700k. If that thought troubles you, there 

are unique features of the Amarok to 

consider. And they’re not inconsequential 

things such as its infotainment or those 

generously sized door-pocket stowage 

mouldings, which ironically, house 2-litre 

drink containers with ease. 

SUVs might be a global phenomenon, 

but bakkies have and always will be the 

anchor of local gravel travel vehicle sales. 

Why not build a bakkie with all the 

drivetrain and cabin benefits of an SUV, 

and exchange those hatefully superfluous 

third-row seats for an open loadbay 

people will use? VW has. 

Dust seepage. Shutline and strut 

rattles. The agony of packing. Disgraceful 

mess in case of a fluid spill inside. These 

are all hateful realities of owning an SUV

“VW’snowdonewhateveryHiluxand 

Ranger ownersecretlyfearedtheywould 

eventually find the time to do” 

andtryingtogetallthethingsyourequire 

inside,forthoseweekendadventures– 

whetherit’sasemi-SafariinMadikweor 

SaturdaymorningDIYprojectprocurement 

atBuilders.ForeverySouthAfrican 

eventuality, bakkies are just better. And 

Amarok might be best. 

OnoverboosttheAudisourced3-litreV6 

isgoodfortensecondburstsof180kWand 

580Nm; outputs which calm passengers by 

catapulting the Amarok past slower traffic 

withanimmensemarginofsafety. 

Ofalltheleaf-sprungdouble-cabs, 

Amarokhasalwaysbeenthemostsortedand 

theperformanceofitsV6iseverybitas 

fantastic – and unintimidating – as we all 

secretly hoped it could be, after experiencing 

the potential of those original 2.0 Tdi 

bakkies back in 2011. An Amarok V6 now 

commands inarguable braai-side 

conversationtopicsuperiority.Itisthe 

fastestdouble-cabto100km/h,stopsfrom 

that speed to rest in the shortest distance 

and carries the greatest payload too, at 

1010kg - more than a Land Cruiser 70 V8. 

ImagineitasaTouaregwithPolocabin 

bits, leaf-sprung suspension and the 

convenience of piling a lot more stuff in 

the back. LANCE BRANQUINHO 

2970cc, 6-cyl turbodiesel, AWD, 165kW, 

550Nm, 8A 

9l/100km, 136g/km CO 2 

0-100km/h in 8.0secs, 193km/h 

2070kg 

SPECIFICATION 

VERDICT: Amarok’s 

supposed chink in the 

armour now has V6 patch. 

On the low-down 

ZF’s 8-speed automatic might be the greatest gearbox ever built. From bakkies to Rolls-Royces, it just 

works better than any other auto. So well, in fact, that Amarok 4x4s, which lack low-range, can cruise up 

45-degree inclines with a 1t load on the back. It’s completely illogical that such tremendous off-road ability 

doesn’t require a secondary set of reduced ratios, but reinforces the tremendous range and calculated 

electronic shift-pattern adaptability of ZF’s 8-speeder. Best of all, the absence of a low-range transfer case 

saves weight and reduces complexity, with fewer moving parts to go wrong. 


June I 2017 

Junior G 

Mercedes GLA 250 4MATIC 

R R654 700 

WE SAY: MINOR UPDATES 

CAN’T HIDE AN AGEING 

PACKAGE 

t might be the most 

inconsequential update 

I 

Mercedes does this year. 

From a mechanical 

standpoint the new GLA 

range shadows the former with the usual 

buzzwords of efficiency, adventure and 

premium quality. In Mercedes design 

parlance the updates represent ‘targeted 

visual accentuation’ with greater presence 

considered the outcome – not that a beefier 

A Class with a higher centre of gravity 

(30mm up) needed much of that. 

As the baby of Mercedes’s prolific SUV 

range – now up to seven models if you take 

into account the coupe variants – the latest 

receives the usual assortment of low-cost 

retooling. Modified bumpers. Tick. New 

colours. Tick. The rest, predictably, focuses 

on a broader range of lightweight alloys 

while bi-xenon headlights give way to 

powerful LEDs. Less conspicuous is the way 

the engineers have packaged aerodynamic 

efficiency with drag-reducing items like 

thicker underbody material, shielded the 

axles and unified the exhaust to the diffuser 

– don’t expect the outlawed blown diffuser 

effect that took Brawn GP to the 

championship. 

Items of aerodynamic significance are 

best studied on the GLA 45 AMG. Restyled 

front apron, a positive twist to the rear 

spoiler. Snarling air intakes surround the AMG 

grille with new chrome detail leave 20-inch 

wheels in either matt black or titanium grey as 

the only optional styling mod 

Mercedes is touting the availability of 

360-deg camera view as a segment first. The 

GLA’s outward visibility far improved from the 

A Class but when you’re supposedly trying to 

hitch up a trailer or just back it down a narrow 

dirt track you might be grateful for the myriad 

beeps your ears will suffer. 

GLA’s interior retains the centre screen, 

circular airvents and fascia festooned with 

buttons but it still has an old cramped feel that 

doesn’t correlate with Mercedes’s usual 

upmarket feel. Even in this latest one the 

trimmings branded Style and Urban haven’t 

lifted the ambience onto a significantly higher 

plane; you still have to pinch your fingers 

around awkwardly placed ventilation controls 

which is actually better positioned than the 

infotainment dial. 

And if you reach for the seatbelt a little 

too hastily and clatter the B-pillar plastic, 

you probably won’t be impressed by the 

cheapness of major trim items. For that 

reason, the Executive Package’s trapeziumgrain 

aluminium, light brown satin-finish 

poplar wood, plus high-gloss brown walnut are 

necessary creative highlights. 

Opting for the GLA over the A Class 

because of the bigger boot is as big a 

consideration as valuing it for the additional 

ride height. The ride height aspect is largely 

rendered ineffective by AMG-profiled wheels 

but the boot can be opened, like all SUVs from 

2014 onwards, by waving your foot under the 

bumper. 

The extra roominess of the GLA is one 

thing but the 4MATIC options on both petrol 

and diesel gives it a big advantage over its 

predominantly front-wheel driven rivals. 

Still, with all the fuss Mercedes is making 

over its upcoming connectivity features, the 

GLA has a different type of ground up. 

ANDREW LEOPOLD 

Night Yellow 

With the exception of red, the majority 

of sporty things on wheels are either 

black or yellow. Lumped together 

they work just as well, even if being a 

nightmare to keep clean. The Night 

Yellow Package, not the sexiest term, 

is reserved for all, 45 AMG 4MATIC 

models focussing strictly on aesthetic 

updates inside and out. Unashamedly 

we like it if only to savour the last 

timea 

special edition 

performance hatch 

will cost under 

R1 million. 

1991cc, 4-cyl turbo petrol, AWD, 

155kW, 350Nm, 7A 

6.6l/100km, 155g/km CO 2 

0-100kph in 6.6secs, 230km/h 

1505kg 

SPECIFICATION 

VERDICT: Newness is 

clutchingatstraws. 


47

Q&A 

Fast & Furious 5 

Audi RS3 

R R925 000 (est.) 

WE SAY: THE RS3 NEEDED A 

REBOOT. AUDI CHOSE TO BOLT 

ON A BOOT AS WELL 

What’s new here, then? 

argue it’s hard to fully savour the howl 

of its five cylinders as you accelerate. 

Have they made it fun, though? 

Yes. In a world of drifting Focus RSes and 

standard steel suspension will feel firm. 

You might want to spec the optional 

magnetic dampers. 

Won’t they make it expensive? 

The Audi RS3 has been refreshed. The 

brawny BMW M2s, the RS3 was short on 

This won’t be a cheap car anyway. And 

headlines are a boost for its 2.5-litre 5-cyl 

charisma. While its quattro 4WD system is 

its price will surge with options; you can 

turbo engine, taking its power figure to 294kW 

similar to before, Audi has given it some 

even order carbon-ceramic brakes. Yep, 

(now more than the 285kW Merc-AMG A45, 

new software, which allows power to be 

on a small hatch. Which happens to do 

note), and a new saloon version. It’s less 

sent to the rear wheels quicker and more 

280km/h. It’s bonkers and classy all in 

practical but better looking than the 5-dr 

assertively. A 26kg lighter engine also 

one go, the RS3. I suspect as a 

Sportback, and will open up the RS3 to 

helps the front end turn more incisively. In 

one-car-fits-all solution, it would be a 

brand-new markets, including America and 

tight corners there’s a willingness from the 

fine one. STEPHEN DOBIE 

the Middle East. 

Bet it’s fast. 

Oh God, yes. Tick the right options box and 

you get a 280km/h top speed. Its 0–100km/h 

time is 0.2secs down on the old RS3, at 

An Audi that hasn’t 

engineered the fun out. 

That’ll never catch on... 

back end to move around to fight loss of 

grip up front. Which is fun. In higherspeed 

corners it grips like crazy. 

More interesting to drive, then. 

What’s it like inside? 

SPECIFICATION 

2480cc 5-cyl turbo, AWD, 

294kW, 480Nm 

8.3l/100k, 189g/km CO 2 

0-100km/hin41.secs.280km/h 

4.1secs. The standard 7-spd paddleshift is 

linked to a launch-control system that makes 

such senior performance laughably, 

dangerously attainable, too. Pace is 

bombastic from 2500rpm up to the 

7000rpm red line. So rapid is the RS3 I’d 

As well as Audi’s familiar plushness, 

there’s stuff for the driver to geek out on, 

with a big central rev-counter and 

Alcantara on the correct bits of the 

steering wheel. Full judgment is reserved 

for a local drive, but we suspect the 

1510kg 

VERDICT: Ticks all the 

usualAudiRSboxes–fast 

and classily put together – 

but manages to be fun, too. 

ThebestRS3ever. 

IMAGE: AUDI AG 

DRIVE IT BEFORE YOU DIE 

Dhofar Mountains, Oman 

Which 

bit? 

A loop from 

Oman’s second 

city, Salalah. Start 

and finish at the 

airport and it’s 114 

kilometres. Watch 

out for camels 

I still can’t 

find it… 

Pop 17.010862, 

53.935308 

then 17.126606, 

54.101001 to take 

you through the 

mountains to 

many hairpins 

When 

should 

I go? 

Salalah is the same 

all year – 30°C – so 

there’s never really 

a wrong time to 

see how big your 

kahunas are 

Why the 

RS3? 

Its AWD feels 

hilariously rearbiased 

on those 

hairpins, and the 

roads are empty 

enough to try 

launch control 

FINISH 

START 



Clio 

uncorked 

Renault Clio GT-Line 

R264 900 

WE SAY: YOU DIDN’T KNOW 

YOU NEEDED IT, BUT YOU DO 

ntroducing a GT-Line to 

the Clio IV range tells a 

story beyond the car 

I 

itself. It speaks of a 

company that isn’t resting 

on its laurels or laying in the SA sun 

enjoying the good life. Renault continues 

to push the boundaries and try new 

things. Examples such as the Kadjar XP 

or the recently updated Sandero Stepway 

range prove the point. And of course, this 

new GT-Line. 

In 2017, the Clio IV has been united 

with more than 250 owners every month, 

despite a flailing economy and hard-hit 

automotive sector. It is quite possibly the 

only car in this segment that remains an 

object of desire primarily because of how 

good it looks. The consumer iteration of 

that sensual DeZir concept is now further 

enhanced by a sportier and distinct 

GT-Line. 

If you know your Clios, you’ll spot the 

exterior styling changes immediately. 

There’s a titanium-grey theme, the focal 

point which starts at the alloy wheels 

moving out to the mirror housings, fog 

lights, rear diffuser and bootlid. 

C-Shaped LED’s finish off an altogether 

unique look. 

The magic continues inside the cabin 

as the classic RS touches are immediately 

When budget stuff 

works in your favour 

noticeable. The RS team were only 

too happy to lend a hand. The front 

seats are as sporty as they come 

offering ample bolstering and 

support, but I did find them slightly 

hard as we racked up the mileage on 

our scenic test route. The steering 

wheel and ‘Zamac’ gear lever also 

adds an extra touch of sporty 

enthusiasm to the cabin but these 

are complemented by silver accented 

air vent surrounds and speedo 

clusters. 

The real genius behind this 

GT-Line is the welcome addition of a 

bona-fide 6-speed manual 

transmission. I know there is a case 

to be made for an EDC option, but 

this 88kW, 205Nm 1.2-litre 

turbocharged motor mated to a 

sporty, accurate and direct-shifting 

6-speed transmission has vastly 

transformed this car into a driverfocused 

little hatch. The torque is 

laid on from very low in the rev 

range and just before the life is 

wrung from the tiny mill at the 

higher end of the rev range, you can 

throw it into a higher gear (slick as 

you like) and continue the fun. 

Standard on the Clio GT-Line is 

the full suite of features including a 

7-inch infotainment system offering 

functional connectivity and 

applications, typical of the French 

manufacturer. Cruise control, 

keyless entry and a smart walk-away 

locking system are but some of the 

other standard features. 

A creative Renault outfit has 

again led us into temptation for a 

beautiful, exciting new Clio that I’m 

sure will add to their sales in good 

measure. It is not an RS and should 

never be confused for trying to be 

one. The RS is in fact coming soon, 

but pricing and hardcore bent, will 

only widen the appeal of the 

GT-Line. AVON MIDDLETON 

1197cc, 4-cyl turbo petrol 

FWD,88kW,205Nm, 6MT 

5.3l/100km,118g/km CO 2 

0-100km/h in 9secs, 199km/h 

1186kg 

SPECIFICATION 

VERDICT: Almost 

resurrects the original idea 

of hot hatch 


49

SUPER FACTS 

What should I know? 

> To produce over 1000Nm the turbos spin 

at more than 2500rpm per second with 

the turbines reaching peak 

temperatures of 1000°C 

> At full power the Continental SS inhales 

over 500 litres of air per second 

> Supersports carbon brakes can 

withstand temperatures up to 1000°C 

Heavy 

hitter 

Bentley Continental Supersports 

R R4 450 000 

Due: July 2017 

WE SAY: JUST WHAT THE CONTINENTAL 

NEEDED–MOREPOWER,MOREQUILTING 

> Each of the 12 000 strands of carbon 

fibre in every square of the new 

patterned carbon veneer is ten times 

thinner than a human hair but 100 times 

stronger 

> At 336km/h, 3800 litres of air pass 

through the Supersports’ radiator every 

second – enough to fill a full sized 

shipping container in 10 seconds 

Big grilles are a Bentley 

design signature. 

Speed makes it functional. 

You really feel sorry for 

the strain these things 

must take 

upersports is an emotive badge for 

Bentley, and this is the first time 

it’s graced one of its cars since 

S 

2009.Backthen,itwaseffectively 

the final iteration of the MkI 

Continental, and its 463kW, 328km/h top speed 

and800NmmadeitthefastestBentleytodate. 

The first Supersports, incidentally, dates back to 

1925,whenits64kWand160km/hpotentialwere 

the stuff of fantasy. 

While no one at Bentley would use a phrase as 

gauche as “run-out” special, an all-new 

Continental is due this autumn, so the return of 

the Supersports represents a robust last hurrah for 

the company’s imperious coupe. It’s also the new 

fastest and most powerful Bentley ever, and will 

be limited to 710 units, its power output in PS, 

coincidentally. 

Visual differences run to gloss-black bonnet 

vents, new front and rear bumpers with carbonfibre 

splitter and diffuser, a rifled exhaust tailpipe, 

and a rear spoiler (though not on the convertible). 

Even more arresting is the torque figure – 1017Nm 

Supersports has a spoiler. 

It will be owned by 710 

spoilt (and lucky) owners 

from 2,050rpm – while the torque curve 

itself isn’t a curve so much as a lofty 

plateau high enough to induce nose 

bleeds. Compared with its immediate 

predecessor, the new Supersports has an 

extra 60kW and 217Nm, of torque, which 

translates to zero to 100km/h in 3.5secs, 

0–160km/h in 7.4, and a top speed of 

336km/h. Given that it weighs 2,280kg 

(40 less than the GT Speed, whose 

suspension set-up it carries over), these 

are strong numbers, strong enough to 

outgun the likes of the AMG GT S and 

Nissan GT-R. 

A certain heft is a key part of the 

Bentley experience, and travelling that 

fast in a car of these dimensions is a 



unique experience. Nothing else has 

doors like a Conti, for example, and they 

feel every gramme of the 54kg they 

individually weigh. But while the 2009 

SS cut 140kg and junked the rear seats 

for pseudo-Clubsport kudos, it’s easier 

and more economic to extract more 

power than it is to remove fat, so the 

spotlight on the 2017-spec car is trained 

on the engine. New main and conrod 

bearings reduce internal friction, and a 

whole set of software tweaks to fuelling, 

ignition and cam timing help in the hunt 

for more grunt. Bigger turbos blow at 

1.4bar rather than 0.9, and in Sport 

mode the SS emits a splenetic crackling 

cackle through its redesigned titanium 

exhaust (Akrapovič, as on the GT3-R). 

This is a deeply impressive piece of 

engineering, and despite its name the 

Supersports will do max waft in a way 

that is all but irresistible. Its ride, even 

on 21in diamond-cut wheels, is terrific, 

and it’s a peerless companion on the 

motorway. But it’s the Bentley’s 

mid-range that’s most seductive, as 

you’d expect with 1017Nm on tap. It’s 

more of a waterfall than a tap, in fact, 

The good news is that 

once you’re sat on these 

seats, you can’t see them 

anymore 

although I found myself relying on the flappy paddles (mounted a little too 

high on the steering column) more often than I’d expected. The Bentley 

doesn’t quite vaporise overtaking moves, or hook up corners as though the 

straight bits aren’t there, but it still does a mighty effective demolition job. 

It also handles. Torque-vectoring helps reduce understeer by applying the 

brakes to the inside front and rear wheels, thus promoting better torque 

distribution. The Bentley’s agility, adjustability and body control thrillingly 

defy the car’s mass. The carbon-ceramic brakes (420mm up front, 356mm at 

the rear) are monumental, but then they need to be. Problems? Only 

comparative. The 2009 Supersports was a revelation – its front end had more 

bite than an FSB attack dog – where this one is merely very good indeed. 

Bentley shifted 1,800 of the previous Supersports model, and even at R4 

450 000 for the coupe (R4 850 000 for the convertible) it won’t have trouble 

finding 710 buyers for this iteration. The usual bewildering variety of 

personalisation options are available, including a duo-tone exterior paint 

finish and tri-tone interior. The 

telematics are, euphemistically, 

old-school, although Naim’s 

audio system has magnificent 

power and clarity. Bentley 

knows its customers inside out 

and last year delivered 11,023 

cars to them – a new record. 

Nor is it shy about indulging 

lairy colour and spec whims. As 

desirable as the new SS is, I 

reckon it too could have been a 

bit lairier. JASON BARLOW 

5998cc W12, AWD, 522kW, 1017Nm 

15.7l/100km, 358g/km CO 2 

0–100km/h in 3.5secs, 336km/h 

2280kg 

SPECIFICATION 

VERDICT: Thunderous 

high performance has 

rarely felt this luxurious. 

OK, so the price is a bit 

steep, but it’s worth it... 


51

BORN 

SLIPPY 

Six years on from the 

paint-by-numbers 

MP4-12C, has McLaren 

finally learned that 

science isn’t 

everything? 

WORDS: 

PAUL HORRELL 

PHOTOGRAPHY: 

LEE BRIMBLE


MC720S DRIVE 

penthisnewMcLarenandinsertafatblokeinto 

the passenger seat. Add another one, strapped 

acrossitsrearwing.Fillthebootwithbottlesof 

O 

theirbeer.There.Nowyou’veequalledtheweight 

ofaLamborghiniAventadorSV.Andyetthe 

McLaren’snewtwin-turboV8isonlyafewhorsepowershyofwhat 

Italy’sdozenfinestcylinderscanmuster.Thankstotwoturbos,the 

Britishcaractuallyyieldsawholelotmoretorque.Nowreleaseyour 

victims(itwasathoughtexperiment,OK?TG does not condone 

kidnapping) and return the McLaren to its manufactured weight. 

Withjustyouonboard,it’llsendtheMcLaren,asifonatrebuchet, 

fromastandstillto200km/hin7.8secs.Sevenpointeight.Theboss 

Lambo is still clawing towards that mark for another 0.8secs. 

The720S’sperformanceprettymuchhitsitoutofthepark. 

Full-noise away from an Italian motorway toll booth or slip road, it’s 

quitetherocketship.Thegearsshiftsofasttheykindofmerge,but 

once you’re into fourth it’s plainly possessed of the wherewithal to 

resisttheusualdeclineinacceleration.IknowthisbecauseIlater 

tried it on a track, and the sensation is that speed simply reinforces 

its greed for yet more speed. 

Toanextent,thisisn’tevenanillusion.AswithFerrari’sturbo 

V8 (and also as with the 675LT, although McLaren made less fuss 

aboutitthanFerrari),the720S’senginedeliversmoreasyouclimb 

thegears.There’sadifferentboostmapforeachgear,sothatinthe 

lowonesthemid-rangetorqueismoderated.Thatkeepswheelspin 

undercontrol,andalsomakesitfeelmorenaturallyaspiratedsince 

with reducedboostthere’slesslag,anditmeansit’sworth 

climbing rightto8,200rpmtocollectthefull530kW. 

So itdoesn’tfeeltooturbocharged. 

That isn’t the only reason of 

course. It’s now 4.0 

litresinsteadof3.8andisheavilyreworkedinotherways.Itanswers 

thepedalsharpishatmidrevs,andifyoukeepitplantedthenthe red 

lineexertsablack-holegravitationalpullontherevneedle. 

Itsnoisebeginssoftandsmooth,andasyouclimbit 

progressivelystrengthensitstenor.Butthat’sit.Progressiveand 

well-mannered.Onlyinacarfittedwiththeoptionalsoniccomboof 

intake resonator and sports exhaust does the music change from 

earbudstoactualgig.From6000rpmupwardsthere’sreal 

excitementthere.Evenso,it’srecognisablythesoundofaturbo 

engine and, as when I drove a 488, my fingers involuntarily type 

thesewords:AudiR8V10. 

But,ofcourse,McLarenisleavingspacehereforanLTmodelof 

thenewseries.Theengineers’720Stargetwasthatitcanbealmost 

asfastandengagingaroundatrackasthelast675LT.Yetbythe 

sametoken,ifspeccedwithelectricseatsandthequietpipe,as 

refined and comfy as the 570GT. I’d agree this highly stretched aim 

hasprettymuchbeenmet. 

It’llhumthroughatownwithasoftthrottle,gentlygreased 

takeup of its clutches and very little noisy disturbance of the 

streetscapebeyondthisone’sloudorangepaint.Onamotorway, 

there’s some tyre roar and slap over expansion joints, but otherwise 

itjusthumsalong.Andit’ssousable.Afrontbootisaugmentedbya 

big space behind your head. The infotainment system is worth the 

name, and in contrast to the 488’s and R8/Huracán’s, is shared with 

thepassenger.Thedoorsopendiagonally,sotheydon’tneedmuch 

spacealongsidethecarandtheypresentahugeaperturethrough 

whichyoudroptoyourseat.Oncethere,youroutwardvisionis 

panoramic.Thedoor-hangingandthevisionareintrinsic 

advantagesofthenewstructure,whichusescarbonfibreforthe 

pillars.It’ssostrongtheycanbemadeuncommonlythin,andthe 

ones behind you are split into two fine spars with glazing between. 

“Full-noise away 

from an Italian 

motorway 

toll booth, 

it’s quite 

the 

rocketship” 


55

MC720S DRIVE 


In traffic, and I’m talking the mayhem of Rome, it’s a huge 

confidence-booster to be able to see so much. 

Looking backward is all very well, but this is a supercar and we 

need to see ahead. For that we have deep windscreen pillars far back, 

and LED active headlamps. Even the instrument panel does its bit. 

The readout doesn’t just alter its graphics depending on need and 

situation. That’s so last-year. It also physically moves. Go to track 

mode and it drops towards you to show only the vital info, via a 

second shallow screen embedded in the panel’s edge. 

Cabin theatre doesn’t stop there. It’s a swoopy space, the 

architecture of dash and doors and sills all positioned with the degree 

of craziness a supercar requires, but at the same time remaining usable 

and comfortable. The switches and selector knobs are knurled metal, 

the work of human craft. It’s special, but the operating logic is friendly. 

You can have carbon-fibre fixed-back buckets, or electrically 

adjustable seats that still maintain a determined grip on your skeleton. 


57

MIND THE GAP 

To keep the car’s side view neat, 

a non-turbule 

air is channell 

sandwich bet 

and outer pan 

when you look 

or open the d 

main engine a 

SPOILER ALERT 

Just ahead of the rear spoiler, 

f the car gulp air 

ater radiators. 

r’s up at speed, 

ressure there and 

n. It exits out of 

en the rear lights 

SEE THE LIGHT 

The headlamps sit in ‘eye sockets’ 

rather than mounting flush in the 

surrounding panels. Air rushes past 

the LEDS, feeding the lowtemperature 

radiators for the 

aircon and transmission coolers. 

Layout helps keep the light beam 

cleaner than faired-in covers 

MINTY AERO 

Lower intakes feed the brakes. Air 

is also bled out by vents behind 

the headlamps, going past the 

front wheels in a curtain, to be 

cleaned up by sweeping boards 

attached to the doors. Aero 

efficiency, as downforce versus 

drag, is twice as good as 650S 

All you need to know about the McLaren 720S

TRACK MODE 

MC720S DRIVE 

An optional track telemetry 

kit links into the car’s 

electronic bus, plus 

a set of cameras, and maps 

of tracks 

It records every fraction 

of a second of every 

lap: the cam-feed, 

plus dozens of data 

points from the car 

Look back at speed, throttle, 

steering, brakes, g-force, 

and many more. Then 

download to USB for further 

analysis, you geek 

Sorry, I’ve approached things inside-out. The outside is a thing of 

beauty. You probably don’t want me to waste your time regurgitating 

designer claptrap about “form following function”, or “if it looks right it 

is right” or “taking inspiration from the wind-driven shapes of nature” 

or the most worn-out of the lot: “it looks like it’s moving even when it’s 

standing still”. And yet, as a shorthand, maybe they’ll do. The front end 

has a shark-like profile, and the air intakes around the headlamps give 

them an eye-like nature. The side profile is stretched, for two reasons. 

First the gloss-black glass bubble effectively lowers the painted 

bodyside, and also because the doors and wings hide their airchannelling. 

Instead, you have a smooth dune-like surface that dances 

with the light. The outer panels are aluminium, because it can be 

painted to a better finish than carbon fibre. 

Round the back, it’s long and low. In fact the engine’s top is 

significantly lowered versus the 650S’s. The engine is lit by red LEDs 

when you first unlock it. The tail-lights, more LEDs, define the swelling 

form of the rear wings. It’s lovely. One quibble: the number of cut-lines 

in the cockpit, because of all those pieces of glass and the doors carving 

into the roof, make matters a little messy in the rear-three-quarter view. 

But the tint of the glass helps disguise it, and anyway most onlookers 

will be gazing at exhausts and transmission casing, visible through big 

grilles as if in museum display cases. 

Above those mechanical parts, a compound-curved spoiler is raised, 

angled and lowered again at the behest of a complex series of algorithms 

whose inputs include the aero mode you’ve selected and the speed you’re 

going. Plus whether that speed is rising or falling, and how much you’re 

steering – respectively DRS, air-braking, or downforce. 

At the moment, I’m on the road and the corners are too tight for 

downforce to play. Here I’m all about the fun, not about the absolute 

grip. Every other carmaker claims that electric steering is needed to 

save the odd gramme of CO2. I’m not convinced: its endless march is 

being perpetuated by the fact it enables lane-keeping and self-parking 

and other stuff that has little place on a sports car. But whatever, 

McLaren has dug its heels in and stuck with the hydraulic sort. It’s even 

improved the system, via front-end geometry changes. 


59


MC720S DRIVE 

Theresultismagical.Thisisnomerecommand-andcontrolapparatusfromyoutothetyretreads.Ittalksback, 

engagingyouwithendlessbillets-douxonthestateof 

affairsdownthere.Yetithasdiscretiontoo:despiteallthe 

feedbackongrip,itneverblurtstoomuchaboutpotholes 

or cambers. It filters these out amazingly effectively. The 

weight and gearing are spot-on too. It appropriately draws 

itselfbacktothecentrewhetheroutofasecond-gear 

hairpinoralongmotorwaycurve.Anditavoidsthefashion 

for gearing that’s so high it’s nervy. No, this system remains calm and 

collected, even as you ask it to do hectic works. 

Thecoolnessofthechassis’reactionsstemsinpartfromMcLaren’s 

cross-linkedadaptive(theycallitproactive)suspension.Itwas 

presentonthe650Sand12C,butforthenewcaritgetsmoresensors 

andoperateswithevenmoreboffinycomplexityandlightningspeed. 

Fluidpipeslinkacrossthecar,givingrollcontrol.Andconventional 

electronic damping control adds to the mix. Despite years of 

attemptingtogetmyheadaroundthissystem,theonlything I 

confidently understand is that I don’t understand it. 

Thatdoesn’tmeanIdon’tknowit’sworking. 

IfyouthinkSA’sroadsareunkempt,you’veneverbeentoItaly. 

SomeoftheroadsnorthofRomewhereIdrovethe720Swere 

diabolical.It’salotcheapertoputupaloadof“bumps”warningsigns 

thanitistofixthebumps.SoI’musingcomfortmodealot(the720S 

offers Comfort, Sport and Track, each putting a successively high 

priority on control and grip over a smooth ride). A lot 

ofsportscarsaren’thappyintheirComfortmodes, 

becausethedampersarethentoofloppyforthe 

springsandanti-rollbars.Whichmakesthemwobble 

fromsidetosideandfloatabit.Notthe720S. 

Becauseitcanmodifydampingandrollstiffness,it 

keepsalevelheadasitpassesoverlumpsandridges 

anddipsandcraters.Oh,andbytheway,there’s 

little wheel hop, because McLaren’s used new 

wishbones and uprights that total 16kg lighter than the old ones: the 

carsoontellsyouitsunsprungmasshasfallen. 

Yetthemomenttheneedpresentsitself,itcanstiffenitselfinroll 

as well as damping, so the Comfort mode is actually all you need for 

mostroaddriving.Intoomanycarsyou’receaselesslyfidgetingthe 

knob between different chassis modes without ever being satisfied. In 

theMcLaren,ComfortorSportmodesareboth perfectly OK, both 

beautifullyharmoniousinthemselves. 

Most bewitching of all, though, and equally most surprising, is the 

streamofchatyougetfromthechassislongbeforeyou’reatthelimit. 

Somanycarswithhugegripareprettymuchmuteuntilyou’reabout 

toexhaustit.That’sboring,becauseontheroadyouseldomwill.If 

youwanttohaveagoodtimeallthetime,the720Sisyoursupercar. 

You’realwaysintheloopaboutthestateofthefront-endgripandthe 

rear-endtraction,andtheremainingreservesofboth.Andifthe 

chance does present itself, you can be confident of probing them. 


61

MC720S DRIVE 

MCLAREN720S 

Engine: 3944cc, twin-turbo 

V8, 530kW, 770Nm 


dual-clutch auto, RWD 

Performance: 0–100km/h in 



249g/km CO 2 



“Asalwayswiththiscar,itsendsoutthe 

town criergoodandearlytotell you 

what’s happening” 

Andthentothetrack.TimetoswitchtoTrackmode.Thisone 

reallylocksthecartothetarmac.Thechassis-controlsystem’sjob 

description now becomes keeping the tyres upright and consistently 

pressing down. The active aero does its bit, securing you to the ground 

with vehement intensity through fast curves. 

The renewed rear suspension geometry is supposed to make things 

more stable under brakes, though I never noticed that was a problem 

before.Anyway,astheairbrakerises,itpushesdownonthereartyres 

sotheycancarrymorebrakingload,againkeepingthingsstraight. 

That’swhyyoustandupandleanbackwardonyourpushbikewhen 

you’re braking hard over bumps. The brakes themselves have epic 

power,whichisamightyfineachievementconsideringhowvelvetyprogressivetheyareatroadspeed.Whetherinthepositiveornegative 

longitudinal direction, this car has properly sewn up the business of 

thesecondderivativeofdistanceovertime. 

Asyou’dexpect,ifyoucomeintoacornertoosuddenlyit’ll 

understeeralittle.Onlyalittle,becausethebrake-steergadgetis 

retardingtheinnerrearwheelandpivotingthecartoyouradvantage. 

Liftoffandthetailbeginstomoveout.Butasalwayswiththiscar,it 

sendsoutthetowncriergoodandearlytotellyouwhat’shappening. 

Onalongcorneryougettimetofeelthisbalance,becauseyou 

mustn’tgetonthepowertooearly.There’sjusttoomuchofit.They’re 

grippy,thosebacktyres,butgivethemachance.It’sliketryingtofilla 

papercupwithafirehose.You’vegottogetagoodgriponthecup 

beforeyouturnonthewaterorit’llbejettedoutofsight.So,get a 

goodviewoftheexitbeforesummoningtheturbochargers. 

With that comes a departure down the straight with almost 

ridiculoushaste.Or,totaste,abitofaslide.Theslideybusinessisn’t 

controlledjustbyhowyou’redriving.It’salsoaffectedbythe 

positions of a few controls. Touch the ESP button and it’ll let the car 

movearoundmore.Orgetintothetouchscreenandsummon 

variabledriftcontrol.Thisisbasicallyasetofcalibrationsforthe 

traction-controlpartofESP.Movethesliderdownandit’llcutthe 

powerearlyandyoucan’tspin.Movethesliderupandyougo 

towardsastatewhereinterventionismorelax,andattheextreme 

setting, absent. In the upper portions of the scale, if you don’t 

actuallyaddsomeoppositelockorreducethethrottleyourself,you 

canspin.It’snotaherobuttonthen.Getitwrongandyoucouldstill 

landup,dependingonyourluck,embarrassed,poor,orhurt. 

McLarenpeoplenowwonderifthedriftcontrolpartofthename 

waswiseafterall.It’satracktrainer.Well,fairenoughtohavethis 

sortofthingonthiscar.It’snotacarforcar-parkburnouts.It’sat 

home on a track, and not just awesomely competent like a racer, but 

ready to give immense fun as it goes. Even when, as in my case, it’s 

manifestly better than its driver. 

After a day encompassing all these conditions, we need to sum up 

the720S.Butthat’satroublingjob.Becauseit’salmostallpeakand no 

trough,itdoesn’tlenditselftocaricature.Ifnot,doesithavea 

character?Thefirstnew-generationMcLaren,the12C,wasalsoa 

dramaticallycompetentcarforitstime,yetitwascalledsoulless.Now 

wehavethesecondfullgenerationandagainit’sacarwithimmense 

speed but a surprisingly subtle nature. But this time, don’t pigeonhole 

itthesameway. 

Somepeople,whenyoufirstmeetthem,dazzleyouwiththeir 

creativityandenthralyouwiththeirhumour.Andtheirdominant 

nature slowly starts to drive you mad. Others reveal themselves to 

youmoreslowlyyetendup,becauseofthemutualunderstanding,as 

theonesyoureallywanttospendyourlifewith.That’showthe720S 

is. It’s not about telling you how great it is. It’s brilliant, but it brings 

you along. 


63

BLUEBIRD K7 

B 

ond 


Donald Campbell succumbed to his own pursuit 

of speed 50 years ago. But at the lake that claimed 

him, we discover his endeavours haven’t dated one bit 

the limit 

Donald, in his finest blue 

race suit. Deeply superstitious, 

he detested green 


65

“IfIhavetogo,oldboy,Ihope 

I’mgoingruddyfastatthetime.” 

So said Donald Campbell 

on New Year’s Eve 1966, 

ashehostedapartyinConiston,thetownclosesttothelakethatwashometo 

many of his water-speed records. Days later, the Speed King’s unintended wish 

wouldsoinfamouslycometrue. 

On4January1967,justbefore9am,BluebirdK7leftthesurfaceofLake 

Conistonshortlyafterhittinganestimated328mph(528kph).Itsunkwithin 

seconds,Campbelldyinginhisattempttotakethewater-speedrecordabove 

300mph(480kph).Desperateforsuccess,he’dwantedtomakeheadlinesatthe 

London Boat Show which opened hours later. He did, but they were of a far more 

sombre nature. 

“Thatamazingaccidentandthevisualityandfinalityofit,andhistalkingthe 

wholewaythroughasthisthingwascartwheelingtoitsdeath,Ithinkreallystuck 

inpeople’sminds,”sayshisdaughter,GinaCampbell.“Thingslikethatweren’t 

caught on camera in 1967. I think it’s immortalised him in record-breaking.” 

Campbell,itmustbenoted,wasacarguy.Hisdesperationtobethefirstman 

past480km/honwaterwasn’tmerelytowardoffthecriticismofBritish 

newspapers,aseagertotreadontheirsportingheroesastheyaretoday.Itwasto 

raisepublicityforaconsiderablymoreambitiousrecord:topping 1280kphonland 

with a car named Bluebird CN8. Fifty years after his death, Bloodhound SSC has 

thesametarget. 

Healsolikedhisroadcars.ArogueMercedes-Benz300SLGullwingaside, 

Campbell’s car history looks proudly British, with Jaguar the prevalent name. He 

usedanXK150totestouttheAustraliansaltbedhe’dtakewheel-drivencarsabove 

640kphuponwithBluebirdCN7,whilebackonBritishshores,aMkIIandE-type 

werehismostfamousdailydrivers.Infact,ablueE-typecoupeisoneoftheeeriest 

propsofthePathénewsclipwhichdramaticallyreportedhisdeathin1967. 

Becausewhat’smorefinalthanseeingthecarheparked up beside Bluebird’s 

slipwayatPierCottage,whichhe’dneverreturnto? 

It’swhereIstandnow,observinganF-Typecoupepaintedablueremarkably 

closetoK7’s.It’sacoincidence,ratherthananopportunisticspecial.Andintruth, 

Bluebird record-breakers were painted whichever hue of blue paint was most 

financially accessible, though the Ultra Blue of this British Design Edition is closest 

tohoweveryoneimaginesK7onthatfinalrun. 

I’dliketothinkDonaldwouldapprove.Hewasapatrioticman,whowantedto 

breakrecordsforBritishindustryasmuchashimself.Thesonofarecord-breaker 

– SirMalcolmCampbell–hefollowedthesame,perilouscareerpathafterfailingto 

makethegradeasapilotinWorldWarIIonhealthgrounds.Bitterlydisappointed, 

somesurmiseheneededsomethingelsetofight,andhechosethewater. 

With the sun finally visible, photographer Mark Riccioni is retaking images 

Then and now: 50 years after Campbell 

parked his E-type at Pier Cottage one last 

time, Jaguar makes a car that’s remarkably 

similar. Bluebird paint optional 

we’dalreadyshotearlier,whenthecarwasbarelyvisible 

through peeing-down rain. But our frustrations are trivial 

whenyoutakeintoaccountthegreaterhavoctheLake 

District’s endlessly changeable weather played on Campbell’s 

recordattempts.Theycouldstretchoutforweeksowingto 

badconditions,tothechagrinoftheimpatientpress.Infact, 

Campbell’s rotten luck even saw an arid Australian lakebed 

suffer its first rain for 15 years when he turned up for his go at 

the land-speed record. 

Still, in 1964, Donald became the only man to break both 

land and water records in the same year, both Down Under. 

He achieved the former at 648.7km/h in Bluebird CN7, the 

latter at 444.7km/h in Bluebird K7. It was his crowning 

achievement. 

Conistonisasmalltown,andonadankautumnday,the 

onlyevidenceoftheLakeDistrict’skeentourismindustrycan 

befoundbehindthesteamed-upwindowsoftearooms.But 

backintheFiftiesandSixties,whenDonald’srecordchasing 

wasatitspeak,itwasadifferentstory.Whilerecordattempts 

wereneverpublicisedassuch,crowdswouldassembleto 

watch Bluebird run up and down the slender body of water. 

HISTORICAL IMAGES: PAUL ALLONBY, MIRRORPIX 


Coniston is not the Lake District’s most thronging town, and half a century after it was 

last gripped by water-speed record fever, it’s very hard to imagine its still, slender 

body of water being disturbed by a wild, 480km/h jet boat. K7 was nicknamed “the 

blue lobster” by some, and its shape changed wildly over its 13-year career, as new 

discoveries were made about how its aero worked. Or didn’t. On its final run, it made 

Donald Campbell the first man to go beyond 480km/h on water 

BLUEBIRD K7


Water-speed record chasing is perhaps the deadliest sport in the world, but 

Campbell was quoted as saying “You can be just as frightened of failure” as of 

death. In his final months, he was a pressured man. But Anthony Robinson (top right 

and bottom), a young lad in his crew in 1967, recalls a warm sense of humour 

beneath the infamous “mask”. Campbell lived in Surrey, but was buried at Coniston 

– his spiritual home – in 2001, when his body was brought to the surface

BLUEBIRD K7 

Thoughhisdadlivedthroughthetrueheydayofrecord-breaking,Donald 

wasstillahero,notleasttoschoolboys.AnthonyRobinsongrewuparound 

Campbell;theSpeedKingwouldoftenstaywiththeRobinsonfamilywhenhe 

wasinConistonduringrecordattempts,andinlaterdays “Robbie”, as Donald 

affectionatelycalledhim,becameoneofthecrew. 

“Whenhewentthroughthevillageinthemorningdowntotheboatshed, 

everybody knew him,” Anthony recalls. “And he would always go into schools 

andtalkforanhourinthemorning.” 

Campbell’s most public image was of an eloquently spoken gentleman with 

aglamorous,well-heeledlifestyle.Butthosewhoknewhimbestsawbeneath 

whatbecameknownas“themask”.Intruth,hewasanovergrownversionof 

thekidshewasidolisedby.Anthonyrecallsanexampleofsuchbehaviouron 

Christmas Day just before Donald’s death. With the record-breaking crew all 

with their families, he solved his itchy feet by giving K7 an impromptu, 

unsupervisedrunonthewater,“Robbie”byhisside. 

“Therearelotsofstoriesaboutthat,”Anthonytellsme.“Peoplesaidhe 

nearlybroketherecord.AjournalistwholivedoverinAmblesidesaidheheard 

itstartupthatmorning,andrushedacross.Bythetimehearrivedwewere 

justputtingBluebirdbacktobed.”Amblesideis20minutesawaybycar,it 

must be pointed out. “It was quite noisy, yes. When it started up you’d hear it 

for miles around...” 

Whileattemptsatthewater-speedrecordwererarelypublicknowledge 

beforehand, everyone knew what Donald’s aim was on 4 January. The roads 

lining Coniston’s east and west sides were packed with spectators. They’re 

roads I aim for now, pointing the F-Type’s wide snout down lanes I doubt it 

waswhollydesignedfor. 

I’mnotsureDonaldCampbell–knownasafast,positivedriverwholikedtoemerge 

fromcorners“inahigh-speedslide”–wouldapproveofamollycoddlingspecsuchasthis 

280kWsuperchargedV6withall-wheeldriveandeight-speedautomaticgearbox.Butin 

conditions like this, I’d say it’s perfect. And the AWD F-Type still allows a healthy dose of 

hooliganism. Bet Campbell would have gone for a V8, though… 

TheroadsthemselvesaretypicaloftheLakeDistrict:pleasantlylaidout,butsimplytoo 

busy with meandering tourist traffic to provide an all-time- great drive. But you can’t fail to 

smile when there’s such epic scenery through every window and reflecting in every mirror. 

Campbell liked his 

Jags. Despite its 

AWD safety net, we 

think he’d like this 

F-Type V6 S, too 

It’s a glorious place to be. 

We park up alongside the lake’s 

west shore, roughly halfway along. 

Thiswouldhavebeenafantastic 

vantagepointforseeingK7atitsbest. 

The moments before that most famous 

of accidents, as Campbell and Bluebird 

soared past 450km/h, must have been 

an enthralling attack on all the senses. 

“The thing I remember most about 

thatlastrunwastrying,ashewent 

pastyou,tofollowhimwithyoureyes. 

It was impossible to keep up,” says 

Anthony.“Yourheadwasmovingin 

stages,likeacamerataking pictures. 

Click, click, click...” 

Whatledtothenext,fatefulfew 

frames of that mental picture has been 

debatedeversince.Someeven 

suggestedsuicide,withCampbellata 

lowebbthatwinter,thoughthose 

aroundhimsimplyblamethatupon 

thepressurehewasunder. 

Which perhaps explains why 

Donald turned around between his 

necessary two runs with reckless 

haste.Hewassokeentoofficiallybreakthe300mph 

(480kph)barrierthatday,thatuponhearinghis 

firstrunaveraged297mph(478kph),heblasted 

eagerlybackintothewashhisboathadcreated, 

without the patience to let the water calm. The 

effectonK7’saerodynamicsashesailedpast 

300mph simply became too much. Sinking after a 

huge somersault, just a few segments of its >> 

“The AWD 

F-Type 

allows a 

healthy 

dose of 

hooliganism”

BLUEBIRD K7 

“The water is 

still, the lake 

beautiful but 

hauntingly quiet” 

helmetandmascot,ateddynamedMrWhoppit. 

AsIgazeout,thewaterisawfullystill,thelake 

beautifulbuthauntinglyquiet.TryasImight,Ican’t 

begintoimaginethefuryofBluebirdatits“ruddyfast” 

best on Coniston’s surface. But, if it’s a happy ending you 

seek,Imayhavesomethingtooffer.Whiletheboatand 

itsskipperlayatthebottomofthelakeforover30years, 

acontroversialrecoveryeffortin2001(whichsaw 

Donald Campbell laid to rest in his spiritual hometown 

intheLakes)couldseeK7returnedclose to its former 

glory,andoutonthelakeagain. 

Ourtriptoseeitscurrentstateofreassemblytakes us 

177kilometresfromEngland’snorth-westtoits 

north-east,whichisalltheexcuseneededforonelast 

blastintheF-Type.TheHartsidePassliesconveniently 

between us and K7’s Tyneside base, and as it wends its 

wayoverthePennineslikealeafierStelvioPass,Irealise 

I’mquiteafanoftheE-type’smodern-dayequivalent. 

WhilenotasenergeticastheV8,thisoneisstill 

bloomingquick,anditremainsacarinwhichyoucan’t 

resistcrankingthewindowdownaninchortwoasyou 

blarepasttheBritishcountryside’sdrystonewalls.On 

theoutside,it’spureclass,butthemechanicalsbeneath 

incite your most immature behaviour. I can see why 

Donald loved Jaguars. And I can’t wait to see the boat he 

was so much in love with. 

K7’s most notorious photo. 

Little came to the surface 

on the day it sank 

Not much is blue, 

yetit’sobviously 

Bluebird 

Smith’s work 

relies on donations 

and volunteers 

ON A MISSION TO BRING BLUEBIRD BACK 

ConistonlocalsalwaysknewroughlywhereCampbellandBluebirdlay,andit 

seemedthepairhadbeenintentionallylefttorest.Butin2001,hobbyistdiverBill 

Smithfollowedhisowndream,headingintothelaketosuccessfullyfindK7. 

Whenthelocationoftheskipperandhisboatbecamepublic,therewaslittle 

choicebuttobringthemtoshore,forthesafetyofwannabeexplorers,andto 

avoid Bluebird being stripped by trophy hunters. The controversy behind the whole 

thingstillupsetssomepeopleclosetotheCampbells,butuponvisitingBill’sNorth 

Shields workshop, it’s impossible to stay completely objective. Seeing a large chunk 

of K7 is a moving experience. 

WhileaspacehasbeenmadeforK7inConiston’sRuskinMuseum,Billandhis 

volunteers want the boat back in working order for a run on the lake, at up to 

150mph (240km/h). TG visitedfiveyearsagoandwhilethings have visibly 

progressed, Bluebird won’t return to the water soon. 

“Whattakesthetime?”saysBill.“I’vegottolearneverything.I’veneverdone 

anythinglikethisbefore.Wegooffphotos;nothingwaswrittenorrecordedwhen 

theyweredevelopingit.Wefoundoutthewholeframewasahalf-inchcock-eyed 

fromthefrontfromnew,sowehadtobuilditwonkytogetitstraight.” 

Whenmistakesaredeliberatelyengineeredin,youknowtherestorationis 

meticulous.Theengineisamongatinyhandfulofunoriginalparts.Andwhere 

new labels were needed for the cockpit’s gauges, Gina helped source her dad’s 

machine,stillwithhisrolloftapeinit. 

WhyisgettingK7functioningagainsokey?“Bluebirdisrememberedforitsone 

spectacularfailure,yetit’sthemostsuccessfulcontender in history,” says Bill. “It 

held the water-speed record seven times.” 


I.N.O.X. CARBON #241776 

LIFE IS YOUR ADVENTURE 

For further information contact Picot & Moss 011.669.0500. www.picotandmoss.co.za 

MAKERS OF THE ORIGINAL SWISS ARMY KNIFE | ESTABLISHED 1884

Soon, this hangar will be an Aston Martin manufacturing plant. 

WORDS: OLLIE MARRIAGE / 


ASTON’S HERITAGE 

But before the machines arrive, we’re going to have some fun... 

PHOTOGRAPHY: LEE BRIMBLE 


73

447kWmeetsapolished 

floor.Theygetonlike a 

house on fire 

n a little under three years, Aston 

Martin will be building cars in this 

hangar. There will be people and machinery, 

I 

infrastructure,logistics,componentsand,atthe 

centreofitall,aproductionline,downwhichwillflow 

the forthcoming DBX SUV and potentially something wearing a Lagonda 

badge. But that’s not until early 2020. 

Nextweek–bythetimeyoureadthisinotherwords–theywill 

starttearingupthefloorinhere.That’sacryingshame.It’spolished 

concrete, smooth, reflective and untouched since the RAF moved out a 

few years back. 

Rightnow,andforthenexttwodays,thishangarisours.Well,ours 

andafilmcrew’s.Butwecanshare–wehavenotone,butthreehangars 

to choose from. Correction: not hangars, super-hangars, 11,000 square 

metreseach,orexpressedanotherway,2.7acres.LocatedatStAthanin 

SouthWales,theywerebuiltfortheRAFtoservicetheirfastjetsin, 

couldaccommodatesomethinglike48Tornadosatatime,but they 

movedoutin2012,andtheplacehasbeenemptysince. 

AndthenalongcameAston,needinganewmanufacturingfacilityto 

fulfilitsplanstodoubleproductiontoaround14,000carsperyear.A 

matchmadeinheaven,albeitonethatrequiresaninvestmentof 

something like R3 billion before 750 jobs can be created and 7000 cars a 

year can start rolling out the doors. 

Confrontedwithseveralacresofcoveredspace,AstonMartindecided 

todothedecentthing:delaytheredevelopmentpeoplegettinginfora 

fewdaysandbringalongabitoftheirbackcataloguetomakeafilm–28 

cars,tobeprecise,withacombinedvalueoverabillionrand.Throwina 

fewracingdrivers,acoupleofcameosfromWelshrugbyplayers,some 

noise, smoke, drama and a decent storyline that involves a cheeky bit of 

illicitafterhours“borrowing”,andyouhaveacoolviralfilm. 

TopGear was instrumental in this happening. Charlie Turner and I 

werechattingwithAstonMartinlastyearwhentheconversationswung 

tothedealtheyhadstruckwiththeMoDoverthehangarsatStAthan 

airfield.TopGearcreativityswungintoaction,andIthinkthenextwords 

uttered were “skidding about, indoors, in Astons”. Our contribution 

ended there. 

Untiltoday,whereIfindmyselfdoingpreciselythat.Ourbreadthof 

imaginationclearlyhasfewlimits.I’minhangarthree.Themainshoot 

forthefilmdoesn’tstartuntiltomorrow,butallthecarsarearrivingoff 

the backs of trucks and trailers in hangar two right now. I’d love to tell 

GT3 racer, Le Mans car, 

V600,yep,we’dbehappy 

with any of them 

you that I have carte blanche to go and grab keys and razz stuff around, 

but,well,R1141480937. 

Justtwocars,theDBR1andDB4GTZagato,accountformorethan 

halfthat,butthatstillleavesR500million-oddmillion-worthofmetaland 

carsdatingbackto1921–theA3istheoldestAstonMartininexistence. 

Thereareconceptcars,stuntcars,racingcars…andaDB5.Thisone’s 

worth R14 million, but I’ve never driven one and this isn’t an opportunity 

I’mpreparedtopassup. 

ThenoisewhenitfiresisinstantConnery.The4.0-litrestraight-six 

sucks air through three SU carburettors and sounds instantly recognisable 

fromallthosechasescenes.It’scaptivating.ClearlyI’mnotgoingtolearn 

much about how it drives when all I have to play with is a few hundred 

metres of hangar, but this isn’t about that, and to be frank it’s not really 

aboutskiddingaround,either.Ican’tbringmyselftodoit,totreatsucha 

beautiful,elegantthingclumsilyorharshly.SoinsteadIpotterupand 

down, fingers guiding the willowy steering and five-speed gearlever, ears 

tuned in to the sucking carbs, the fuel starvation through the long corner 

ateitherend.InAston’sfilm,it’spairedwiththeDB10,butthatcar’sa 

wholedifferentkettleoffish.It’sthestuntcarfromSPECTRE–openthe 

door and all you find is roll cage, harnesses and a hydraulic handbrake. I 

wanttodriveit,butit’sinauthenticwhenthere’ssomuchrealhistoryhere. 

Igoforawanderalongthisridiculouslineofcarsforwhattodrive 

next. Honestly, it’s real pinch-yourself stuff. There’s a One-77 next to a >> 



The hangars are... 

178m long 

64m wide 

20m tall 

Don’t point that camera 

phoneatme–I’ma 

member of Equity 

“Confronted with several acres of 

coveredspace,Astondecided to do 

the decent thing”


wedgeofLagonda,theAstonMartinLolaLeMansracerfrom 

2009,apairofmodernZagatos,theCC100concept,ablack 

manualVanquish(whatasweetie);behindmearedVulcan 

squeezes out of a transporter with barely an inch of 

clearanceeithersideofitswing.Iwander 

further: GT8, DB2, Valkyrie, DB11, V12 

VantageS,Taraf,Virage,there’sevena 

Cygnet kicking around. Over the 

courseoftheday,Idriveabouta 

dozen, but none means as much to 

measthe1980V8Vantage. 

IhavealottothankTopTrumps 

for–primarilymyjob,butalsoa 

recollectionforcarstatsthatdidme 

preciselynofavourswiththeopposite 

sexduringmyformativeyears.Thiswas 

Britain’s first supercar: 324kW, 274km/h, 5.3 

secondsto100kph(didn’thavetolookthoseup).Better 

acceleration than a Ferrari Daytona, more power than a 

LamborghiniCountach,themostpowerfulcarinthepack,in 

fact.Whatabruiser.Thatsolidgrille,theextradrivinglights,the 

small, deep-dish steering wheel, a naturally aspirated 5.3-litre V8 

that rumbles and roars, filling these halls with echoes, a dinosaur 

in more ways than one. 

It’sabounder’scar,perfectlyattunedtoitspre-yuppieera,and 

it’sawholeheapoffuncareeringaroundahangar,imagining 

you’reinsomeupmarketSweeney-stylechase,probablyescaping 

afurioushusband.Aftertenminutesafugoffumeshas 

permeated every cubic inch of the hangar to the extent that our 

eyesstarttowater.Timeforachange. 

Idrivethe6.3-litreVirage(themightyV600isoff-limits 

becauseaprivatebuyerhasjustpaidthethickendofhalfamillion 

poundsforit),andthat’sahootbuthasissueswithcoolingand 

endsuppiddlingoutaloadofcoolantfromitsexpansiontank. 

I’mconcernedforitswelfare,butAstonhasitsowncar 

whisperer, Paul Spires, the director of Aston Martin Works, who 

assuresmethisisnoissue.Hisabilitytocoaxlifeintothe more 

reluctantmembersoftheensembleisastonishing. 

Avast447kWoftwin-turboV12makestheDB11danceand 

glidearoundherelikeOreOduba,likewisethe2001Vanquish 

withitslovelysteeringfeelandprecisionpowerdelivery.Turns 

outthegearboxintheOne-77isasbadaseveryonesays,butwhat 

asensationalobject,and7.3litresofV12makesanoise to rival 

anyaircraftthatoncecalledthishangarhome. 

There’slessroomtoplaythefollowingday.Thehangarsare 

nowreferredtoasa“set”,andthey’reon“lockdown”.Aston’spro 

racing drivers, Darren Turner and Nicki Thiim, plus Matt Becker, 

thechiefvehicleattributeengineer,aregettingintotheswingof 

“acting”. Not just “driving”, but actual “walking” and “talking”. 

They take to it pretty quickly, despite the repetition needed for 

different camera angles, lighting, sound, etc. They’re having fun. 

Well,uptoapoint. 

There’sabitwhereI’vebeenpromisedasmallrole–dosome 

skidsoutsideinaRapideandfilmDarrenandNickibeingthrown 

aroundinthebackseats.Troubleis,Matthadagoatpitching 

themaroundfirst,andthey’rebothlookingabitgreen. 

Undaunted I go and have a play anyway, hopeful that a fraction of 

Drone was captivated by 

the way DB11’s lights 

reflected off the floor 

“‘What did you say? 

Come round here where 

I can see you...” 

asecondofsmokecreation might make it 

intothefinalcut. 

Elsewhere, synchronised drifting 

happensinhangartwo,whichhashadits 

floor swept and cleaned of all marks ready 

tohavealoadmorefreshblacklinesetched 

intoit,whileanothersequencecallsforthe 

threeV8s–Virage,V8VantageandV600– 

to charge through all three connected 

hangarsat,well,speedswhichmusthave 

made those doorways feel very small 

indeed. 

It’s safe to say St Athan’s super-hangars 

haven’tseenanythinglikethisbefore–and 

neverwillagain.Bythetimeyoureadthis, 

thelovelypolished,squealingfloorwillbe 

nomore.Butthat’sfine,becauseit’sgetting 

ready for something even more exciting 

andfarmoreimportanttohappen–the 

next stage of Aston Martin’s future. 

1991 Virage proves ballet 

dancing has run in the 

Aston family for years 


Bruising V8 Vantage makes 

abreakforthedoors,“and 

no Virage is gonna stop me”

Olympic swimming pools 

are a standard 

measurement, aren’t 

they?Youcouldpour91 

and a bit into each hangar 

before it overflowed. 

Though I expect there would 

be some leakage 

CC100conceptwasbuilt 

to celebrate Aston’s 100th 

anniversary in 2013 

“The noise when the 

R14millionDB5firesup 

is instant Connery” 

Darren Turner: more a 

Vulcan man than a Cygnet 

man, we reckon 

Nicki Thiim is from Denmark. 

Apparentlytheyallhave hair 

like this over there

SHOWROOM / MANUFACTURING

HYUNDAI WRC 

How hard can spannering a 

WRC car be? We sent a man 

with no mechanical knowledge 

to Sweden to find out... 

WORDS: STEPHEN DOBIE / 

PHOTOGRAPHY: LEE BRIMBLE 


79

ou look legit. You look like a 

mechanic.” Perhaps Hayden 

“Y 

Paddon, Hyundai’s 

charismatic Kiwi rally 

driver, is just trying to be 

nice. Or perhaps he’s 

complimenting me in an effort to convince 

himself that having a spanner spannering on his 

car is OK. But when bits of me ache that I didn’t 

even know contained muscle, I feel far from legit 

partway through my week as a mechanic on 

Hyundai’s world rally team… 

Things start well enough. It’s Rally Sweden, the 

coldest round of the World Rally Championship. 

Temperatures in the -20s aren’t uncommon, and at 

no point this week will the trusty smartphone 

weather app show positive figures. But while even 

Citroen appears to have brought a tent to work on 

its C3s, Hyundai has a building for its i20 Coupes. 

A building larger than the complex containing my 

flat, and one which, as soon as the automatic door 

shuts behind me, is toastier than my home ever 

feels. Fears of being sprawled cluelessly under a car 

while my fingers turn blue can be allayed for now. 

But it’s not going to be easy. Ernst Kopp is the 

workshop manager and my mentor for the next 

few days, the wonderfully patient man (I hope) 

“ I get the job done, 

in record time. The 

wrong kind of record” 

who will be making sure I don’t bolt a damper in 

upside down or stick a light pod on backwards. 

Because, with my embarrassingly absent 

mechanical skills, those feel like very real 

possibilities. 

“A race mechanic has to be flexible,” he tells 

me, “they have to do everything. Everyone is 

trained to do everything – no one specialises like 

in Formula One.” Hyundai brings a ginormous 

team of people to rallies – 84 are in Sweden – but 

each of its three WRC cars essentially has four 

mechanics, one for each corner of the car. And 

when Ernst says they need to be able to do 

everything, he means it; while you almost 

certainly take your own car to different people if it 

needs its gearbox or windscreen replacing, this lot 

need to be able to do both in quick succession, 

without flicking through a Haynes manual or 

rehearsing the process beforehand. 

Once I’ve been given slightly baggy Hyundai 

overalls to wear – making me feel like a work 

experience teenager drowning in his dad’s shirt 

and tie – Ernst throws me straight into the team of 

mechanics working around Spaniard Dani Sordo’s 

car. Sensing my inexperience, my first task is to 

tighten up a couple of screws on the front splitter. 

It feels one rung above being sent to ask for a long 

stand. 

And yet I’m struggling. The splitter needs 

manhandling into place, while the screws 

themselves need to be pushed and twisted 

simultaneously, a bit like the lid on a bottle of 

bleach. I must work all of my limbs at once, which 

is a far bigger ask than it ought to be. If I can’t do 

this… 

After several concerned looks from Ernst and 

Dani’s mechanics, I get the job done, in 

presumably record time. The wrong kind of record. 

But this is the sort of tardiness that would be 

ironed out in training: if you want to spanner for 

Hyundai, your probation takes place in its test 

team, the guys who develop the car during the 

season, but outside of rallies. It allows you to work 

on mechanicals when time isn’t quite 

of the essence, but you’ll do timed 

challenges, much like F1 teams 

practise pit stops against the clock. 

I’m also working on the car in the 

days before Rally Sweden begins. If 

this was a ‘service’ during the rally 

– there are several each day, with 

strictly scrutineered 15-, 30- or 

45-minute time limits – I presume I’d 

have long been marched out of the cosily warm 

building, without time to get my coat. 

Day two begins with the revelation Dani Sordo’s 

splitter remains attached. It also begins with a 

gaggle of scrutineers snooping around the 

Hyundai garage, possessing branded bobble hats 

and clipboards, but seemingly little in the way of a 

sense of humour. So I skulk away into one of the 

Hyundai lorries and help one of Hayden’s 

mechanics – a chap named Csaba Juhász – make 

some mudflaps. 

Alright, it’s not what most race mechanics 

aspire to do. But with the proper items having not 

turned up yet, some replacements need drafting 

Home to 15 nationalities. 

Each mechanic looks after 

their own toolbox 

Principal Michel Nandan 

and workshop lead Ernst 

Kopp inspect Dobie’s “work” 


HYUNDAI WRC 

One of Hyundai’s men 

at work. That’s why the 

spoiler’s on the right way 

Once the rally starts, each 

service is timed, with iPads 

counting perilously down 

“Don’t worry, I know what 

this is. It’s a sculpture 

of a hippo, right?” 


81

Work complete, Thierry 

Neuvilleheadsout.Here’s 

hoping his mudflaps work

HYUNDAI WRC 

THIERRY NEUVILLE 

“I need them to be 

conscious about the 

important work they 

aredoing.Don’tleave 

anything to hazard.” 

DANI SORDO 

“A normal mechanic 

hasalotoftime.Butin 

a rally you don’t have 

alotoftime,soyou 

need to work fast.” 

HAYDEN PADDON 

“You need to trust 

them totally; you’re 

drivingat200km/h 

and you need to know 

nothing will fall off.” 

in,soCsabarollsoutasheetofrubberand 

withapapertemplate,ascalpelandahammer, 

wemakethreesetsoffourmudflapstogether. 

It’sallgonefrighteninglywell,andmyteacher 

isextremelypatient,evenwhenIshowerthe 

pair of us in rubber shavings as I smooth the 

flaps’edgeswithasander.Myfeelingofpride 

asIscrew‘my’mudflapsintosomeactual 

worldrallycarsisgreaterthanitreallyshould 

be. Ieventakeapictureandsendittosome 

rally-loving mates (who, you’ll be relieved to 

know, instantly take the mickey). 

There’snotimetorestonundeserved 

laurels,though,asthere’salottobedoneon 

thecarsaheadofSweden’sfirststage.Not 

leastvacuumingupthemessI’vemadewith 

that sander. The afternoon is packed; I’m on 

mykneeshelpingreplacedampers –atR65 

000percorner,notajobI’vebeenlooking 

forward to – and prickling my hands changing 

studded tyres. 

Thedayendswithusfittingbigrowsof 

spotlights to the cars, with Sweden’s first stage 

runasanight-time‘superspecial’infrontofa 

stadiumcrowd.ThelasttimeIchangedthe 

lightbulbonacar,itwas onmy1994Renault 

Clio.AndIsomehowmadeitintoatwo-and-ahalf-hourprocess.NotonlydoesaWRCcar 

have a far more speed-oriented layout than an 

oldFrenchhatchback,butthere’sateamof 

very friendly blokes helping, and we get the job 

done just in time for the media to swoop into 

theHyundaiapartmentblockfordriver 

interviews.Whichiswhen,overallstied 

around my waist and mudflap shavings still in 

myeyebrows,HaydentellsmeIlook“legit”. 

Whetherhemeansitornot,I’mknackeredand 

in mild pain. I’m having it as a compliment. 

When the rally begins on day three, 

though,I’mnotlegitenoughtoworkonthe 

car. Hyundai are saved a polite but brutal 

assessment of my talents by some FIA rules: 

each competing car gets four armbands, and 

only those wearing an armband can work on 

the car once stage one starts. They’re hardly 

goingtoelbowamechanicfromhisrespective 

corner,butnorwouldIwantthemto. 

Watchingtheseboysreallyinaction,when 

they’reupagainsttheclockandfixingthings 

that have broken or worn during a stage, is 

properly bewitching. 

Theyscrapeiceoutofthewheelarchesand 

sweepitfromthefloorwiththesamedizzying 

enthusiasm they display while changing a 

gearbox.Andit’slikeone 

machine with four 

outlets; they work quickly 

but without panic around 

the cars, throwing things 

between each other while 

barely saying a word or 

glancing up to check what the others are doing. 

“You can reach instinctive level with some 

people in one rally, but with others it takes a 

couple of rallies,” says Csaba. 

“Whenwedosomethingwedoitwithout 

usingsomanywords,”addsBartosz 

Tuszakowski, another of Hayden’s mechanics. 

“Youhavetotrustyourpartnerontheaxle. 

Sometimesyouhavetoworkonafixtogether 

soyouneedtoknowexactlywhattodo.You’re 

waitingforthemomentthecarcomesbackto 

serviceallday,andwhenitdoesyouarefullof 

adrenaline.Andhere,whenyou’reworking 

under the car and the ice and snow is dropping 

on your face, it’s not very nice.” 

Indeed,foralltheglitzofHyundai’s 

paddockset-up,theredoesn’tseemtoan 

awfullotofglamourtowhatgoesoninside 

it.Daysstartearlyandcanfinishvery,very 

late for a mechanic, with precious little time 

forrestwhilethecarsareoutonthestages. 

It’satimetopreparepartsforthenext 

service and make sure the area is nice and 

cleanforwhenthecararrives, while >> 

“The last time I 

changed a lightbulb 

was on my 1994 Clio” 

Dobie apprehensively 

changes one of Dani 

Sordo’s dampers 

The mechanics work 

together closely. 

Sometimes very closely 


83

Want to be a rally 

mechanic? Better like 

cleaning floors 

Sweden is the coldest WRC 

round and ice, predictably, 

gets everywhere 

keeping an eye on the timing screens. One mechanic 

compares the sleep-deprivation to a heavy weekend 

drinking with mates, minus the alcohol. And with a 

week away from home for each rally and lots of 

testing in-between, they see very little of family and 

friends. 

With all of them trained mechanics, why do they 

choose to do it here, then? “You cannot only do this 

job for money,” admits Bartosz. “But as a young boy 

you go to see rallies and you start to think ‘I would 

like to wash the screen for the drivers’, then you 

move on to change some wheels, and you keep 

wanting to work on more, and go higher and higher.” 

“If it was only about me I would stay in this job 

forever,” says Martin Kasík, one of Dani’s mechanics. 

“But my family aren’t always happy with how much I 

am away. It is still like a hobby. I’ve loved rallying 

since I was small – my father also loved it. So it’s 

brilliant to work on it from the other side.” 

It’s a quote made all the more endearing when 

stage eight of the rally skirts by the edge of Torsby 

airport, where the service area is rooted. With a 

small amount of time before the cars return for their 

evening service, every single mechanic piles onto an 

upstairs balcony for their one chance at a distant 

peek of the action. They cheer as the recognisable 

sound of the i20s signifies their drivers passing, and 

indulge in innocent jeering when rival cars pass, 

before running to see the timing screens. 

For evidence of their passion for the job, and 

how their team spirit transcends evident language 

barriers, it’s perfect. I may not be legit, but these 

boys definitely are. 

Fit your dampers and 

wheels right, and your car’s 

driver is free to do this...

HYUNDAI WRC 

“One mechanic compares the 

sleep-deprivation to a weekend 

drinking, minus the alcohol” 


85

The five 

senses 

still intact 

Not quite a 7-Series. 

Nor an SUV. Is 

there still a place for 

BMW’s quintessential 

luxury sedan? 

WORDS: LANCE BRANQUINHO / 

PHOTOGRAPHY: LANCE BRANQUINHO 



87

BMW 5 SERIES 

here is no person in South 

Africa who suffers a 

T 

greater crush of 

expectation in 2017 than 

our terrifically dapper 

Minister of Finance: 

Malusi Gigaba. He must convince people, with 

more money than they’ll ever be able to spend, 

to transfer some of their breathtaking wealth 

to South Africa. And at the moment, nobody’s 

interested. 

Malusi needs a miracle. Similarly, it’s the 

unenviable position the luxury sedan finds 

itself in during 2017, too. It also requires a 

miracle, because people with more money than 

sense, aren’t buying luxury cars with 

four-doors anymore. They’re all purchasing 

five-door SUVs. And for BMW’s 5 Series, that 

is a rather huge problem. 

For decades, it has been BMW’s most 

important car. For professional automotive 

engineers and badly dressed automotive 

writers alike, in a moment of reflection and 

unflinching honesty, when asked which is the 

best car in the world, the answer has inevitably 

been 5 Series. Fast yet smooth. Dynamically 

rewarding. Sumptuously comfortable. 

Elegantly restrained in appearance. 

Unfortunately, none of this matters 

anymore. Why? Because 5 Series lacks gravel 

travel appropriate ground clearance and 

styling reminiscent of a uranium fed 5-door 

hatchback, it’s destined to be ignored. In the 

late 1990s South Africa was the undisputed 

destination for emerging market investment 

capital and fourth-generation 5 Series was the 

pinnacle of sub-limousine luxury car 

ownership. In 2017, both are being tragically 

disregarded. It’s a solemn time for South 

Africa and the automotive world. Overpaid 

consultants are presenting odious forecasting 

charts in German automotive company 

boardrooms, not so much predicting, but 

confirming, for the death of sedans. But much 

like South Africa, with its history of resilience 

and courageous ability to always counter and 

overwhelm the sceptics, 5 Series heroically 

remains BMW’s profit pony, accounting for 

25% of the company’s balance sheet black ink. 

The seventh-generation 5 is (ironically) 

closer to being a true 2/3rds 7-Series than 

ever before. The only real difference between 

the cars, despite a few millimetres of size and 

some styling details, are their structures: 7 

has traces of carbon in its frame; the seventh 

5, only metal. It’s a collection of very special 

metals, though, immaculately sourced and 

formed, delivering a range of cars 100kg 

lighter than their predecessors despite 

carrying an impressive array of new 

technologies, many of which are there to 

counter your failings at the helm. 

Despite most of its fundamental bits being 

new, G30 5 Series is an alarmingly subtle 

styling evolution over the F10 it replaces. It’s 

certainly not reminiscent of the quantum 

design leap which characterised E28 

becoming E34 in the late 1980s. 

The cabin’s ergonomics and interfacing is 

tailored to people of my laughable smartdevice 

ignorance, a swathe of haptic and 

intuitive technologies, presented with great 

modesty. BMW’s latest evolution of iDrive 

boasts PlayStation controller-type feedback 

and seamless menu interfacing. There’s even 

gesture control, if the idea imitating a mad 

amateur orchestra conductor, practising in 

traffic, appeals to you. 

There’s a ghost in the 

machine, though. An 

artificial driver amidst 

the python-like looms 

and wiring harnesses of 

5 Series. An 

autonomous-driving alter ego, capable of 

safely piloting better than you. Only 

insurance and legislative issues prevent this 5 

Series from completely driving itself. 

Although the autonomous system won’t loop 

a traffic circle, I found it unnervingly capable 

of tracking traffic at 120kph, with the 

unflinching accuracy of an SAAF Mokopa 

missile – once locked-on to a lead car ahead. 

All the infotainment and driver assistance 

technology is merely BMW being on-trend. 

It’s not what 5 Series is supposed to be. This 

is a car built to devour distances, the kind of 

distances which convince people that 

domestic flying is superior to driving. As 

TopGear, we could never be agreeable to that 

and BMW has ensured that you don’t ever 

have to be, either. 

In Germany, where you can drive very 

civilly at 250kph, cars such as 5 Series are 

true air-travel alternatives. Calculate the 

compound time wastage of travelling to an 

airport, checking-in, being inappropriately 

touched by security and then waiting to fly… 

And inevitably, an autobahn routed luxury 

sedan of prodigious performance is often 

quicker. 

Admittedly the gravel travel ability and 

pothole-proof suspension bits of a luxury 

SUV make sense for detouring, but those 

stability systems and active dampers 

constantly heaving against the 

hippopotamus-like centre of gravity are 

annoying. German luxury SUVs are brilliantly 

over-engineered but awfully blunt to drive. 

“ I found it unnervingly 

capable of tracking 

traffic at 120km/h” 

Until the M5, this is as 

high up the ladder as the 

5 Series goes 

BMW’s in-line sixes have 

gained much provenance 

along with performance 


Air comes in, 

voodoo happens, 

then it exits 

Who’s to say we weren’t 

driving along at 

this point? 

Lane markings were up 

for debate. Engage 

scenery mode. 

BMW 540i 

Price: R985 300 

Engine: 2998cc 6-cyl petrol 

turbo, 250kW, 450Nm 

Transmission: 8-spd ZF RWD 

Performance: 0-100km/h in 



159g/km 



89

BMW 5 SERIES 

“itfeelsathirdlighter 

and quarter shorter than 

it really is”

You’ll also block less 

traffic compared to a 

7 Series 

If you’re going to travel a vast distance in South 

Africa,attemptinganambitious1000kmperday,you’ll 

crossatleastthreemountainranges,whichmeansteep 

descentsandtighteningradius,off-cambercorners. 

ChaptersoftheNürburgring,ifyouwish,arewaitingto 

bepagedallacrossthedrivingatlasthatisMzansi. 

Atspeed,plungingalongthestreaksoftarcutintoa 

rock face of the Malutis or Magaliesberg, SUVs are like 

goalkeeperstryingtodribble:accidentallycapable,but 

ungainly,alwaysnearlytrippingoverthatfrontfoot,with 

an overburdened front-axle defaulting to understeer. 5 

Series is Messi and X5 is Buffon. The steering isn’t 

flawlesslycommunicative,sacrificingfeelforthe 

autonomousfunctionality,butitisunwittinglyquickand 

asallgreatBMWdriver’scars(discountingSUVs),it 

feelsathirdlighterandquartershorterthanitreallyis. 

Ifyoudislikedomesticflying.Andlovedriving.5 

Seriesisstillthemachinethatmakesitapleasure. 

Quintessentially BMW, it’s a heroically compelling 

argument against the luxury SUV. 

The‘Werkehasalwayskeptfaithwithin-linesixes 

–evenwhenitsGermanrivalsbenttherules.Straight 

sixesarethemostheraldedofBMWenginesanddespite 

its long-stroke internal architecture, 540’s TwinScroll 

boosted 3-litre has all the eagerness of a classic oversquare 

BMW six. 

Thisisaborderline5second0-100kphluxurycar,one 

that will cruise at autobahn speeds all day, surging past 

convoysofslowertrafficwithdisdainfulease. 

Experience 250kW straining your abs, pressing your 

shoulder blades deeper into the finest Bavarian leather, 

beforeyourevelintheagilityofaproperBMW,thanksto 

540’s sensible sub-1.5m roofline, and subsequent sedan 

centre of gravity. 

It’s true, you don’t need 

an SUV to leave the city 


91

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TopGear’s monthly wheels tested & verified in the real world 

94 

Range Rover 

Evoque Convertible 

95 Mazda MX-5 

A hardtop nobody asked for... 

96 Mazda BT-50 97 Ford Everest 

The strong alternative to Ranger 

If only this 4x4 came with auto 


93


Hawkers Gawkers 

Hello 

R R1 031 634 

FRANCISCO NWAMBA 

here’s something strangely 

fulfillingaboutanearlymorning 

T driveinacarminusaroof.The 

chirping birds, soft sun and lack 

ofhawkersmakesforapleasantexperience. 

Before offence is taken regarding my 

commentonhawkers,Imustcleartheairby 

saying this is only really apparent when I’m 

drivingaconvertible.Thewholeexchangeis 

justfartoointimateforme.Thankgoodness, 

the solidness of the Range Rover Evoque 

convertibleissuchthatyoudon’tworrythat 

anyoneoutsidethecarcanreachinfora 

pungenthug.SoIguessthat’sonepractical 

elementtothecar.Asidefromthat,the 

Evoque cabriolet is an unashamedly poser 

orientated car. 

Apparentlythecaristhefirstdroptop 

SUV,butdon’tquotemeonthat.LastI 

checked, topless SUVs had been something 

SouthAfrica’sgamefarmshadusedtocart 

tourists around who cringingly pronounce 

wildebeest as wilder-beast. 

Jokes aside however, this Evoque’s 

quirkiness is very cool. I like attention, so for 

meIgotwhatIwantedwhenIdrovethiscar. 

It’salsocomfortabletodriveeveryday.The 

seats are very supportive and the materials 

used in the car are premium with Range 

Rover opulence. People tend to view the 

EvoqueasaRangeRoverlite,butitcanstill 

go off-road with ease. In the case of the 

cabrio, you can climb mountains in style - 

hair in the wind and all. 

Ifyou’reafamilypersonthecarmaybea 

challengeasithasasmallbootandtwo 

doors, but if one-bedroom apartments are on 

your bond, it works. 

ThecaronlycomesinHSEformat, 

meaningthatit’sthefancierone.Thisalso 

means you get a 2.0-litre turbocharged 

engine that is good for 177kW/340Nm. If 

eight-speed gearboxes are not your thing, 

you’llbepleasedtoknowthattheEvoque 

cabriolet has nine gears. One more because 

they can. It’s the gearbox that just keeps on 

giving–unlesswe’retalkingrpm. 

The car is surprisingly quick, making it 

easiertogetawayfromaplaceafteryou’ve 

causedastir.Italsocarriesafeelgoodvibe, 

likeyoucan’thelpbutfeellikeabosswhen 

youdriveaconvertibleSUV.Topdown, 

musicloud.Whocanknockyourconfidence? 

Hawkersthat’swho.Don’tforgetthemidday 

blazing sun as well, this is Africa after all. 

One thing I did notice with this car was 

thefactthatIwasaveraging13.5 

litres/100km, which in my opinion is quite 

high.MaybeI’mbeingtoocritical,perhaps 

thetargetmarketforthiscarwon’tcarehow 

muchtheyspendonfuel.Gamevehiclesyour 

days are numbered, this is the Big Five: style, 

sophistication, power, adventure, 

uniqueness. 

SPECIFICATION 

“Greatestmotorsportevent 

on the calendar?” 

Goodwood Festival of Speed. All the 

cars that put both brands and drivers 

on the map gathered in one spot. 

1999cc-litre, 4-cyl turbo petrol, AWD, 

9A, 177kW, 340Nm 

8,6 L/100 km,201g/km CO 2 


1936kg 

TESTER’S NOTES A niche amalgamation 

executed pretty well 


Heavyweight can’t 

throw a punch 

Hello 

R R532 800 

ANDREW LEOPOLD 

fyouwanttocreateapurist’scar, 

the unbreakable golden rules 

I remain intact: Discard every 

unnecessary gram, keep clear of 

automaticgearboxesandifatallpossible 

shoehornoneofthosehighcompression 

normally aspirated engines under the bonnet. 

Mazdaknowsthis,theMX-5haslongbeena 

pillar in this school of thought so I’m left 

baffledthatin12monthsoflaunchingthe 

currentMX-5they’vesuddenlytakenonacase 

ofamnesiawhenitcomestoapplying these 

sameprinciplestotheMX-5RF. 

A surefire way of causing havoc with any 

car’s basic dynamics is to devise a metal 

foldingroof–partoftheMX-5’sinstantcharm 

wasunlatchingitbeforetwistingaroundin 

thechairtounfolditinaneatheap.This 

electric ‘convenience’ weighs the MX-5 RF 

downby51kilograms.Notmuchyou’dargue 

butwhenlumpedwithanautomaticgearbox 

thespirallingeffectithasonanurgent 

getaway and in-gear acceleration is 

cataclysmic. 

MX5’s notoriously permeable layer 

between ragged-edge-stuff and law-abiding 

speedisnolongerabalancetosavourbecause 

theMX-5RFcanneverquitereachthepoint 

whereyoufeellikeyou’regoingfastenough,or 

thecar’sallowingyoutocontrolmuchbeyond 

adesperateflickofthesteeringpaddles. 

Traction control is a bit of a dashboard 

decoration…sport mode struggles to add fire 

intoaformulahobbledbyweightandgearbox 

mappingakintoabenignfamilycrossover. 

Andno,I’mnotscoringMX-5RFsolely on 

the ability to slew sideways at every 

roundaboutbuteventhatessentialnimbleness 

ismissing.Youmightfeelcompelledtotakeit 

onaslowsceniccruiseatconversational 

speedsthanharassesitdownamountain. 

Interactionhappensatanarm’slengthwhen 

you’re used to any iteration of MX-5 tugging 

everysinew,evenatamildcanter. 

Pitythenbecauseforallthosedynamic 

spoilsthehardtopfastbackMX-5isalooker. 

Beefed up by those fixed C-pillars, T-bar 

inspired protection that creates a little 

aperture between your head and the boot – ah, 

mid-engined aspirations. 

Don’tletthesparseinteriorleadyouto 

believethishasbeenputtogetherinahurry. 

Theinterpretationbetweenretroandchichas 

been carried out with beguiling results with 

theinterplaybetweenleatherandbaremetal 

topnotch.Thequalityisimpeccable,thelevel 

ofinsulationjustrightandourMazdacame 

withsuperfluousitemslikeLaneDeparture 

Warning, navigation and Blind Spot 

Monitoring. 

Withmodelcannibalismarealthing,the 

pricey,less-funMX-5RFisonthiniceas 

Mazda succeeds at being the architects of its 

own demise. 

SPECIFICATION 

“Greatest motorsport event 


Dakar. Fairly lax rules, vague route 

maps and the privateers are true 

heroes. 

1998cc 4cyl, petrol, RWD, 118kW, 200Nm 

6.7l/100km, 156g/km 


1126kg 

TESTER’S NOTES Less limber than standard 

MX-5 in every measurable way. 


95


Fuel for 

free 

Hello 

R555 700 

LANCE BRANQUINHO 

R 

ery many bad things happen 

whentheRanddoesadolphin 

V anddivesbelowthesurfaceof 

predictability on any currency 

trading graph. 

Your pending iPhone7 128g purchase 

demotes to a 16g, branded sneakers are 

replaced by Chinese-store imitation items 

andfuelbecomesalotmoreexpensive. 

We’resureyoucansacrificeonSmartphone 

memory storage and step-out in slight 

discomfort,butyoucan’tuselessfuel. 

It’stheveryworstofdecisions,whatto 

dowhenfuelpricesstarttakingofflikethat 

SA280flighttoPerth,theoneyouwonderif 

youshouldbeon.Eitheryoudrivealot less 

oryoudrivesomethingwithless 

performance. Both of those are unacceptable 

outcomes in the TopGear world of logic. 

This is where the Mazda BT-50 is such a 

saviour. Slightly less ungainly in appearance 

for2017,courtesyofanewgrille,bumper 

andlights,it’snowamoreacceptableFord 

Ranger clone. South Africans still refuse to 

consideritassuch,andtheirdenialcanbe 

your salvation from a fuel price restricted 

motoring future. 

How?Pricingpower.Despitebeing 

powered by virtually the same 147kW 

3.2-litreturbodieselfive-cylinderas 

Ranger, and boasting similar features 

(though worse infotainment and phone 

synching), nobody’s interested in BT-50. If 

youcanrecognisethevaluebehindits 

looks,BT-50’sanabsolutesteal–a 

comparativeRanger3.2XLTisabitmore 

than R30k dearer than Mazda’s double-cab 

bakkie. Similar in every possible way, but 

forthosebadgesonthegrille, steering 

wheel boss and tailgate. 

Both also have 80-litre fuel tanks and to 

fillthose,costaboutR950apiece.Divide 

thepricedifferentialbetweenRangerand 

BT-50 by fuelling cost, and Mazda’s 

theoretically giving you nearly 35 tankful’s 

worth of fuel for free. A simply stupendous 

deal. 

WiththeMazda,youneverhaveto 

rationtheuseofits470torques.Thisisthe 

generous benefit of choosing BT-50 over 

Ranger,withfueltoburn(okay,it’sdiesel, 

sotechnicallyitcompressestoignite,but, 

whatever), you’re able to immerse yourself 

in the entirety of the five-cylinder 

double-cab bakkie ownership experience. 

There’s nothing worse than having 

night-surfer data you can’t use. With 

Mazda’s BT-50, you have an every occasion 

useableFordRanger,becausethere’snever 

asenseofdreadwhenyoufeel the urge to 

leverage that right pedal. 

SPECIFICATION 

“Greatestmotorsportevent 


24 Hours of Nurburgring. The world’s 

greatest road with 200 cars and 

25km laps 

3198cc 5-cyl, turbodiesel, 4x4, 147kW, 470Nm 

9.7l/100km, 256g/km CO 2 

0-100km/h N/A, 175km/h 

1963kg 

TESTER’S NOTES 

 

double-cab bakkie diesel that sounds right 


Size 

matters 

R 

Hello 

R459 900 

The Everest range has been smartly 

expandedwith8modelsnowonofferandI 

have to point out that the 2,2TDCi XLS 4WD 

isquitepossiblythepickofthebunch.It 

comesstandardwithagenerousamountof 

relevant,usefulfeaturesincludingHillAssist, 

SYNC1connectivity(thenewSYNC3only 

offered on higher spec versions), Ford’s 

Terrain-Management System for off road 

adventures and of course, a trusted warranty 

and service plan. 

I’mstillconflictedabout7-seaters.But 

beforetheEverestleftourgarage(forthe 

moment), I asked my 3-year-old son why he 

liked the Everest so much. “It’s so very BIG.” 

Case closed. 

AVON MIDDLETON 

et’stakestockofthecurrent 

situation(mine).Marriedto1; 

L Father of 3; ‘Considering’ a fourth 

(not really). Let’s take stock of 

thecarinquestion:2,2Lturbodiesel,4-wheeldrive. 

Carrying capacity of 7. Time in my 

garage: Not nearly enough according to 

everyone in the house. 

I’ve always been a bit conflicted about 

high-riding,7-seatersthatclaimtobethemost 

rationaloptionforlarge(r)families.Iquestion 

the dynamic capability and all that weighs 

downonit.I’munderwhelmedbythelackof 

powerandmyeyeswaterasIobservethe 

plungingfuelgauge.Apartfromthe 

practicality of 7-seats, it all just doesn’t quite 

makesensetome. 

WiththeFordEverest2,2TDCiXLSinour 

garage,Icametothequickrealisationthatit 

wasn’t all about me and my dim-witted 

obsessionwithweightsaving,powerandsports 

seats. They absolutely loved the Ford Everest 

andthatwastheendofthediscussion. 

So with some trepidation I found myself 

listeningtotheargumentsmadebyeach 

factionoftheMiddletonfamily,most 

emphatically by the two madam-speakers in 

myhouse.Asalientpointisthatthe3-row 

configuration allows us to separate my two 

oldestpoliticiansintotwoseparaterows.The 

oldestinthelastrowbecausesheneedsher 

space, of which there is plenty and the other 

two in the middle row. This is genius because 

allofasudden,whatwastraditionallyan 

unrulyroadtriptotheVaalbecameaquiet, 

comfortableaffairthatwasagreeably dubbed 

‘quality time’ by all in session. 

Thissilencewaspartlyduetothelackof 

bickeringbutmostlyduetothenew2,2L 

Duratorq engine that provides ample and 

acceptableshovewhencruising.Thenew 

engine is part of Ford’s expanded Everest range 

andisquitepossiblythemostrationalofall 

becauseit’ssuitablypoweredandturnsingood 

fueleconomyforwhatisabehemothofacar. 

Thesheersizemakesitungainlyintrafficand 

themanualoptionthrowsitdownthelist(no 

auto in the 4x4 version) as the perfect 

school-run car but it is fitted with standard 

featureslikePDCandareversingcamerawhich 

helpwhenparkingnegotiationsarecalledin. 

I’ve acquiesced to another salient point 

abouttheEverest–therearen’tmanycars 

thatare morepractical.Withcavernous 

interior space, one-touch folding seats, a 

robustyetqualitycabingenerouslyfittedwith 

multiple USB and 12V ports, cupholders and 

storage bins. 

There’soneglaringproblemaboutthe 

Everestthatleftmeandmyfamily,surprisingly 

disappointed. The omission of ISOFIX child 

seatanchors.Wehadtodustofftheoldchild 

seatsandstrapthemintheold-fashionedway 

- because you can’t keep a good fam down. 

SPECIFICATION 

“Greatestmotorsporteventon 

the calendar?” 

Formula 1 Grand Prix Du Canada 

Île Notre Dame, Montreal dishes out the 

best racing on a track that is part streetcircuit 

and part classic racetrack 

2198cc, 4-cyl, turbodiesel, 4WD, 6M, 

118kW, 385Nm 

7,3 L/100 km, 193 g/km CO 2 

0-100km/h in 12.6secs, 186km/h 

2220kg 

TESTER’S NOTES 7-seaters are superb for 

 


97

LAST UPDATED ON 12 MAY 2017 

TG SPEAKS 

Our verdict on the brand 

SOME WORDS... 

...about the car. These may or may not 

find favour with you 

FUEL ECONOMY 

Less is, um, more. same applies to 

0-100kph, too 

MODEL CHOICE 

You won’t find every car here, just the ones 

that count 

KIA SPORTAGE 

PRICE kW Nm 0-100 km/h L/100km CO2 RATING 

1.6T GT-Line AWD 599 995 130 265 9.1 201 7.5 175 7/10 

MERCEDES-BENZ E-CLASS SEDAN 


Mercedes-AMG E43 4Matic 1 162 508 295 520 4.6 250 8.4 192 7/10 

Pg 104 

Pg 106 


ABARTH 

TopGear on Abarth: 

Oddly Austrian in origin, the original hot hatch brand was conveniently 

forgotten by Fiat in favour of Alfa Romeo. 

500 595 

Comparatively senseless. But when a car’s this 

pretty, light and engaging, you just want one. 


500 595 1.4T 299 950 107 206 7.8 210 6.0 139 

500 595 1.4T auto 324 950 107 206 8.0 210 5.8 134 

500C 595 1.4T 339 950 107 206 7.8 210 6.0 139 

500C 595 1.4T auto 364 950 107 206 8.0 210 5.8 134 

500 595 turismo 1.4T 369 950 121 230 7.3 218 6.0 139 

500 595 turismo 1.4T auto 394 950 121 230 7.4 218 5.8 134 

500C 595 turismo 1.4T 409 950 121 230 7.3 218 6.0 139 

500C 595 turismo 1.4T auto 434 950 121 230 7.4 218 5.8 134 

500 595 competizione 1.4T 443 450 132 250 6.7 225 6.0 139 

500 595 competizione 1.4T auto 468 450 132 250 6.9 225 5.8 134 

500C 595 competizione 1.4T 483 450 132 250 6.7 225 6.0 139 

500C 595 competizione 1.4T auto 508 450 132 250 6.9 225 5.8 134 

124 spider 

More expensive than the MX-5 but turbo engine 

exploits brilliant chassis 


124 spider turismo 649 900 125 250 6.8 232 6.4 148 

ALFA ROMEO 

TopGear on Alfa Romeo: 

Gorgeous styling cloaks average mechanical bits. Petrolhead credentials 

invalidated if you haven’t owned one once. 4C rather special. 

Giulietta 

 

 

want it, and also why you don’t. 


1.4TB 319 900 88 215 9.4 195 6.1 144 5/10 

1.4TB Super 362 900 88 215 9.4 195 6.1 144 5/10 

1.4TB Super auto 412 900 125 250 7.7 218 4.9 114 5/10 

1750TBi Veloce 479 900 170 340 6.0 244 6.8 157 6/10 

4C 

 

 


coupé 1 162 900 177 350 4.5 258 6.8 157 8/10 

Spider 1 340 900 177 350 4.5 257 6.9 161 8/10 

Giulia 

 

 


2.0T 555 000 147 330 6.6 235 5.9 138 

2.0T Super 625 000 147 330 6.6 235 5.9 138 

1 400 000 375 600 3.9 307 8.2 189 

ASTON MARTIN 

TopGear on Aston Martin: 

James Bond’s car company defines the term cool Britannia. 

An achingly beautiful range of cars which all look quite similar. 

Vantage 

The car that took on the 911. And lost. But hey, it’s 

an Aston, which means your handmade brogues 

versus the Porsche’s R1000/pair takkies. 


V8 Vantage S POA 321 490 4.5 305 13.8 321 7/10 

V8 Vantage S auto POA 321 490 4.5 305 12.8 296 8/10 

V8 Vantage S roadster POA 321 490 4.5 305 13.8 321 7/10 

V8 Vantage S roadster auto POA 321 490 4.5 305 12.8 296 7/10 

V12 Vantage S POA 421 620 3.9 330 14.7 343 8/10 

V12 Vantage S roadster POA 421 620 4.0 323 14.7 343 8/10 

Rapide 

Aston has ensured the latest Rapide is, err, rapid-er 

 

Better than ever. 


Rapide S POA 410 620 4.9 306 14.3 332 8/10 

DB11 

Twin-turbochared V12 powers the most 

revolutionary Aston since DB9 in 2003. 

The Bond car company is modernising. 

Not anymore. 


coupé POA 447 700 3.9 322 n/a n/a 8/10 

 

 

Aston and is likely to struggle to broaden the 

customer base. 


coupé POA 424 630 3.8 324 12.8 298 7/10 

Volante POA 424 630 4.0 317 12.8 298 8/10 

S coupé POA 433 630 3.5 324 12.8 298 

S Volante POA 433 630 3.7 317 12.8 298 

AUDI 

TopGear on Audi: 

Bauhaus styling influence makes its cars appear a touch generic but 

the cabins are flawless. R8 symbolic of Ingolstadt’s ascendance. 

A1 / S1 

Essentially a really posh Polo, Audi’s A1 wears 

the Emperor’s New Clothes. Either way it’s good, 

but R280k+ good? 


286 000 70 160 10.9 186 4.2 97 6/10 

303 500 70 160 10.9 186 4.4 102 5/10 

301 500 70 160 10.9 186 4.2 97 5/10 

319 000 70 160 10.9 186 4.4 102 5/10 

327 500 92 200 8.8 204 4.9 115 6/10 

345 000 92 200 8.8 204 4.9 112 6/10 

419 500 141 250 6.8 234 5.6 129 6/10 

293 500 70 160 11.1 186 4.2 97 6/10 

311 000 70 160 11.1 186 4.4 102 6/10 

309 000 70 160 11.1 186 4.2 97 6/10 

326 500 70 160 11.1 186 4.4 102 6/10 

335 000 92 200 8.9 204 5.1 118 6/10 

352 500 92 200 8.9 204 4.9 112 6/10 

427 000 141 250 6.9 234 5.6 129 7/10 

499 000 170 370 5.8 250 7.0 162 8/10 

506 500 170 370 5.9 250 7.1 166 8/10 

Q2 

 

beam rear suspension. 


434 500 85 200 10.7 194 5.1 117 7/10 

453 000 85 200 10.5 194 5.1 117 7/10 

511 000 110 250 8.5 212 5.5 124 7/10 

529 500 110 250 8.5 212 5.2 119 7/10 

2.0TDI sport 565 000 105 340 8.1 211 5.0 131 7/10 

A3 / S3 

New A3 is here. Old looks, but new bits underneath. 

Now more polished than ever. 


391 000 85 200 9.7 206 4.6 106 6/10 

409 500 85 200 9.7 206 4.6 106 6/10 

412 000 110 250 8.1 220 4.6 107 7/10 

430 500 110 250 8.1 220 4.8 111 7/10 

429 500 140 320 6.8 244 5.6 126 7/10 

448 000 140 320 6.7 244 5.7 128 7/10 

3-door 2.0TDI 481 500 105 340 8.2 218 4.5 118 7/10 

398 500 85 200 9.9 206 4.5 104 7/10 

417 000 85 200 9.9 206 4.6 106 7/10 

419 500 110 250 8.2 220 4.7 109 7/10 

438 000 110 250 8.2 220 4.9 113 7/10 

437 000 140 320 6.9 244 5.6 126 7/10 

455 500 140 320 6.8 244 5.7 128 7/10 

Sportback 2.0TDI 489 000 105 340 8.3 218 4.5 118 7/10 

408 500 85 200 9.9 211 4.5 105 

427 000 85 200 9.9 211 4.5 105 

429 500 110 250 8.2 224 4.7 109 6/10 

448 000 110 250 8.2 224 4.8 111 6/10 

447 000 140 320 6.9 250 5.6 126 

465 500 140 320 6.8 250 5.6 126 

sedan 2.0TDI 499 000 105 340 8.3 224 4.5 118 7/10 

566 500 140 320 7.2 250 5.9 134 

638 500 228 400 4.6 250 6.4 146 7/10 

646 000 228 400 4.6 250 6.5 149 7/10 

656 000 228 400 4.6 250 6.4 148 7/10 

758 000 228 400 5.1 250 6.7 153 7/10 

Q3 / RS Q3 

This is the car Audi says rivals the Range Rover 

 

complex. 


476 000 110 250 9.2 204 5.5 133 6/10 

476 000 110 250 8.9 204 5.8 138 6/10 

2.0TDI S 523 500 110 340 9.3 204 4.7 128 6/10 

578 000 132 320 7.6 217 6.5 150 6/10 

597 000 135 380 7.9 219 5.3 139 6/10 

882 500 250 450 4.8 250 8.4 198 7/10 

A4 

Meet the area manager’s new A4. Just like the 

regional manager’s old A4. Lighter and smartly. 

Quite unlike the regional manager who drives it. 


476 500 110 250 8.7 210 5.2 123 7/10 

494 500 110 250 8.5 210 4.9 114 7/10 

536 500 140 320 7.3 210 4.9 112 7/10 

2.0TDI 559 000 140 400 7.7 237 4.1 107 7/10 

666 000 185 370 5.8 250 6.2 141 7/10 

Q5 / SQ5 

Audi’s ‘small’ SUV is only small because the Q7 

 

 


661 500 130 380 9.0 200 6.0 159 5/10 

724 500 165 350 7.1 222 7.9 184 4/10 

1 006 500 240 650 5.1 250 6.6 174 6/10 

n’t chase away the old stereotypes, but the 

 

uinely cool. 


563 500 132 250 7.0 241 5.7 129 7/10 

601 000 169 370 6.0 250 6.3 148 8/10 

691 000 169 370 5.3 250 6.4 151 8/10 

750 500 228 380 4.6 250 6.9 159 8/10 

A5 / S5 Sportback 

Entire range is inherently sporty smooth. Planted, 

secure with underlying luxury experience. 

PRICE kW Nm 0-100 L/100k RATING 

589 000 140 320 7.5 239 5.5 126 

Sportback 2.0TDI 619 000 140 400 7.9 235 4.2 109 

652 500 140 400 7.4 235 4.5 117 

723 500 185 370 6.0 250 6.2 141 

928 000 260 500 4.7 250 7.5 170 

A5 / S5 coupé 

 

All models are inherently sporty 


589 000 140 320 7.3 240 5.1 117 

coupé 2.0TDI 619 000 140 400 7.7 238 4.1 107 

652 500 140 400 7.2 235 4.4 114 

723 500 185 370 5.8 250 5.2 141 

928 000 260 500 4.7 250 7.4 170 

A6 / S6 / RS6 

 

 

Still a bit dull. 


662 000 140 320 7.9 233 5.7 133 6/10 

2.0TDI SE 695 500 140 400 8.2 232 4.2 109 6/10 

3.0TDI SE 733 500 160 400 7.1 244 4.7 122 6/10 

822 500 185 370 6.7 250 5.9 171 6/10 

1 161 500 331 550 4.4 250 9.2 214 7/10 

1 554 500 412 700 3.9 250 9.8 223 8/10 

Q7 

About time too. New Q7 smaller on the outside, 

 

too. Maybe. 


970 000 185 370 6.9 233 7.3 169 8/10 

1 027 000 183 600 6.9 225 6.3 164 8/10 

A7 / S7 / RS7 Sportback 

Audi’s niche-busting continues. The A7 is basically 

 

interior, and a slightly more practical boot. 


1039500 200 580 5.7 250 5.2 136 7/10 

1 145 500 235 650 5.2 250 6.1 162 7/10 

1 295 000 331 550 4.6 250 9.3 215 7/10 

1757000 412 700 3.9 250 9.5 221 8/10 

A8 / S8 

Will the A8 ever escape the S-Class’s shadow? 

Probably not, but then on this evidence, it 

doesn’t deserve to. 


1 369 000 190 580 5.9 250 5.9 155 8/10 

1 753 500 283 850 4.7 250 7.4 194 8/10 

1 788 000 382 650 4.1 250 9.6 225 8/10 

A8 L 

1563000 190 580 6.1 250 6.0 158 8/10 

1 950 500 283 850 4.9 250 7.5 197 8/10 

2376000 368 625 4.6 250 11.3 264 7/10 

R8 

 

 

Nope, not at all. 


2 735 500 397 540 3.5 320 11.4 272 8/10 

3089000 449 560 3.2 330 12.3 287 8/10 

2 905 500 397 540 3.6 318 11.7 277 


99

BAIC 

TopGear on BAIC: 

D20 

Major SA investment in local production and dealer network 

gives this Chinese brand a positive start. ABS and airbags 

soothe safety fears, a bit. 


hatch 1.3 Comfort 149 990 75 128 n/a n/a n/a n/a 

hatch 1.5 Comfort 169 990 85 148 n/a n/a n/a n/a 

hatch 1.5 Fashion 179 990 85 148 n/a n/a n/a n/a 

hatch 1.5 Fashion auto 189 990 85 148 n/a n/a n/a n/a 

sedan 1.5 Fashion auto 209 990 85 148 n/a n/a n/a n/a 

BENTLEY 

TopGear on Bentley: 

VW’s British luxury division is the choice of nouveau ri 

Unfortunately. Impeccably built but not the last word i 

Continental 

 

party, the Continental, in coupé and convertible 

guises, is a masterclass in cod-British style. 


3 562 000 373 660 4.8 303 10.5 246 8/10 

3 794 000 373 660 5.0 301 10.9 254 8/10 

3 791 000 389 680 4.5 309 10.5 246 8/10 

4 168 000 389 680 4.7 308 10.9 254 8/10 

GT W12 3 909 000 434 720 4.5 318 14.1 327 7/10 

GT W12 convertible 4 165 000 434 720 4.7 314 14.2 330 7/10 

GT Speed W12 4 163 000 467 820 4.2 331 14.5 338 7/10 

GT Speed W12 convertible 4 577 000 467 820 4.4 327 14.9 347 7/10 

Supersports 4 450 000 522 1017 3.5 336 15.7 358 8/10 

Supersports convertible 4 850 000 522 1017 3.9 330 15.9 362 8/10 

Flying Spur 

It’s the four-door saloon version of the W12 

Continental GT. That’s it really. 


3 622 000 373 660 5.2 295 10.9 254 7/10 

3 861 000 388 680 4.9 306 10.9 254 7/10 

W12 4 009 000 460 800 4.6 320 14.7 343 7/10 

Bentayga 

Bentley aims to best the Range Rover with its 

fearsomely quick, luxurious and expensive 

 


W12 3 987 000 447 900 4.1 301 12.8 292 8/10 

Mulsanne 

The replacement for the Arnage, and every bit as 

opulent and brilliant. If you can ignore the looks 

(who OK’d those headlights?) this is brilliant. 


Mulsanne 6 152 000 377 1020 5.3 296 14.6 342 7/10 

Mulsanne Speed 6 739 000 395 1100 4.9 305 14.6 342 8/10 

Mulsanne EWB 7 384 000 377 1020 5.5 296 14.6 344 9/10 

BMW 

TopGear on BMW: 

A car company run by engineers prioritising drivers, not passengers. 

Has branched into making the best electric cars too, incidentally. 

1 Series 

Perhaps the pick of the premium hatches right now, 

the 1 Series thrashes the opposition for driving. 

M140i is a bargainous gem. 


118i 417 942 100 220 8.5 210 5.3 123 5/10 

118i auto 438 400 100 220 8.7 210 5.1 119 5/10 

120i 438 400 135 290 7.1 230 5.7 131 6/10 

120i auto 463 784 135 290 7.1 225 5.5 126 6/10 

120d 484 800 140 400 7.1 228 4.1 108 7/10 

120d auto 505 600 140 400 7.0 228 3.9 103 7/10 

125i auto 525 140 165 310 6.1 243 5.7 130 7/10 

M140i 640 726 250 500 4.8 250 7.8 179 8/10 

M140i auto 662 102 250 500 4.6 250 7.1 163 8/10 

2 Series Active Tourer 

 

Nürburgring time for it. First FWD BMW completely 

misses the point. 


218i Active Tourer 450 614 100 220 9.3 205 5.2 121 7/10 

218i Active Tourer auto 471 528 100 220 9.2 205 5.2 122 7/10 

220i Active Tourer 478 380 141 280 7.5 230 6.0 140 7/10 


220d Active Tourer 507 400 140 400 7.6 227 4.5 117 7/10 

220d Active Tourer auto 528 200 140 400 7.5 225 4.3 114 7/10 



2 Series / M2 

2 Series follows BMW’s new naming strategy but 

is very much its own car. And a rather good one 

at that. 


220i coupé 486 554 135 290 7.1 235 5.7 131 7/10 

220i coupé auto 506 784 135 290 7.2 230 5.5 126 7/10 

220d coupé 522 100 140 400 7.1 230 4.4 115 7/10 

220d coupé auto 542 900 140 400 7.0 230 4.1 107 7/10 

230i coupé 531 508 185 350 5.8 250 6.2 142 7/10 

230i coupé auto 550 940 185 350 5.6 250 5.7 130 7/10 

220i convertible 573 066 135 290 7.5 231 6.1 139 6/10 

220i convertible auto 592 954 135 290 7.7 226 5.7 131 6/10 

230i convertible 617 506 185 350 6.1 250 6.5 149 6/10 


M240i coupé 660 026 250 500 4.8 250 7.8 179 8/10 

M240i coupé auto 681 402 250 500 4.6 250 7.1 163 8/10 

M240i convertible 754 866 250 450 4.9 250 8.3 189 7/10 

M240i convertible auto 775 786 250 450 4.7 250 7.4 169 7/10 

M2 coupé 898 206 272 465 4.5 250 8.5 199 9/10 

M2 coupé auto 952 610 272 465 4.3 250 7.9 185 9/10 

X1 

New X1 gets FWD platform from 2 Series Active 

Tourer. Is less objectionable than old one in every 

single way. 


sDrive18i 498 342 100 220 9.7 204 5.3 123 7/10 

sDrive18i auto 519 484 100 220 9.7 200 5.4 126 7/10 

sDrive20i auto 562 852 141 280 7.7 225 6.0 138 7/10 

sDrive20d 546 700 140 400 7.9 225 4.6 120 7/10 

sDrive20d auto 567 500 140 400 7.8 222 4.6 120 7/10 

xDrive20i auto 615 592 141 280 7.4 223 6.4 148 7/10 

xDrive20d auto 633 540 140 400 7.6 219 4.9 130 7/10 

xDrive25i auto 684 934 170 350 6.5 235 6.5 151 7/10 

3 Series / M3 

Not only the benchmark small exec, but one of the 

best saloons of all. Many more versions are out now, 

and all are excellent. 


318i 488 600 100 220 8.9 210 5.1 119 7/10 

318i auto 509 400 100 220 9.1 210 5.0 116 7/10 

320i 527 612 135 290 7.2 235 5.5 128 8/10 

320i auto 547 956 135 270 7.3 235 5.3 124 8/10 

320d 559 500 140 400 7.3 235 4.0 106 9/10 

320d auto 580 300 140 400 7.2 230 4.0 106 9/10 

330i 611 222 185 350 5.9 250 6.1 143 8/10 

330i auto 630 426 185 350 5.8 250 5.5 129 8/10 

330d auto 700 126 190 560 5.6 250 4.9 129 9/10 

330e eDrive auto 767 400 185e 420e 6.1 225 1.9 44 

340i auto 770 448 240 450 5.1 250 6.5 152 9/10 

M3 1 199 636 317 550 4.1 250 8.3 194 8/10 

M3 Competition 1 335 536 331 550 4.0 280 8.3 194 8/10 

3 Series Gran Turismo 

A 3 Series with some extra bottom. Boot is very 

clever but explaining what it is rather less so. 

As close to a Touring as we are going to get in SA. 


320i GT 581 466 135 270 7.9 230 6.6 153 6/10 

320i GT auto 601 468 135 270 7.9 229 6.2 145 6/10 

320d GT 613 800 135 380 8.0 230 4.9 129 6/10 

320d GT auto 634 600 135 380 7.9 226 4.9 129 6/10 

340i GT auto 816 746 240 450 5.1 250 7.0 159 7/10 

i3 

The future is here, its electric and we love it. 

The rest are now playing catch up. From a long 

way behind. 


eDrive 606 800 125e 250e 7.3 150 0.0 0 9/10 

eDrive REx 683 600 125e 250e 8.1 150 0.6 12 9/10 

X3 

Far superior to the last one, which, let’s face it, 

wasn’t tricky. Interior is plusher and it now rides 

comfortably. 


xDrive20i 628 842 135 270 8.4 210 7.4 173 6/10 

xDrive20i auto 648 274 135 270 8.2 210 6.9 161 6/10 

xDrive20d auto 660 826 140 400 8.1 210 4.9 129 6/10 

xDrive28i auto 737 888 180 400 6.5 230 7.0 162 5/10 

xDrive28i auto 737 888 190 560 5.9 232 5.7 149 6/10 

xDrive35i auto 859 022 225 400 5.6 245 8.3 193 6/10 

4 Series / M4 

The name may have changed but the game’s still the 

 


420i Gran Coupé 595 896 135 290 7.5 236 5.8 134 8/10 

420i Gran Coupé auto 615 898 135 270 7.7 236 5.5 127 8/10 

420d Gran Coupé 629 800 140 400 7.5 240 4.2 111 8/10 

420d Gran Coupé auto 650 600 140 400 7.3 231 4.0 106 8/10 

430i Gran Coupé 682 722 185 350 5.9 250 6.1 143 8/10 

430i Gran Coupé auto 701 926 185 350 5.8 250 5.5 129 8/10 

440i Gran Coupé 852 176 240 450 5.1 250 6.6 154 8/10 

420i coupé 595 896 135 290 7.3 236 5.8 134 9/10 

420i coupé auto 615 898 135 270 7.5 236 5.5 127 9/10 

420d coupé 629 800 140 400 7.3 240 4.2 111 8/10 

420d coupé auto 650 600 140 400 7.1 232 4.0 106 8/10 

430i coupé 682 722 185 350 5.9 250 6.1 143 8/10 

430i coupé auto 701 926 185 350 5.8 250 5.5 129 8/10 

440i coupé 852 176 240 450 5.0 250 6.6 154 8/10 

420i convertible 707 750 135 290 8.2 230 6.2 145 8/10 


430i convertible 819 276 185 350 6.4 250 6.6 154 7/10 


440i convertible 974 946 240 450 5.4 250 6.8 159 7/10 

M4 coupé 1 257 436 317 550 4.1 250 8.3 194 9/10 

M4 coupé Competition 1 393 336 331 550 4.2 280 8.8 204 9/10 

M4 convertible 1 419 062 317 550 4.4 250 8.7 203 8/10 

M4 convertible Competition 1 554 962 331 550 4.3 280 8.7 203 8/10 

M4 coupé DTM Champion Edition 2 309 006 368 600 3.8 305 8.5 199 

X4 

People with the hides of rhinos and a passion for 

obnoxiousness bought the X6, so now we have to 

suffer an X4. Joy. 


xDrive20i 752 474 135 270 8.1 212 6.9 161 6/10 

xDrive20d 754 926 140 400 8.0 212 4.9 129 7/10 

xDrive28i 822 588 180 350 6.4 232 7.0 162 6/10 

xDrive30d 915 706 190 560 5.8 234 5.9 156 7/10 

xDrive35i 926 422 225 400 5.5 247 8.3 193 7/10 

5 Series 

Mimics a 7 Series rather well for a lot less money. 


520d 780 156 140 400 7.5 235 4.7 124 7/10 

530i 850 294 185 350 6.2 250 6.2 141 7/10 

530d 963 296 195 620 5.7 250 5.1 134 8/10 

540i 990 316 250 450 5.1 250 7.2 164 7/10 

X5 

The original softroader is very good on the tarmac. 

 

Rover for utter road domination. 


xDrive25d 991 664 170 500 7.7 220 5.6 146 8/10 

xDrive30d 1 075 804 190 560 6.8 230 5.9 156 8/10 

xDrive40e eDrive 1 188 600 230e 450e 6.8 210 3.3 77 6/10 

xDrive40d 1 209 918 230 630 5.9 236 6.0 157 8/10 

xDrive50i 1 309 856 330 650 4.9 250 9.6 224 7/10 

M50d 1 374 942 280 740 5.3 250 6.6 173 8/10 

M 1 938 932 423 750 4.2 250 11.1 258 7/10 

X6 

A more grotesque, slightly less usable iteration of 

the perfectly practical BMW X5. Get it if the idea 

 


xDrive35i 1 151 592 225 400 6.4 240 8.5 198 5/10 

xDrive40d 1 270 302 230 630 5.8 240 6.2 163 6/10 

xDrive50i 1 380 370 330 650 4.8 250 9.7 225 5/10 

M50d 1 565 756 280 740 5.2 250 6.6 174 6/10 

M 1 978 232 423 750 4.2 250 11.1 258 7/10 

6 Series / M6 

Unusually, BMW launched the 6 Series as a 

 

The car is perfect in many ways, but just boring. 


640i coupé 1 216 228 235 450 5.3 250 7.4 172 5/10 

640d coupé 1 261 322 230 630 5.3 250 5.4 143 6/10 

650i coupé 1 618 906 330 650 4.6 250 8.6 199 7/10 

640i Gran Coupé 1 269 156 235 450 5.4 250 7.5 174 8/10 

640d Gran Coupé 1 314 364 230 630 5.4 250 5.5 146 8/10 

650i Gran Coupé 1 665 706 330 650 4.6 250 8.6 199 7/10 

640i convertible 1 316 384 235 450 5.5 250 7.6 176 5/10 

650i convertible 1 705 632 330 650 4.6 250 8.9 208 8/10 

M6 coupé 1 902 468 412 680 4.2 250 9.9 232 6/10 

M6 coupé Competition 2 064 768 441 700 3.9 305 9.9 232 7/10 

M6 Gran Coupé 1 983 268 412 680 4.2 250 9.9 232 6/10 

M6 Gran Coupé Competition 2 130 668 441 700 3.9 305 9.9 232 6/10 

M6 convertible 2 029 966 412 680 4.3 250 10.3 239 6/10 

M6 convertible Competition 2 192 266 441 700 4.0 305 10.3 239 6/10 

7 Series 

Still the driver’s limousine, but that’s not the point. 

S-class still has a better sense of occasion and of 

cohesion, and that’s probably what matters. 


740i 1 445 576 240 450 5.5 250 6.6 154 6/10 

730d 1 471 654 195 620 6.1 250 5.0 131 7/10 

740e eDrive 1 496 500 240e 500e 5.4 250 2.1 49 7/10 

750i 1 896 896 330 650 4.7 250 7.9 184 7/10 

750Li 2 046 838 330 650 4.7 250 8.0 187 7/10 

M760Li xDrive 2 719 736 448 800 3.7 250 12.8 294 7/10 

i8 

A supercar for spacemen. There’s nothing else like it: 

this is a performance car that makes a Prius look like 

a gas-guzzler. 


eDrive coupé 2 015 300 266e 570e 4.4 250 2.1 49 9/10

CHERY 

TopGear on Chery: 

With Chinese cars, there can be no cherry picking. Sorry. 

QQ3 

Like a pre-owned Daewoo Matiz, but worse. 

A lot worse. 


0.8 TE 99 995 38 70 20.0 138 6.8 156 2/10 

0.8 TX 104 995 38 70 20.0 138 6.8 156 2/10 

1.1 TXE 114 995 50 90 18.5 160 5.7 133 2/10 

J2 

An average B-segment effort from Chery with no 

evidence of tracing paper in its design. 


1.5 TX 149 995 72 140 15.1 171 7.4 176 3/10 

1.5 Swag 159 995 72 140 15.1 171 7.4 176 3/10 

J3 

 

1.6 16v. No diesel for RHD markets. Huh? 


1.6 TXE 209 995 93 160 n/a n/a 8.3 194 3/10 

Tiggo 

 

 


1.6 TXE 239 995 93 160 n/a 165 8.6 201 3/10 

CHEVROLET 

TopGear on Chevrolet: 

Local offerings are mostly evolved Daewoos, built in Korea. 

Very little bowtie DNA in evidence. 

Spark 

Semi-convincing alternative to the established 

budget city cars, but jury still out on rhino-meetselephant 

looks. 


1.2 Curve 140 700 60 108 13.3 164 5.4 129 5/10 

1.2 Campus 141 200 60 108 13.3 164 5.4 129 5/10 

1.2 L 157 700 60 108 13.3 164 5.4 129 5/10 

1.2 LS 168 200 60 108 13.3 164 5.4 129 5/10 

1.2 LT 173 500 60 108 13.3 164 5.4 129 5/10 

Utility 

Market leader gets the full Brazilian. Not as good 

as the old one. 


1.4 163 900 68 120 12.8 160 7.2 171 6/10 

1.4 UteSpaza Edition 171 000 68 120 12.8 160 7.2 171 6/10 

1.4 UteSurf Edition 178 700 68 120 12.8 160 7.2 171 6/10 

1.4 UteForce Edition 178 700 68 120 12.8 160 7.2 171 6/10 

1.4 Club 192 500 68 120 12.8 160 7.2 171 6/10 

1.4 Sport 217 400 68 120 12.8 160 7.2 171 6/10 

1.8 182 100 77 161 9.8 185 8.1 193 6/10 

1.8 Club 196 600 77 161 9.8 185 8.1 193 6/10 

1.8 Sport 224 300 77 161 9.8 185 8.1 193 6/10 

Cruze 

Affordable motoring and little else. The sedan is at 

least an interesting proposition compared to 

mainstream choices. 


sedan 1.6 L 252 700 86 155 12.8 190 6.7 157 3/10 

sedan 1.6 LS 286 000 86 155 12.8 190 6.7 157 3/10 

sedan 1.4T LS 292 100 103 200 9.3 195 5.8 135 5/10 

sedan 1.4T LS auto 301 900 103 200 10.4 204 6.8 157 6/10 

Captiva 

Facelifted car is still a cheap way into seven-seat 

 

offers from other Korean brands. 


2.4 LT 409 100 123 230 10.5 190 8.8 210 5/10 

2.4 LT auto 428 600 123 230 11.0 181 9.5 225 5/10 

2.2D LT 444 900 135 400 9.8 192 7.8 208 6/10 

Trailblazer 

 

Toyota Fortuner a run for its money. 


2.5D LT 458 400 120 380 11.8 180 7.6 198 6/10 

2.5D LT auto 476 500 132 440 11.0 180 8.9 233 6/10 

2.8D LTZ 562 800 144 500 10.4 180 9.5 249 6/10 

2.8D 4x4 LTZ 624 300 144 500 10.4 180 9.5 249 7/10 

2.8D 4x4 LTZ Z71 624 300 144 500 10.4 180 9.5 249 7/10 

DATSUN 

TopGear on Datsun: 

Revered racing name scandalously reincarnated with questionable 

safety engineering. From India. Bad karma. 

Go 

Pathetic safety equipment spoils what could have 

been our new people’s champion. Pity. 


1.2 Mid 106 900 50 104 13.3 161 5.2 123 3/10 

1.2 Lux 126 900 50 104 13.3 161 5.2 123 4/10 

1.2 Remix 159 900 50 104 13.3 161 5.2 123 4/10 

Go+ 

 

debit of that at Reef altitudes in South Africa. Just, no. 


1.2 Lux 139 900 50 104 13.3 161 5.2 123 4/10 

DODGE 

TopGear on Dodge: 

Almost forgotten Chrysler sub-brand. Most certainly worth dodging. 

Journey 

Not half bad-looking, but you won’t be saying that 

about its depreciation after two years. 


3.6 R/T 512 900 206 353 n/a n/a 10.4 242 3/10 

Crossroad 3.6 533 900 206 353 n/a n/a 10.4 242 3/10 

FAW 

TopGear on FAW: 

Japanese compact car imitation by a Chinese company. Hatch 

named after notorious Nazi WW2 ballistic missile. Not clever. 

 

What do you call a photocopier machine in China? 

 


1.3 DLX 114 995 67 120 n/a 166 6.5 155 n/d 

1.3 #Like 124 995 67 120 n/a 166 6.5 155 n/d 

Sirius S80 

Don’t confuse it with the similarly named luxury 

 


1.3 Comfort 179 995 67 120 n/a 160 7.5 177 n/d 

1.5 189 995 75 140 n/a n/a 8.1 191 n/d 

1.5 Comfort 194 995 75 140 n/a n/a 8.1 191 n/d 

FERRARI 

TopGear on Ferarri: 

Sickeningly kitsch theme parks don't detract from the cars, which 

are phenomenal and well beyond the capability of their owners. 

California T 

The Ferrari that everyone thought was a Maserati 

 

bring in buyers. 


California T 4 392 000 412 755 3.6 316 10.5 250 6/10 

488 

Evolved 458 that makes turbocharging that much 

more acceptable to the Tifosi. Trick aero. Looks ace. 


488 GTB 5 122 000 492 760 3.0 330+ 11.4 260 10/10 

488 Spider 5 692 000 492 760 3.0 325+ 11.4 260 9/10 

GTC4Lusso 

Evolution of the FF idea, a really big Ferrari hatchback. 

Now has four-wheel steer to prevent three-point 

parking. 


GTC4Lusso T 5 372 000 448 760 3.5 320 11.6 265 

GTC4Lusso 6 218 000 507 697 3.4 335 15.0 350 9/10 

FIAT 

TopGear on Fiat: 

Painless to park. Good to look at. Quintessential Italian urban transport. 

South Africa has a lot of parking space though. Conundrum. 

500 

Not quite the sixties revival Fiat had hope for, but an 

excellent city car lifestyle accessory, if a touch less 

of a driver’s car than more substantial Mini. 


0.9 TwinAir Pop 179 900 63 145 11.0 173 3.8 90 5/10 

0.9 TwinAir Pop auto 190 900 63 145 11.0 173 3.8 88 5/10 

0.9 TwinAir Pop Star 204 900 63 145 11.0 173 3.8 90 5/10 

0.9 TwinAir Pop Star auto 215 900 63 145 11.0 173 3.8 88 5/10 

0.9 TwinAir 63kW Lounge 226 900 63 145 11.0 173 3.8 90 5/10 

0.9 TwinAir 63kW Lounge auto 237 900 63 145 11.0 173 3.8 88 5/10 

0.9 TwinAir 77kW Lounge 233 900 77 145 10.0 188 4.2 99 5/10 

0.9 TwinAir 77kW Lounge auto 244 900 77 145 10.0 188 4.2 99 5/10 

500C 0.9 TwinAir Pop Star 240 900 63 145 11.0 173 3.8 90 5/10 

500C 0.9 TwinAir Pop Star auto 251 900 63 145 11.0 173 3.8 88 5/10 

500C 0.9 TwinAir 63kW Lounge 262 900 77 145 10.0 188 4.2 99 5/10 

500C 0.9 TwinAir 63kW Lounge auto 273 900 77 145 10.0 188 4.2 99 5/10 

500C 0.9 TwinAir 77kW Lounge 269 900 77 145 10.0 188 4.2 99 5/10 

500C 0.9 TwinAir 77kW Lounge auto 280 900 77 145 10.0 188 4.2 99 5/10 

Tipo 

 

to nearly the mundane. A landing spot for current 500 owners 


sedan 1.4 Pop 229 900 70 127 11.5 185 5.7 141 

sedan 1.4 Easy 249 900 70 127 11.5 185 5.7 141 

sedan 1.3 Multijet Easy 274 900 70 200 11.8 183 3.7 117 

sedan 1.6 Easy auto 274 900 81 152 11.2 192 6.3 146 

hatch 1.4 Pop 249 900 70 127 11.5 185 5.7 132 

hatch 1.4 Easy 269 900 70 127 11.5 185 5.7 132 

hatch 1.4 Lounge 289 900 70 127 11.5 185 5.7 132 

hatch 1.6 Easy auto 294 900 81 152 11.2 192 6.3 146 

500X 

The quest to cash in on the 500 continues. 

Not a bad crossover, but in South Africa most will 

probably prefer to go Renegade. 


1.6 Pop 279 900 81 152 11.5 180 6.4 147 6/10 

1.6 Pop Star 299 900 81 152 11.5 180 6.4 147 6/10 

1.4T Cross 347 900 103 230 9.8 190 6.0 139 6/10 

1.4T Cross auto 364 900 103 230 9.8 190 5.7 133 6/10 

Fullback 

It’s a Mitsubishi Triton, with a Fiat badge and 

branding support. Could you imagine anything 

stranger to a South African bakkie buyer? 


2.4 232 900 97 202 n/a 169 10.3 246 5/10 

2.5Di-D 269 900 100 324 n/a 167 7.8 204 

2.5Di-D double cab SX 402 900 100 324 n/a 167 7.9 207 6/10 

2.5Di-D double cab 4x4 LX 468 900 131 400 n/a 167 7.7 206 6/10 

2.4Di-D double cab 4x4 LX auto 499 000 113 380 n/a 169 7.8 207 

FORD 

TopGear on Ford: 

American alternative to VW, with a range of very tidily engineered 

cars. Ranger has become Hilux’s most credible rival in, well, forever. 

Figo 

 

much its own emerging market platform. Credible, 

somewhat affordable, family motoring. 


hatch 1.5 Ambiente 175 700 82 136 11.8 175 5.9 141 3/10 

hatch 1.5 Trend 187 900 82 136 11.8 175 5.9 141 5/10 

hatch 1.5 Titanium 203 900 82 136 11.8 175 5.9 141 5/10 

hatch 1.5 Titanium auto 215 900 82 136 12.0 175 6.0 142 5/10 

hatch 1.5TDCi Ambiente 197 900 74 215 12.1 175 4.1 108 6/10 

hatch 1.5TDCi Trend 207 900 74 215 12.1 175 4.1 108 6/10 

sedan 1.5 Ambiente 176 900 82 136 11.8 175 5.9 141 6/10 

sedan 1.5 Trend 188 900 82 136 11.8 175 5.9 141 5/10 

sedan 1.5 Titanium auto 217 900 82 136 12.0 175 6.0 142 5/10 

Fiesta 

Arguably the best supermini on sale. Pace setter or 

pacemaker, there’s something for everyone here. 


5-door 1.4 Ambiente 226 400 71 128 12.2 175 5.7 130 7/10 

5-door 1.0T Ambiente 225 300 92 170 9.4 196 4.3 99 7/10 

5-door 1.0T Ambiente auto 239 900 74 170 10.8 180 4.9 114 7/10 

5-door 1.0T Trend 240 900 92 170 9.4 196 4.3 99 7/10 

5-door 1.0T Trend auto 250 900 74 170 10.8 180 4.9 114 7/10 

5-door 1.0T Titanium 264 900 92 170 9.4 196 4.3 99 7/10 

5-door 1.0T Titanium auto 274 900 74 170 10.8 180 4.9 114 7/10 

5-door 1.5TDCi Ambiente 247 900 55 185 13.5 167 3.6 94 7/10 

5-door 1.5TDCi Trend 254 900 55 185 13.5 167 3.6 94 7/10 

3-door ST 325 900 134 290 6.9 220 5.9 138 8/10 

B-Max 

Ford’s Opel Meriva rival. Sliding doors and no 

B-pillars means easy access and brilliant packaging. 

Needs an auto, though. 


101


1.0T Ambiente 241 900 74 170 13.2 175 5.1 119 6/10 

1.0T Trend 265 900 92 170 11.2 189 4.9 114 6/10 

1.0T Titanium 291 900 92 170 11.2 189 4.9 114 6/10 

EcoSport 

 

Fiesta on stilts, anyone? 

PRICE kW Nm 0-100 NG 

1.5 Ambiente 252 900 82 138 11.6 175 6.5 154 6/10 

1.0T Trend 280 900 92 170 12.7 181 5.7 131 6/10 

1.0T Titanium 307 900 92 170 12.7 181 5.7 131 6/10 

1.5 Titanium auto 312 900 82 138 13.4 175 6.5 154 5/10 

1.5TDCi Trend 283 900 74 205 14.5 160 4.5 125 7/10 

1.5TDCi Titanium 308 900 74 205 14.5 160 4.5 125 7/10 

Focus 

New engines, new interior design, even a tweak to 

perk the handling back up. Focus is back to its best. 


sedan 1.0T Ambiente 254 900 92 170 11.1 192 5.0 110 7/10 

sedan 1.0T Ambiente auto 267 900 92 170 11.1 192 5.5 125 7/10 

sedan 1.0T Trend 271 900 92 170 11.1 192 5.0 110 7/10 

sedan 1.0T Trend auto 285 900 92 170 11.1 192 5.5 125 7/10 

sedan 1.5TDCi Ambiente 296 300 88 270 10.6 195 4.1 105 7/10 

sedan 1.5TDCi Trend 301 300 88 270 10.6 195 4.1 105 7/10 

sedan 1.5T Trend 307 900 132 240 8.7 222 5.6 128 7/10 

sedan 1.5T Trend auto 324 900 132 240 9.0 220 6.1 140 7/10 

hatch 1.0T Ambiente 259 900 92 170 11.1 192 5.0 108 7/10 

hatch 1.0T Ambiente auto 272 900 92 170 11.1 192 5.5 125 7/10 

hatch 1.0T Trend 278 900 92 170 11.1 192 5.0 108 7/10 

hatch 1.0T Trend auto 290 900 92 170 11.0 192 5.5 125 7/10 

hatch 1.5TDCi Ambiente 315 300 88 270 10.5 193 4.1 105 7/10 

hatch 1.5TDCi Trend 326 300 88 270 10.5 193 4.1 105 7/10 

hatch 1.5T Trend 313 900 132 240 8.6 224 5.5 127 7/10 

hatch 1.5T Trend auto 330 900 132 240 8.9 222 6.1 140 7/10 

ST 1 440 000 184 360 6.5 248 6.8 159 8/10 

ST 3 481 900 184 360 6.5 248 6.8 159 8/10 

RS 699 900 257 440 4.7 266 7.7 175 8/10 

Ranger 

So much more bakkie than before, plus it’s bigger. 

Gotta like the big bro F150 genes. 


2.5 227 900 122 226 n/a n/a 10.8 257 6/10 

2.2 239 900 88 285 n/a n/a 6.6 172 6/10 

2.2 Hi-Rider XL 319 900 118 385 n/a n/a 6.9 182 6/10 

2.2 Hi-Rider XL auto 335 900 118 385 n/a n/a 7.5 197 7/10 

2.2 4x4 XL 377 900 118 385 n/a n/a 6.9 182 6/10 

2.2 Hi-Rider XLS 361 900 118 385 n/a n/a 6.9 182 6/10 

2.2 4x4 XL-Plus 385 900 118 385 n/a n/a 6.9 182 6/10 

2.2 4x4 XLS 429 900 118 385 n/a n/a 6.9 182 6/10 

2.2 4x4 XLS auto 444 900 118 385 n/a n/a 8.1 214 7/10 


3.2 4x4 XLS 449 900 147 470 n/a n/a 8.3 218 7/10 

SuperCab 

2.2 Hi-Rider 272 900 88 285 n/a n/a 6.9 182 6/10 



2.2 4x4 XL 410 900 118 385 n/a n/a 6.9 182 7/10 

2.2 Hi-Rider XLS auto 424 900 118 385 n/a n/a 7.5 197 7/10 

2.2 4x4 XLS auto 487 900 118 385 n/a n/a 8.1 214 7/10 


3.2 4x4 XLS 474 900 147 470 n/a n/a 8.3 218 7/10 

3.2 4x4 XLT auto 534 900 147 470 n/a n/a 8.8 230 7/10 

double cab 

2.2 Hi-Rider 299 900 88 285 n/a n/a 6.9 182 6/10 



2.2 4x4 XL 432 900 118 385 n/a n/a 6.9 182 6/10 

2.2 4x4 XL auto 447 900 118 385 n/a n/a 8.1 214 7/10 


2.2 4x4 XL-Plus 447 900 118 385 n/a n/a 6.9 182 6/10 

2.2 4x4 XLS 518 900 118 385 n/a n/a 6.9 182 7/10 

2.2 4x4 XLS auto 534 900 118 385 n/a n/a 8.1 214 7/10 

2.2 Hi-Rider XLT 482 900 118 385 n/a n/a 6.9 182 7/10 

2.2 Hi-Rider XLT auto 497 900 118 385 n/a n/a 7.5 197 7/10 

3.2 Hi-Rider XLT 519 900 147 470 n/a n/a 8.2 217 7/10 

3.2 Hi-Rider XLT auto 534 900 147 470 n/a n/a 8.5 225 7/10 

3.2 4x4 XLT 578 900 147 470 n/a n/a 8.3 218 7/10 

3.2 4x4 XLT auto 593 900 147 470 n/a n/a 9.0 236 7/10 

3.2 4x4 Fx4 593 900 147 470 n/a n/a 8.3 218 7/10 

3.2 4x4 Fx4 auto 608 900 147 470 n/a n/a 9.0 236 7/10 

3.2 Hi-Rider Wildtrak 549 900 147 470 n/a n/a 8.2 217 7/10 

3.2 Hi-Rider Wildtrak auto 566 900 147 470 n/a n/a 8.5 225 7/10 

3.2 4x4 Wildtrak auto 619 900 147 470 n/a n/a 9.0 236 7/10 

Tourneo Connect 

Compact van with credibly contemporary turbocharged 

engines and loads of kit. Crossover 

obsessed South Africans won’t bother, though. 


1.0T Ambiente 318 900 74 170 n/a 165 5.6 129 5/10 

1.0T Trend 328 900 74 170 n/a 165 5.6 129 5/10 

1.0T Titanium 398 900 74 170 n/a 165 5.6 129 6/10 

Kuga 

The Kuga has grown up and bought some sensible 

clothes. Sure, it’s highly pricey but so are others. 


1.5T Ambiente 383 900 110 240 9.7 195 6.6 154 6/10 


1.5T Ambiente auto 399 900 132 240 9.9 200 7.0 162 6/10 

1.5T Trend 421 900 110 240 9.7 195 6.6 154 6/10 

1.5T Trend auto 437 900 132 240 9.9 200 7.0 162 6/10 

1.5T AWD Trend 467 900 132 240 10.1 200 7.7 179 6/10 

2.0T AWD Titanium 516 900 177 240 7.8 212 8.8 204 6/10 

2.0TDCi AWD Trend 499 900 132 400 10.4 200 6.2 162 6/10 

2.0TDCi AWD Titanium 543 900 132 400 10.4 200 6.2 162 6/10 

Fusion 

 

American. Loads of clever kit. Well done Ford. 


1.5T Trend 419 900 132 240 9.2 218 7.4 173 6/10 

2.0T Trend 433 900 149 300 8.7 232 7.5 174 7/10 

2.0T Titanium 508 900 177 340 7.9 240 8.5 187 7/10 

2.0TDCi Titanium 553 900 132 400 8.6 225 5.1 124 7/10 

Tourneo Custom 

It’s like a posh Transit, only less panel-vanny. 


2.2TDCi SWB Ambiente 511 400 74 310 n/a 157 6.5 172 6/10 

2.2TDCi LWB Ambiente 521 900 74 310 n/a 157 6.5 172 6/10 

2.2TDCi SWB Trend 532 900 92 350 n/a 157 6.5 172 6/10 

2.2TDCi LWB Trend 539 900 92 350 n/a 157 6.5 172 6/10 

2.2TDCi SWB Limited 577 900 114 385 n/a 157 6.5 172 6/10 

Everest 

Five-door version of crushingly successful Ranger 

bakkie. Toyota doesn’t like it, which means you will. 

A lot. 


2.2 XLS 459 900 118 385 n/a n/a 6.9 182 

2.2 XLS auto 477 900 118 385 n/a n/a 7.3 193 

2.2 XLT 489 900 118 385 n/a n/a 6.9 182 

2.2 XLS auto 509 900 118 385 n/a n/a 7.3 193 

2.2 4WD XLS 537 900 118 385 n/a n/a 7.1 186 

3.2 XLT 569 900 147 470 n/a n/a 8.2 217 

3.2 4WD XLT 639 900 147 470 11.6 n/a 8.2 217 8/10 

3.2 4WD Limited 699 900 147 470 11.6 n/a 8.2 217 8/10 

Mustang 

At last, a muscle car to call our own. Mustang now 

here in right -hand drive, still feels very American. 

Also large. 


2.3T fastback 713 900 233 430 5.8 239 8.0 179 7/10 

2.3T fastback auto 734 900 233 430 5.8 239 9.8 225 7/10 

2.3T convertible auto 795 900 233 430 5.8 239 9.8 225 7/10 

5.0 GT fastback 852 900 306 530 4.8 263 13.5 308 6/10 

5.0 GT fastback auto 873 900 306 530 4.8 263 12.0 287 6/10 

5.0 GT convertible auto 935 900 306 530 4.8 263 12.8 294 6/10 

FOTON 

TopGear on Foton: 

Chinese bakkies that are either awful, or no longer cheap. Make your 

choice. Or rather, don’t. 

Tunland 

Another great name, sounds like an industrial boy 

band; R370k+ for a Chinese bakkie? No. 


2.8 on-road Comfort 209 995 96 280 n/a 150 8.0 212 4/10 

2.8 off-road Comfort 249 995 96 280 n/a 150 8.0 212 4/10 

2.8 off-road Luxury 259 995 96 280 n/a 150 8.0 212 4/10 

double cab 

2.8 off-road Comfort 299 995 120 360 13.5 160 8.3 219 4/10 

2.8 off-road Luxury 319 995 120 360 13.5 160 8.3 219 4/10 

2.8 off-road Luxury Granite 329 995 120 360 13.5 160 8.3 219 4/10 

2.8 4x4 Comfort 389 995 120 360 13.5 160 8.3 219 4/10 

2.8 4x4 Luxury 409 995 120 360 13.5 160 8.3 219 4/10 

GWM 

TopGear on GWM: 

Best of the Chinese isn’t really saying much. Was stupendous value. 

Now comically on par with Korean and Japanese pricing. Silly. 

M4 

 

And you get to tell people you drive an M4. 


1.5 189 900 77 138 n/a 170 7.2 172 n/d 

Steed 5 

Low tech meets high value. Offers impressive value 

as a workhorse, but won’t ever win the walk-off. 


2.2L Workhorse 164 900 73 180 n/a n/a 9.9 251 5/10 

2.2L Workhorse safety 179 900 73 180 n/a n/a 9.7 251 5/10 

2.0WGT Workhorse 199 900 78 225 n/a n/a 8.1 214 5/10 

249 900 105 305 n/a n/a 8.3 220 5/10 

2.2L double cab 189 900 73 180 n/a n/a 9.9 251 5/10 

2.2L double cab SX 204 900 73 180 n/a n/a 9.9 251 5/10 

249 900 105 305 n/a n/a 8.3 220 5/10 

279 900 105 305 n/a n/a 8.3 220 5/10 

Steed 5E 

 

and powered by an ostensibly self-developed 2-litre 

turbodiesel. Chinese+luxury+bakkie=oxymoronic. 


2.4 SX 234 900 93 200 n/a 150 10.7 251 4/10 

2.4 Xscape 256 900 93 200 n/a 150 10.7 251 4/10 

269 900 105 305 n/a 150 8.3 220 5/10 

289 900 105 305 n/a 150 8.3 220 5/10 

Steed 6 

GWM’s interpretation of American supersized bakkie 

design, hence ginormous grille and oversized 

headlamps. Six airbags and ESP. Needs more power. 


299 900 105 305 n/a 150 8.8 233 6/10 

329 900 105 310 n/a 150 8.8 233 6/10 

HONDA 

TopGear on Honda: 

World’s greatest engine company assembles very reliable cars, 

which you’ll have no desire to buy. 

Brio 

Think of it as a smaller Jazz, without the clever bits. 

Bombproof mechanical build quality. 


hatch 1.2 Trend 151 600 65 109 11.9 n/a 5.6 133 5/10 

hatch 1.2 Comfort 166 300 65 109 12.1 n/a 5.6 133 5/10 

hatch 1.2 Comfort auto 179 700 65 109 14.6 n/a 6.3 150 5/10 

Amaze sedan 1.2 Trend 165 300 65 109 12.4 n/a 6.1 147 5/10 

Amaze sedan 1.2 Comfort 177 200 65 109 12.5 n/a 6.1 147 5/10 

Amaze sedan 1.2 Comfort auto 190 600 65 109 15.7 n/a 6.9 167 5/10 

Jazz 

Individual and ingenious, the Jazz deserves to be 

bought by more people under ninety than it is. 


1.2 Trend 205 700 66 110 13.5 175 5.6 135 6/10 

1.2 Comfort 234 200 66 110 13.6 175 5.6 135 6/10 

1.2 Comfort auto 252 100 66 110 14.3 174 5.6 136 6/10 

1.5 Elegance 268 600 88 145 9.9 180 6.0 143 7/10 

1.5 Elegance auto 284 000 88 145 10.6 180 5.8 140 7/10 

1.5 Dynamic 285 600 88 145 9.9 180 6.0 143 7/10 

1.5 Dynamic auto 301 000 88 145 10.7 180 5.8 140 7/10 

Ballade 

Hugely convincing facelift raises this iteration of the 

Ballade from budget to bearable. 


1.5 Trend 238 800 88 145 9.6 185 5.9 140 6/10 

1.5 Trend auto 254 200 88 145 11.1 190 5.8 137 5/10 

1.5 Elegance 267 800 88 145 9.6 185 5.9 140 5/10 

1.5 Elegance auto 283 200 88 145 11.1 190 5.8 137 6/10 

1.5 Executive auto 307 200 88 145 11.1 190 5.8 137 5/10 

 

Has some ground clearance. And seven seats. 

Mobilio high rider. For Kalahari based Uber drivers. 


1.5 Trend 238 900 88 145 n/a n/a 6.3 151 5/10 

1.5 Comfort 252 900 88 145 n/a n/a 6.3 151 5/10 

1.5 Comfort auto 268 300 88 145 n/a n/a 6.2 148 5/10 

1.5 Elegance 272 900 88 145 n/a n/a 6.3 151 5/10 

1.5 Elegance auto 288 300 88 145 n/a n/a 6.2 148 5/10 

Civic sedan 

What was once the Japanese compact sedan to 

have is now a forgotten thing amidst all the 

crossover mania. Has effectively replaced Accord. 


1.8 Comfort 330 000 104 174 10.4 200 6.3 150 6/10 

1.8 Elegance 370 000 104 174 10.4 200 6.3 150 6/10 

1.5T Sport 430 000 127 220 8.2 200 5.9 140 6/10 

1.5T Executive 460 000 127 220 8.2 200 5.9 140 6/10 

Civic hatch 

Looks like a facelift, but is actually an all new model 

that’s now much quieter, more comfortable and 

much less bonkers inside. Type R true to its heritage. 


1.8 Executive 354 800 104 174 9.5 212 6.3 150 7/10 


Type R 615 900 228 400 5.7 270 7.5 177 8/10 

 

Not nearly as mad as the original. Crossover style 

with all the characteristic Honda cleverness but 

unfortunately, no diesel engines. 


1.5 Comfort 334 200 88 145 12.0 179 6.2 147 6/10 

1.8 Elegance 395 400 105 172 10.1 188 6.8 162 7/10

anding cachet. Should last rather well. 


2.0 Comfort 394 400 114 192 10.0 190 7.7 182 6/10 

2.0 Comfort auto 409 800 114 192 12.4 185 7.6 181 6/10 

2.0 Elegance 447 900 114 192 10.0 190 7.7 182 6/10 

2.0 Elegance auto 463 300 114 192 12.4 185 7.6 181 6/10 

2.4 Executive AWD 568 100 140 220 11.1 190 8.6 203 6/10 

2.4 Exclusive AWD 608 400 140 220 11.1 190 8.6 203 6/10 

HYUNDAI 

TopGear on Hyundai: 

Korean behemoth perhaps the greatest threat of all to Toyota’s 

passenger-car business. Needs a bakkie for true world domination. 

i10 

Facelifted car, but don’t think Hyundai has taken 

that as an excuse to make it expensive. 


1.1 Motion 154 900 50 99 15.2 153 4.8 114 6/10 

1.1 Motion auto 179 900 50 99 17.1 146 5.7 135 6/10 

1.25 Glide Limited Edition 179 900 64 119 12.3 169 4.7 113 6/10 

Grand i10 

Lacks the charisma of the Fiat Panda and the sheer 

polish of the up! but actually, if you don’t care about 

cars, then buy this one. 


1.25 Motion 186 900 64 120 12.7 167 5.9 130 6/10 

1.25 Motion auto 203 900 64 120 14.2 160 6.9 147 7/10 

1.25 Fluid 202 900 64 120 12.7 167 5.9 130 7/10 

i20 

It’s the new i20! It’s not that exciting! It needs 

better engines! Otherwise a very worthy and 

competent supermini. 


1.2 Motion 224 900 61 115 13.6 165 5.9 140 5/10 

1.2 Fluid 236 900 61 115 13.6 165 5.9 140 5/10 

1.4 Motion auto 249 900 74 133 13.2 163 7.5 160 5/10 

1.4 Fluid 261 900 74 133 11.4 182 6.5 147 5/10 

1.4 Fluid auto 279 500 74 133 13.2 163 7.5 160 5/10 

1.4 Sport 292 900 85 160 n/a 182 6.5 147 5/10 

Accent 

Plastic hubcaps complete sleeper looks, with a 

rev-happy screamer of an engine. 


sedan 1.6 Motion 249 000 91 156 10.2 190 6.1 145 7/10 

sedan 1.6 Fluid 269 900 91 156 10.2 190 6.1 145 7/10 

sedan 1.6 Fluid auto 284 900 91 156 11.4 184 6.4 151 7/10 

sedan 1.6 Glide 279 900 91 156 10.2 190 6.1 145 7/10 

sedan 1.6 Glide auto 289 900 91 156 11.4 184 6.4 151 7/10 

hatch 1.6 Fluid 276 900 91 156 10.2 190 6.4 152 7/10 

hatch 1.6 Fluid auto 294 900 91 156 11.4 184 6.8 161 7/10 

Elantra 

A monumental improvement over its predecessor, 

and like the Accent also offers zingy performance. 


1.6 Premium 319 900 96 157 10.1 200 6.4 152 6/10 

1.6 Executive 334 900 96 157 10.1 200 6.4 152 6/10 

Creta 

High-riding i30 in principle a very clever thing, but you’ll 

always rue not getting a Tucson instead. 


1.6 Executive 319 900 90 150 11.9 165 7.9 162 6/10 


1.6CRDi Executive auto 369 900 94 260 11.9 179 7.4 156 7/10 

i30 

Woah, Hyundai seem to be catching up with Kia in 

the design stakes, and catching up with everyone 

else everywhere else. 


1.6 Premium 339 900 95 157 10.5 195 6.4 152 6/10 

1.6 Premium auto 365 900 95 157 11.5 192 6.8 173 5/10 

1.8 Executive 365 900 110 178 9.7 200 6.5 157 7/10 

 

A cool, quirky coupé/hatch with one door on the 

driver’s side and two doors on the other. A modicum 

of talent, too. 


1.6 Executive 330 900 103 167 9.7 201 6.8 163 6/10 


Turbo Elite 419 900 150 265 7.8 224 7.2 171 6/10 

Turbo Elite auto 444 900 150 265 7.3 225 6.9 165 6/10 

Tucson 

 

Silly name, but if you’re into this kind of thing, 

pretty good. 


2.0 Premium 379 900 115 196 10.6 186 8.9 186 6/10 

2.0 Premium auto 399 900 115 196 11.1 181 9.0 204 6/10 

2.0 Elite auto 469 900 115 196 11.1 181 9.0 204 6/10 

1.7CRDi Executive 44 90 8 28 13 17 4 12 7/10 

2.0CRDi Elite 539 900 131 400 9.3 201 6.7 175 7/10 

1.6 Turbo Executive 449 900 130 265 9.2 203 8.3 169 7/10 

1.6 Turbo Executive Sport 499 900 150 295 n/a n/a 8.3 169 

1.6 Turbo 4WD Elite auto 534 900 130 265 9.1 201 8.5 178 7/10 

H-1 

Surprisingly good van that should be issued as 

standard spec to JZ’s wives. Lots of space, plenty 

to like. 


2.4 wagon 499 900 126 224 17.1 178 10.2 240 5/10 

2.5CRDi wagon 629 900 125 441 14.4 180 9.8 257 6/10 

Santa Fe 

Supersized Tucson still only comes with one engine 

choice, which is one of the best diesels in class. 


2.2CRDi Elite 699 900 145 436 9.8 190 8.0 198 6/10 

2.2CRDi 4WD Elite 739 900 145 436 10.0 190 8.3 206 6/10 

INFINITI 

 

Luxury Nissans are the answer to a question no-one has ever asked. 

Q50 

More sharply styled but otherwise anonymous 

saloon from Nissan’s luxury wing. This time it takes 

aim squarely at the BMW 3 Series. 


2.2d 475 200 125 400 8.7 231 4.8 125 6/10 

2.2d Premium 524 800 125 400 8.5 230 5.0 133 7/10 

2.2d Sport 565 000 125 400 8.5 230 5.0 133 7/10 

2.0T Premium 512 400 155 350 7.2 245 7.0 162 6/10 

2.0T Sport 570 790 155 350 7.2 245 7.0 162 6/10 

S Hybrid 709 100 261e 536e 5.1 250 6.8 159 6/10 

S Hybrid AWD 736 700 261e 536e 5.4 250 7.2 169 6/10 

QX50 

 

separate you from the BMW X3 and Freelander herds. 

But will anyone ever buy it off you? 


3.0d 596 949 175 550 7.9 221 8.5 224 5/10 

3.0d GT 637 824 175 550 7.9 221 8.5 224 5/10 

3.0d GT Premium 679 230 175 550 7.9 221 8.5 224 5/10 

3.7 GT 629 070 235 360 6.4 240 12.2 288 5/10 

3.7 GT Premium 670 476 235 360 6.4 240 12.2 288 5/10 

Q70 

 

and go carefully with the spec - it’s your money 

you’re throwing away. 


3.7 GT 651 154 235 360 6.2 250 10.2 235 5/10 

3.7 GT Premium 708 205 235 360 6.2 250 10.2 235 5/10 

3.7 S Premium 732 426 235 360 6.2 250 10.2 235 5/10 

3.0d GT 672 539 175 550 6.9 250 7.5 199 6/10 

3.0d GT Premium 729 590 175 550 6.9 250 7.5 199 6/10 

3.0d S 696 759 175 550 6.9 250 7.5 199 6/10 

3.0d S Premium 753 810 175 550 6.9 250 7.5 199 6/10 

QX70 

Want to avoid a BMW X6 and associated impressions 

of drug related violence? The QX70 is an option. 


3.7 GT 829 200 235 360 6.8 233 12.3 291 5/10 

3.7 S Premium 938 800 235 360 6.8 233 12.3 291 5/10 

3.7 S Black 952 900 235 360 6.8 233 12.3 291 5/10 

3.0d GT 851 700 175 550 8.3 212 9.0 238 5/10 

3.0d S 899 700 175 550 8.3 212 9.0 238 6/10 

3.0d S Premium 961 300 175 550 8.3 212 9.0 238 6/10 

3.0d S Black 975 400 175 550 8.3 212 9.0 238 6/10 

5.0 S Premium 995 200 287 500 5.8 250 13.1 312 7/10 

QX80 

Hideous. Unnecessary. Behemoth. Yours for well 

beyond a million rand. A bargain for a yacht. 


5.6 1 440 700 298 560 7.5 210 14.8 350 6/10 

ISUZU 

TopGear on Isuzu: 

The quintessential bakkie brand – it does nothing else – has fallen 

behind the technology curve. Reliable, but rivals are better. 

KB 

After a glacial development cycle, loyal Isuzu 

customers are rewarded by a very capable new KB. 


250 236 500 58 170 n/a n/a 7.9 208 6/10 

250 Fleetside 258 800 58 170 n/a n/a 7.9 208 6/10 

250D-Teq Fleetside 285 600 100 320 n/a n/a 7.6 199 6/10 

250D-Teq LE 334 500 100 320 n/a n/a 7.6 199 6/10 

250D-Teq 4x4 LE 392 700 100 320 n/a n/a 8.2 217 7/10 

300D-Teq LX 384 200 130 380 n/a n/a 7.7 203 7/10 

300D-Teq 4x4 LX 445 100 130 380 n/a n/a 8.1 213 7/10 

Extended Cab 

250D-Teq Hi-Rider 337 400 100 320 n/a n/a 7.6 199 6/10 

300D-Teq LX 418 200 130 380 n/a n/a 7.7 202 7/10 

300D-Teq LX auto 432 200 130 380 n/a n/a 7.7 204 7/10 

300D-Teq 4x4 LX 479 200 130 380 n/a n/a 7.9 209 6/10 

double cab 

250D-Teq Hi-Rider 358 400 100 320 n/a n/a 7.7 203 6/10 

250D-Teq X-Rider 388 400 100 320 n/a n/a 7.7 203 6/10 

250D-Teq LE 439 600 100 320 n/a n/a 7.7 203 6/10 

250D-Teq 4x4 LE 462 000 100 320 n/a n/a 7.9 208 6/10 

300D-Teq LX 486 900 130 380 n/a n/a 7.8 204 7/10 

300D-Teq LX auto 501 200 130 380 n/a n/a 7.7 204 7/10 

300D-Teq 4x4 LX 549 800 130 380 n/a n/a 7.9 209 7/10 

300D-Teq 4x4 LX auto 563 500 130 380 n/a n/a 7.9 208 7/10 

JAGUAR 

TopGear on Jaguar: 

Indian cash finally delivered Jaguar’s E-Type rival, only a few decades 

late. Characterful British alternative to the Germans. 

XE 

Forget the F-Type, this is actually the most 

important Jaguar of the last decade. Exchange rate 

 


20d Pure 593 100 132 430 7.8 231 4.2 109 6/10 

20d Prestige 651 100 132 430 7.8 228 4.2 109 6/10 

20d R-Sport 677 100 132 430 7.8 228 4.2 109 6/10 

20d Portfolio 721 900 132 430 7.8 228 4.2 109 6/10 

25t Prestige 711 226 177 340 6.8 250 7.5 179 6/10 

25t R-Sport 737 426 177 340 6.8 250 7.5 179 6/10 

25t Portfolio 782 226 177 340 6.8 250 7.5 179 6/10 

S 1 021 036 250 450 5.1 250 8.1 194 6/10 

XF 

Luxurious, dynamic, different. All those discerning 

Jaguar values, but, nobody will notice until it has a 

proper high-power diesel and petrol engine. 


20d Prestige 765 900 132 430 8.1 229 4.3 114 6/10 

20d R-Sport 838 600 132 430 8.1 229 4.3 114 6/10 

25t Prestige 809 426 177 340 7.0 248 7.5 179 6/10 

25t R-Sport 882 026 177 340 7.0 248 7.5 179 6/10 

25t Portfolio 917 626 177 340 7.0 248 7.5 179 6/10 

35t R-Sport 1 120 492 250 450 5.4 250 8.3 198 7/10 

S 1 283 092 280 450 5.3 250 8.3 198 7/10 

F-Pace 

Coventry’s crossover cat not as rewarding to drive 

as Macan and priced a bit dearly due to Rand 

depreciation. 


20d AWD Pure 802 066 132 430 8.7 208 5.3 139 7/10 

20d AWD R-Sport 897 266 132 430 8.7 208 5.3 139 7/10 

25t Pure 869 102 184 365 6.8 217 7.1 163 

25t R-Sport 963 302 184 365 6.8 217 7.1 163 

25t AWD Pure 898 500 184 365 6.8 217 7.4 170 

25t AWD R-Sport 992 700 184 365 6.8 217 7.4 170 

25d AWD Pure 889 562 177 500 7.2 217 5.8 153 

25d AWD R-Sport 983 662 177 500 7.2 217 5.8 153 

30d AWD Pure 969 946 221 700 6.2 241 6.0 159 7/10 

30d AWD R-Sport 1 064 146 221 700 6.2 241 6.0 159 8/10 

30d AWD S 1 130 146 221 700 6.2 241 6.0 159 7/10 

35t AWD Pure 1 021 046 250 450 5.8 250 8.9 209 7/10 

35t AWD R-Sport 1 115 246 250 450 5.8 250 8.9 209 8/10 

35t AWD S 1 233 646 280 450 5.5 250 8.9 209 7/10 

F-Type 

Could be an over-priced Cayman/Boxster rival. Or bargain 

911 alternative. In reality, a simply fantastic car. 


coupé 250kW 1 076 896 250 450 5.7 260 9.8 234 7/10 

coupé 250kW auto 1 090 206 250 450 5.3 260 8.4 199 7/10 

coupé 280kW 1 195 196 280 460 5.5 275 9.8 234 7/10 

coupé 280kW auto 1 208 962 280 460 4.9 275 8.6 203 7/10 

coupé 280kW AWD 1 228 274 280 460 5.1 275 8.9 211 8/10 

coupé 294kW 400 Sport 1 493 474 294 460 4.9 275 8.9 211 7/10 

coupé 294kW 400 Sport AWD 1 511 974 294 460 5.1 275 8.9 211 8/10 

convertible 250kW 1 094 496 250 450 5.7 260 9.8 234 7/10 

convertible 250kW auto 1 107 806 250 450 5.3 260 8.4 199 7/10 

convertible 280kW 1 212 796 280 460 5.5 275 9.8 234 7/10 

convertible 280kW auto 1 226 662 280 460 4.9 275 8.6 203 7/10 

convertible 280kW AWD 1 245 874 280 460 5.1 275 8.9 211 7/10 

convertible 294kW 400 Sport 1 510 162 294 460 4.9 275 8.6 203 8/10 

convertible 294kW 400 Sport AWD 1 529 674 294 460 5.1 275 8.9 211 8/10 

R coupé AWD 2 074 286 405 680 4.1 300 11.3 269 8/10 

R convertible AWD 2 091 986 405 680 4.1 300 11.3 269 8/10 

2 350 786 423 700 3.7 322 11.3 269 8/10 

2 368 386 423 700 3.7 314 11.3 269 8/10 


XJ 

 

beautiful. The interior is so special we had to invent 

an award for it. 


i4 Luxury 1 142 902 177 340 7.9 241 9.0 213 8/10 

3.0D Luxury 1 489 896 221 700 6.2 250 7.0 184 8/10 

3.0D Premium Luxury 1 634 796 221 700 6.2 250 7.0 184 8/10 

3.0 Supercharged R-Sport 1 864 874 250 450 5.9 250 9.1 211 8/10 

XJR 2 540 916 405 680 4.6 280 11.1 264 9/10 

XJ L 

i4 Premium Luxury 1 404 702 177 340 7.9 241 9.0 213 8/10 

3.0D Premium Luxury 1 739 896 221 700 6.2 250 7.0 184 8/10 

3.0 Supercharged Portfolio 1 935 774 250 450 5.9 250 9.1 211 8/10 

5.0 Supercharged Autobiography 2 783 816 375 625 4.9 250 11.1 264 8/10 

JEEP 

TopGear on Jeep: 

Some very capable 4x4s; but you’ve already bought that Land-Rover 

or ’Cruiser, haven’t you? 

Renegade 

Fiat 500X’s American cousin. If real Jeeps have 

round headlights, then this is surely one. Right? 


1.6L Sport 299 900 81 152 11.0 178 6.0 149 5/10 

1.6L Longitude 360 900 81 152 11.0 178 6.0 149 5/10 

1.4L T Limited 420 900 103 230 10.9 181 6.0 140 6/10 

1.4L T Limited auto 446 900 103 230 11.0 181 5.9 137 6/10 

1.6L Multijet Limited 432 900 88 320 10.2 178 4.6 120 6/10 

2.4L 4x4 Trailhawk 498 900 137 232 9.8 180 7.5 175 5/10 

1.4L T 4x4 Limited 501 900 125 250 8.8 196 6.9 160 6/10 

1.4L T 4x4 Limited 75th Anniv. Ed. 543 900 125 250 8.8 196 6.9 160 6/10 

Wrangler 

Yee and indeed ha. The Wrangler is still basic, but 

has been around for so long it is now retro. 

Five-door is rugged in the Defender vein. 


3.6L Sahara 603 900 209 347 8.1 180 11.3 263 5/10 

3.6L Rubicon 633 900 209 347 8.1 180 11.5 270 4/10 

Unlimited 3.6L Sahara 657 900 209 347 8.9 180 11.7 273 6/10 

Unlimited 3.6L Sahara 75th Ann.Ed. 695 900 209 347 8.9 180 11.7 273 6/10 

Unlimited 3.6L Rubicon 689 900 209 347 8.9 180 11.9 276 7/10 

Unlimited 2.8CRD Sahara 731 900 147 460 10.7 172 8.3 217 6/10 

Unlimited 2.8CRD Sahara 75th 769 900 147 460 10.7 172 8.3 217 6/10 

Cherokee 

After a leave of absence, the Cherokee is back to do 

battle with the Discovery Sport. It’s priced well and 

looks... interesting. 


2.4L Longitude 595 900 130 229 10.5 196 8.3 193 6/10 

3.2L Limited 658 900 200 315 8.1 209 9.5 221 6/10 

3.2L Limited 75th Anniversary Ed. 689 900 200 315 8.1 209 9.5 221 6/10 

3.2L 4x4 Limited 717 900 200 315 8.1 209 10.0 232 7/10 

3.2L 4x4 Limited 75th Anniv. Ed. 747 900 200 315 8.1 209 10.0 232 7/10 

3.2L 4x4 Trailhawk 777 900 200 315 8.4 180 10.0 232 7/10 

Grand Cherokee 

Jeep may be under Fiat’s control, but no-one 

appears to have told the Grand Cherokee. 


3.6L Laredo 735 990 210 347 8.3 206 10.4 244 6/10 

3.0CRD Laredo 880 900 179 569 8.2 202 7.5 198 7/10 

3.6L Limited 862 900 210 347 8.3 206 10.4 244 6/10 

3.6L Limited 75th Anniversary Ed. 983 900 210 347 8.3 206 10.4 244 6/10 

3.6L Overland 924 900 210 347 8.3 206 10.4 244 6/10 

3.6L Summit 1 060 900 210 347 8.3 206 10.4 244 6/10 

5.7L Overland 965 900 259 520 7.3 225 13.0 304 5/10 

3.0CRD Limited 1 017 900 179 569 8.2 202 7.5 198 7/10 

3.0CRD Limited 75th Anniversary 1 138 900 179 569 8.2 202 7.5 198 7/10 

3.0CRD Overland 1 070 900 179 569 8.2 202 7.5 198 7/10 

3.0CRD Summit 1 224 900 179 569 8.2 202 7.5 198 6/10 

SRT 1 313 900 344 624 5.0 257 14.0 327 7/10 

KIA 

TopGear on Kia: 

For people who need a better-styled Hyundai. 

Picanto 

A Kia cracker. New and improved Picanto looks good, 

drives well, costs little and is warrantied to the max. 


1.0 LS 129 995 51 94 14.3 155 4.9 117 7/10 

1.0 LX 164 995 51 94 14.3 155 4.9 117 7/10 

1.0 LX auto 177 995 51 94 n/a n/a 5.6 132 7/10 

1.2 LS 144 995 65 120 11.6 169 5.0 119 7/10 

1.2 LS auto 157 995 65 120 n/a n/a 6.0 144 7/10 

1.2 EX 183 995 65 120 11.6 169 5.0 119 7/10 

1.2 EX auto 196 995 65 120 n/a n/a 6.0 144 7/10 

Rio 

Another looker from Kia desperately in search of 


more shove. 


hatch 1.2 219 995 65 120 13.1 168 5.4 129 4/10 

hatch 1.4 248 995 79 135 11.5 183 6.4 151 5/10 

hatch 1.4 auto 261 995 79 135 13.2 170 7.0 165 5/10 

hatch 1.4 Tec 261 995 79 135 11.5 183 6.4 151 5/10 

hatch 1.4 Tec auto 274 995 79 135 13.2 170 7.0 165 5/10 

hatch 3-door 1.4 Tec 256 995 79 135 11.5 183 6.4 151 5/10 

sedan 1.2 219 995 65 120 13.1 168 5.4 129 4/10 

sedan 1.4 248 995 79 135 11.5 183 6.4 151 6/10 

sedan 1.4 auto 261 995 79 135 13.2 170 7.0 165 6/10 

sedan 1.4 Tec 261 995 79 135 11.5 183 6.4 151 6/10 

sedan 1.4 Tec auto 274 995 79 135 13.2 170 7.0 165 6/10 

Soul 

Lonely when you’re ahead of the curve as proof that looks 

can be deceptive. Updated range packs features and 

greater engine choice 


1.6 Start 309 995 91 152 10.9 182 7.9 188 5/10 

1.6 Start auto 322 995 91 152 12.5 177 7.5 178 5/10 

1.6CRDi Start 329 995 94 260 10.8 180 5.2 137 

2.0 Street 347 995 116 192 10.4 188 7.5 178 5/10 

2.0 Smart auto 391 995 116 192 10.2 186 7.9 187 5/10 

1.6CRDi Street 376 995 94 260 10.8 180 5.2 137 6/10 

1.6CRDi Smart auto 431 995 100 300 11.1 182 5.4 141 6/10 

Cerato 

 

 

but the range needs more forced-induction power. 


hatch 1.6 EX 299 995 95 157 10.1 200 6.5 154 7/10 

hatch 1.6 EX auto 312 995 95 157 11.6 195 6.8 160 7/10 

hatch 1.6 SX 344 995 95 157 10.1 200 6.9 154 6/10 

hatch 2.0 EX 340 995 118 194 8.5 210 6.9 164 7/10 

hatch 2.0 EX auto 353 995 118 194 9.3 205 7.2 170 7/10 

sedan 1.6 EX 299 995 95 157 10.1 200 6.5 154 7/10 

sedan 1.6 EX auto 312 995 95 157 11.6 195 6.8 160 7/10 

sedan 1.6 SX auto 357 995 95 157 11.6 195 7.2 160 6/10 

sedan 2.0 EX 340 995 118 194 8.5 210 6.9 164 7/10 

sedan 2.0 EX auto 353 995 118 194 9.3 205 7.2 170 7/10 

Koup 1.6T 390 995 152 265 7.7 224 7.2 170 6/10 

Koup 1.6T auto 403 995 152 265 7.4 222 7.9 187 6/10 

Sportage 

Styling perhaps a touch too daring but drivetrains 

are great and equipment levels generous. Rather 

expensive compared to what Nissan offers, though. 


2.0 Ignite 369 995 114 192 10.5 186 7.9 182 6/10 

2.0CRDi EX 487 995 130 400 9.3 201 6.8 178 7/10 

2.0CRDi SX AWD 567 995 130 400 9.5 201 6.8 178 7/10 

2.4GDI SX AWD 557 995 135 237 9.6 192 8.5 199 6/10 

1.6T GT-Line AWD 599 995 130 265 9.1 201 7.5 175 7/10 

Sorento 

 

Decent standard spec is nice, automotive androgeny 

less so. 


2.4 LS 457 995 127 225 10.5 190 9.2 220 5/10 

2.2CRDi LS 489 995 147 440 9.3 203 6.7 174 

2.2CRDi LX 582 995 147 440 9.3 203 6.7 174 6/10 

2.2CRDi AWD EX 686 995 147 440 9.3 203 6.7 174 6/10 

2.2CRDi AWD SX 713 995 147 440 9.6 203 6.8 177 6/10 

2.2CRDi AWD SXL 733 995 147 440 9.6 203 6.8 177 6/10 

Grand Sedona 

Gargantuan people carrier looks less so courtesy 

 

middle class. 


2.2CRDi EX 584 995 147 440 13.6 190 8.0 208 6/10 

2.2CRDi SX 713 995 147 440 13.6 190 8.0 208 7/10 

2.2CRDi SXL 760 995 147 440 13.6 190 8.0 208 6/10 

693 995 199 318 8.6 190 10.9 260 6/10 

740 995 199 318 8.6 190 10.9 260 6/10 

LAMBORGHINI 

TopGear on Lamborghini: 

All-wheel drive because it’s owned by Audi. Preposterous cars the 

world would be a poorer place without. 

Huracán 

Lambo’s riposte to the 458 and 650S. Smoother 

and slicker but ultimately remains Gallardo v2.0. 


LP580-2 coupé 4 300 000 426 540 3.4 320 11.9 278 9/10 

LP580-2 Spyder 4 750 000 426 540 3.6 319 12.1 283 8/10 

LP610-4 coupé 4 990 000 449 560 3.2 325+ 12.0 280 9/10 

LP610-4 Avio coupé POA 449 560 3.2 325+ 12.0 280 9/10 

LP610-4 Spyder 5 490 000 449 560 3.4 324 12.3 285 9/10 

LP640-4 Performante coupé TBA 470 600 2.9 325+ 13.7 314 9/10 

Aventador 

Murciélago replacement doesn’t disappoint. A hint 

of Audi has crept in, but the Aventador is still one 

bonkers supercar. 


LP740-4 S coupé 7 488 000 544 690 2.9 350 16.9 394 9/10 

LAND ROVER 

TopGear on Land Rover: 

No longer a symbol of British hard-line foreign policy. Range Rover 

once again the stately SUV brand it once was. 

Discovery Sport 

The Freelander gets a new name, two more seats 

and much more. Pricey, but if you’re a yummy 

mummy, you’ll want this. 


Pure TD4 110kW 630 466 110 380 10.3 180 5.3 139 6/10 

Pure TD4 132KW 685 966 132 430 8.9 188 5.3 139 8/10 

Pure Si4 692 578 177 340 8.2 188 8.3 197 7/10 

SE TD4 741 866 132 430 8.9 188 5.3 139 8/10 

SE Si4 748 478 177 340 8.2 188 8.3 197 7/10 

HSE TD4 807 566 132 430 8.9 188 5.3 139 8/10 

HSE Si4 814 178 177 340 8.2 188 8.3 197 7/10 

HSE Luxury TD4 856 866 132 430 8.9 188 5.3 139 8/10 

HSE Luxury Si4 863 478 177 340 8.2 188 8.3 197 9/10 

Range Rover Evoque 

A Range Rover rebooted for a younger, more stylish 

 

One for fashionistas, not farmers. 


SE TD4 782 648 132 430 9.0 200 5.8 152 8/10 

SE Si4 816 354 177 340 7.6 217 7.8 181 7/10 

HSE Dynamic TD4 939 548 132 430 9.0 200 5.8 152 8/10 

HSE Dynamic Si4 972 954 177 340 7.6 217 7.8 181 7/10 

HSE Dynamic TD4 Ember 990 548 132 430 9.0 200 5.8 152 7/10 

HSE Dynamic Si4 Ember 1 024 154 177 340 7.6 217 7.8 181 8/10 

coupé HSE Dynamic TD4 939 048 132 430 9.0 200 5.8 152 8/10 

coupé HSE Dynamic Si4 972 854 177 340 7.6 217 7.8 181 7/10 

Autobiography TD4 1 017 248 132 430 9.0 200 5.8 152 8/10 

Autobiography Si4 1 051 054 177 340 7.6 217 7.8 181 7/10 

convertible HSE Dynamic Si4 1 031 634 177 340 8.6 209 8.6 201 7/10 

Discovery 

One of the few premium 7 seaters with genuine 

off road ability. 


S Td6 989 918 190 600 8.1 209 7.8 207 7/10 

S Si6 1 034 802 250 450 7.1 209 11.5 263 7/10 

SE Td6 1 119 168 190 600 8.1 209 7.8 207 7/10 

SE Si6 1 143 052 250 450 7.1 209 11.5 263 7/10 

HSE Td6 1 232 918 190 600 8.1 209 7.8 207 7/10 

HSE Si6 1 256 802 250 450 7.1 209 11.5 263 7/10 

HSE Luxury Td6 1 323 918 190 600 8.1 209 7.8 207 7/10 

HSE Luxury Si6 1 347 802 250 450 7.1 209 11.5 263 8/10 

First Edition Td6 1 449 918 190 600 8.1 209 7.8 207 8/10 

First Edition Si6 1 473 802 250 450 7.1 209 11.5 263 8/10 

 

Most carlike of all the Range Rovers with a sleekness 

we’ve never seen before. Debuts revolutionary 

Touch Pro interior. 


D180 TBA 132 430 8.9 209 5.4 142 

D240 TBA 177 500 7.3 217 5.8 154 

P250 TBA 184 365 6.7 217 7.6 173 

D300 TBA 221 700 6.5 241 6.4 167 

P380 TBA 280 450 5.7 250 9.4 214 

D300 First Edition TBA 221 700 6.5 241 6.4 167 

P380 First Edition TBA 280 450 5.7 250 9.4 214 

Range Rover Sport 

A prettier Range Rover Sport would have been a 

 

comes with less thuggishness. 


1 152 032 250 450 7.2 210 10.8 258 8/10 

1 180 918 190 600 7.6 210 7.8 207 8/10 

1 214 418 190 600 7.6 210 7.8 207 8/10 

1 240 732 250 450 7.2 210 10.8 258 8/10 

1 337 810 225 700 6.9 210 7.0 185 8/10 

1 376 818 190 600 7.6 210 7.8 207 8/10 

1 470 332 250 450 7.2 210 10.8 258 8/10 

1 600 210 225 700 6.9 210 7.0 185 9/10 

HSE Dynamic Supercharged 1 750 086 375 625 5.3 225 13.7 319 9/10 

1 762 526 250 740 6.9 210 8.7 229 9/10 

1 632 632 250 450 7.2 210 10.8 258 8/10 

Dynamic Autobio. Superchgd 1 920 886 375 625 5.3 225 13.7 319 9/10 

1 934 026 250 740 6.9 210 8.7 229 9/10 

2 212 286 405 680 4.7 260 13.7 319 9/10 

Range Rover 

 

Instead, think go-anywhere luxury car. Or GALC. 

Hmm, catchy. 


1 824 498 190 600 7.9 210 8.6 227 8/10 

2 189 626 250 740 6.9 215 8.7 229 8/10 

2 255 128 375 625 5.4 225 13.8 322 8/10 

2 455 826 250 740 6.9 215 8.7 229 8/10 

Autobiography Supercharged 2 521 228 375 625 5.4 225 13.8 322 8/10 

3 082 128 405 680 5.0 225 13.8 322 8/10 

Range Rover L

2558726 250 740 7.0 215 8.7 229 8/10 

L Autobiography Supercharged 2 624 128 375 625 5.8 225 13.8 322 8/10 

3 523 226 250 740 7.0 215 8.7 229 8/10 

3 688 128 405 680 5.5 225 13.8 322 8/10 

LEXUS 

TopGear on Lexus: 

Luxury Toyotas offering remarkable value, but no diesel engines. 

We don’t understand why either. 

CT 

Hatchback Lexus that carries the tech from the Prius 

into a new wannabe-luxury market segment. 

Fails thanks to smashy ride. 


200h S 519 100 100e 142+e 10.3 180 4.1 95 4/10 

ES 

GS size for IS money. Front-wheel drive belies its 

Camry underpinnings. 


250 EX 554 200 135 235 9.8 207 8.0 188 6/10 

300h EX 664 100 151e 213+e 8.5 180 5.5 130 7/10 

IS 

A 3 Series drive too well for you? Then buy this, 

it’s worse. In other areas, the IS gives the Germans 

a much tougher time. 


200t E 601 900 180 350 7.0 230 7.5 175 7/10 

200t EX 659 100 180 350 7.0 230 7.5 175 7/10 

350 F-Sport 728 800 233 378 5.9 225 9.7 225 7/10 

NX 

 

object in a not altogether happy alliance. 


200t E 631 500 175 350 7.1 200 7.9 184 6/10 

200t EX 677 300 175 350 7.1 200 7.9 184 6/10 

200t F-Sport 786 600 175 350 7.1 200 7.9 184 7/10 

300h EX 746 700 145e 210+e 9.2 180 6.0 140 6/10 

RC 

Rear wheel drive and naturally aspirated with a lot of 

kit, but turbocharged German rivals are still retain 

the superior driving experience. Bold, though. 


200t EX 748 900 180 350 7.5 230 8.0 186 6/10 

350 F-Sport 859 000 233 378 6.3 230 9.4 217 6/10 

GS 

The latest version of Lexus’ 5 Series wannabe. 

A fair car, but new E and 5 are set to become 

exceptional rivals. 


200t EX 786 000 180 350 7.3 230 8.0 186 6/10 

350 F-Sport 897 100 232 380 6.0 235 11.3 262 5/10 

RX 

Lexus takes NX and scales it up. However good 

the RX is, it will almost certainly be better than 

the old one. 


350 EX 907 700 221 370 8.0 200 9.6 223 7/10 

450h SE 1 181 500 230e 335+e 7.7 200 5.7 131 7/10 

LX 

 

and global warming sceptics. Makes all the 

environmentalists melt. 


450d 1 600 700 195 650 8.6 210 10.2 270 7/10 

570 1 648 200 270 530 7.7 210 14.5 336 7/10 

LS 

Huge limo-like rival to the S-Class and 7 Series. 

Usefully wafty, if a little Japanese domestic market 

in execution. 


460 1 709 600 285 493 5.7 250 11.1 259 7/10 

MAHINDRA 

TopGear on Mahindra: 

Truly awful Indian products. Will make you consider something 

Chinese. Yes: that bad. 

 

Styling looks like a shrunken Land Rover Evoque 

copy gone wrong from the front, and drives in much 

the same manner too. 


1.2 G80 K4+ 154 995 61 115 n/a n/a 5.9 139 4/10 

1.2 G80 K6+ 177 995 61 115 n/a n/a 5.9 139 4/10 

1.2 D75 K6+ 195 995 57 190 n/a n/a 4.4 117 4/10 

1.2 G80 K8 187 995 61 115 n/a n/a 5.9 139 4/10 

1.2 D75 K8 205 995 57 190 n/a n/a 4.4 117 4/10 

Bolero 

Favourite of farmers and four-wheelers on a very 

tight budget. 


2.5Di Maxitruck Plus 145 995 46 195 n/a 115 7.0 n/a 4/10 

2.5TD Loader 164 995 74 238 n/a n/a 9.5 251 4/10 

2.5TD 177 995 74 238 n/a n/a 9.5 251 4/10 

2.5TD 4x4 209 995 74 238 n/a n/a 9.5 251 4/10 

2.5TD double cab 207 995 74 235 n/a n/a 9.5 251 4/10 

2.5TD double cab 4x4 236 995 74 235 n/a n/a 9.5 251 4/10 

Genio 

A hybrid, but not as you know it. Inspired by the 

Aussie ute. 


2.2CRDe 200 995 89 290 n/a 150 7.9 210 4/10 

Thar 

Classic Jeep-lookalike Indian off-roader. Capable in 

broken terrain, but will break your spirit of being 

driving it everywhere else. 


2.5CRDe 219 995 79 247 n/a n/a 7.5 199 4/10 

 

Not on many aspiring motoring lists. Below average 

on everything. 


1.5CRDe 229 995 74 240 n/a n/a 5.4 n/a 4/10 

Xylo 

Filled the gap vacated when the Toyota Condor 

 


2.2CRDe E2 254 995 89 290 n/a n/a 7.6 200 2/10 

2.2CRDe E8 8-seater 274 995 89 290 n/a n/a 7.6 200 2/10 

Scorpio Pik-up 

Updates have failed to convince anybody that this 

is a brilliant piece of engineering. Crude drive, very 

cheap. This one takes a bigger load. 


2.5TCI Loader 185 995 74 258 n/a n/a 9.9 260 3/10 

2.2CRDe 233 995 89 290 n/a n/a 8.8 233 3/10 

2.2CRDe Adventure 256 995 89 290 n/a n/a 8.8 233 3/10 

2.2CRDe 4x4 277 995 89 290 n/a n/a 8.8 233 3/10 

2.2CRDe 4x4 Adventure 310 995 89 290 n/a n/a 8.8 233 3/10 

double cab 

2.2CRDe 280 995 89 290 n/a n/a 8.8 233 3/10 

2.2CRDe Adventure 309 995 89 290 n/a n/a 8.8 233 3/10 

2.2CRDe 4x4 307 995 89 290 n/a n/a 8.8 233 3/10 

2.2CRDe 4x4 Adventure 334 995 89 290 n/a n/a 8.8 233 3/10 

Scorpio 

 

worse to go vacationing in the bush with. 


2.2CRDe S10 291 995 88 280 n/a n/a 7.2 191 4/10 

2.2CRDe S10 4x4 311 995 88 280 n/a n/a 7.2 191 4/10 

 

Mahindra enters the 21st Century. Not that it’s 

worth noticing. 


2.2CRDe W4 279 995 103 330 n/a n/a 6.5 171 5/10 

2.2CRDe W6 327 995 103 330 n/a n/a 6.5 171 5/10 

2.2CRDe W8 364 995 103 330 n/a n/a 6.5 171 5/10 

2.2CRDe W8 auto 394 995 103 330 n/a n/a 7.4 196 5/10 

2.2CRDe W8 AWD 386 995 103 330 n/a n/a 7.0 183 5/10 

MASERATI 

TopGear on Maserati: 

Cheap, somewhat less sophisticated Ferraris which are a lot more 

palatable to non-car people. Who wants a cheap Ferrari? Quite. 

Ghibli 

Maserati builds a BMW 5 Series. It’s available 

with a diesel engine. And, well, they think that’s a 

good idea. 


350 1 616 836 258 500 5.5 267 8.9 207 7/10 

Diesel 1 647 360 202 600 6.3 250 5.9 158 6/10 

S 1 982 836 301 550 5.0 285 9.6 223 7/10 

Levante 

This Italian Cayenne is a very well sorted oddity, 

but the Germans do it so much better. If you desire 

exclusivity, well… 


Diesel 1 652 360 202 600 6.9 230 7.2 189 7/10 

Quattroporte 

 

 

than the last one. 


Diesel 2 223 360 202 600 6.4 252 6.2 163 7/10 

Diesel GranLusso 2 423 360 202 600 6.4 252 6.2 163 7/10 

S 2 476 376 302 550 5.1 286 9.6 223 8/10 

S GranLusso 2 676 376 302 550 5.1 286 9.6 223 7/10 

S GranSport 2 676 376 302 550 5.1 286 9.6 223 7/10 

GTS GranLusso 3 225 936 390 710 4.7 310 10.7 250 8/10 

GTS GranSport 3 225 936 390 710 4.7 310 10.7 250 8/10 

GranTurismo / GranCabrio 

Muscular but pretty coupé that is more GT than 

sports car. 


GranTurismo Sport Special Edition 3 317 448 338 520 4.8 298 14.3 331 7/10 

GranCabrio Sport Special Edition 3 557 448 338 520 5.0 285 14.5 337 7/10 

MAZDA 

TopGear on Mazda: 

The only Japanese manufacturer to win Le Mans no longer has a 

signature rotary car. 

Mazda2 

 

sparky, yet somehow achieved it. Same again, 

just with a hint more polish. 


1.5 Active 215 100 82 145 9.6 188 5.5 130 7/10 

1.5 Dynamic 230 200 82 145 9.6 188 5.5 130 7/10 

1.5 Dynamic auto 243 200 82 145 10.4 184 5.7 134 6/10 

1.5 Individual 243 300 82 145 9.6 188 5.5 130 7/10 

1.5 Individual auto 257 200 82 145 10.4 184 5.7 134 6/10 

1.5 Individual Plus auto 286 200 82 145 10.4 184 5.7 134 

1.5DE Hazumi auto 331 400 77 220 10.9 179 4.4 115 7/10 

Mazda3 

The 6’s design language moves to the 3. So does 

the handling verve. Besides that we’re less sure why 

you’d have one over a Golf. 


hatch 1.6 Original 264 000 77 144 13.0 n/a 6.2 147 6/10 

hatch 1.6 Active 277 200 77 144 13.0 n/a 6.2 147 6/10 

hatch 1.6 Dynamic 290 500 77 144 13.0 n/a 6.2 147 6/10 

hatch 1.6 Dynamic auto 302 200 77 144 13.6 n/a 6.9 164 6/10 

hatch 2.0 Individual 338 500 121 210 8.3 198 6.2 146 6/10 

hatch 2.0 Individual auto 350 700 121 210 9.0 198 5.9 140 6/10 

hatch 2.0 Astina 385 900 121 210 9.0 198 5.9 140 6/10 

hatch 2.0 Astina Plus 415 900 121 210 9.0 198 5.9 140 6/10 

sedan 1.6 Original 258 500 77 144 12.8 n/a 6.0 142 6/10 

sedan 1.6 Active 271 700 77 144 12.8 n/a 6.0 142 6/10 

sedan 1.6 Dynamic 285 000 77 144 12.8 n/a 6.0 142 6/10 

sedan 1.6 Dynamic auto 296 700 77 144 13.5 n/a 6.7 159 6/10 

sedan 2.0 Individual 333 000 121 210 8.2 195 6.1 145 6/10 

sedan 2.0 Individual auto 345 200 121 210 8.9 195 5.8 139 6/10 

sedan 2.0 Astina 380 400 121 210 8.9 195 5.8 139 6/10 

sedan 2.0 Astina Plus 410 400 121 210 8.9 195 5.8 139 6/10 

CX-3 

Striking design in an overcrowded crossover market. 

 

Gauteng altitudes. 


2.0 Active 284 800 115 204 9.3 202 6.5 156 7/10 

2.0 Active auto 302 100 115 204 9.5 192 6.1 146 7/10 

2.0 Dynamic 310 700 115 204 9.0 202 6.3 151 7/10 

2.0 Dynamic auto 322 700 115 204 9.5 192 6.1 146 7/10 

2.0 Individual auto 365 400 115 204 9.5 192 6.1 146 7/10 

2.0 Individual Plus auto 380 600 115 204 9.5 192 6.1 146 7/10 

BT-50 

Ford Ranger’s hideous looking mechanical sibling. 

A good bakkie you’ll never grow to love. 


double cab 

2.2 SLX 441 600 110 375 n/a n/a 7.7 202 6/10 

2.2 SLE 477 700 110 375 n/a n/a 7.7 202 6/10 

2.2 SLE auto 497 700 110 375 n/a n/a 7.7 202 6/10 

3.2 4x4 SLE 541 700 147 470 n/a n/a 9.8 258 6/10 

3.2 4x4 SLE auto 555 700 147 470 n/a n/a 9.7 255 6/10 

CX-5 

 


2.0 Active 369 400 121 210 9.3 197 6.4 149 6/10 

2.0 Active auto 381 100 121 210 9.5 187 6.4 148 6/10 

2.0 Dynamic 383 400 121 210 9.3 197 6.4 149 6/10 

2.2DE Active 440 100 110 380 10.1 198 5.7 151 7/10 

2.5 Individual 475 300 141 256 9.2 n/a 6.9 160 6/10 


2.2DE AWD Akera 541 400 129 420 9.4 204 5.9 155 7/10 

MX-5 

 

better than ever before. Happy, simple fun. 


2.0 Roadster-Coupé 441 700 118 200 7.3 214 6.7 156 8/10 

2.0 RF auto 532 800 118 200 8.6 194 6.7 156 

McLAREN 

TopGear on McLaren: 

Superior engineering exercise compared to Ferrari, if a tad soulless. 

540 / 570 

Entry level McLaren ownership starts here. 

Slightly oxymoronic. You’ll hate yourself for being 

too poor to go 650. 


540C POA 397 540 3.5 320 10.7 249 9/10 

570GT POA 419 600 3.4 328 10.7 249 9/10 

570S POA 419 600 3.2 328 10.7 249 9/10 

720S 

Proves that science isn’t everything. Larger engine creams 

power to weight with practicality learned from the 570S 


720S coupé POA 527 770 2.9 341 10.7 249 

MERCEDES-BENZ / -AMG / -MAYBACH 

TopGear on Mercedes-Benz: 

Smaller ones a tad disappointing. Limousines peerless. AMGs 

charmingly unhinged. The original car company is in fine form. 

A-Class 

Despite the bulbous drunkards nose this is a 

conventional hatch. Watch the spec or you’ll 

muck it up. 


A200 439 480 115 250 8.1 224 5.7 140 8/10 

A200 auto 462 984 115 250 7.8 224 5.4 126 8/10 

A200d 466 200 100 300 9.3 210 4.5 116 7/10 

A200d auto 491 300 100 300 8.8 210 4.1 108 7/10 

A220d 514 500 130 350 7.5 224 4.2 109 7/10 

A250 Sport 554 822 160 350 6.3 240 6.2 143 8/10 

Mercedes-AMG A45 4Matic 773 914 280 475 4.2 250 7.3 171 7/10 

B-Class 

 

accountants in a tizzy. Needs an AMG. 


B200 442 896 115 250 8.6 220 5.8 134 6/10 

B200 auto 463 326 115 250 8.4 220 5.5 129 7/10 

B200d 470 200 100 300 9.4 210 4.5 117 6/10 

B200d auto 491 200 100 300 8.9 210 4.2 111 7/10 

B220d 518 500 130 350 8.3 224 4.3 111 6/10 

B250 530 978 155 350 6.8 240 6.3 147 7/10 

CLA 

The slippery coupe saloon version of the new 

A-Class. A mini CLS then. 


CLA200 473 882 115 250 8.2 230 5.7 133 5/10 

CLA200 auto 509 212 115 250 7.9 230 5.6 128 5/10 

CLA200d 506 000 100 300 9.5 220 4.4 114 6/10 

CLA200d auto 541 900 100 300 9.0 220 4.2 110 6/10 

CLA220d 545 900 130 350 7.7 232 4.2 111 5/10 

CLA250 Sport 4Matic 668 060 160 350 6.4 250 6.8 160 6/10 

Mercedes-AMG CLA45 4Matic 880 314 280 475 4.2 250 7.3 171 7/10 

GLA 

Mercedes-Benz busts out another gravel-bound 

niche, this time by placing its A-Class hatch on stilts. 


GLA200 487 566 115 250 8.9 215 5.9 139 6/10 

GLA200 auto 508 452 115 250 8.8 215 5.9 138 6/10 

GLA200d 513 000 100 300 9.5 205 4.4 115 6/10 

GLA200d auto 513 000 100 300 9.1 205 4.4 115 6/10 

GLA220d 4Matic 593 640 130 350 7.7 218 5.0 130 6/10 

GLA250 4Matic 658 576 155 350 7.1 230 6.6 154 6/10 

Mercedes-AMG GLA45 4Matic 862 628 280 475 4.4 250 7.4 172 7/10 

C-Class sedan / estate 

What we know about the new C: it has a nice cabin, it has 

to beat the BMW 3 Series. That’s not an enviable task. 

C63 quite epic. 


C180 496 798 115 250 8.2 225 5.5 127 8/10 

C180 auto 521 068 115 250 8.3 225 5.9 132 8/10 

C200 522 068 135 300 7.5 237 5.7 132 8/10 

C200 auto 544 742 135 300 7.2 237 5.3 123 8/10 


C220d 547 400 125 400 8.1 234 4.2 109 8/10 

C220d auto 571 100 125 400 7.5 235 4.4 112 8/10 

C250 600 312 155 350 6.5 250 5.7 128 8/10 

C250d 628 100 150 500 6.6 247 4.4 112 8/10 

C300 641 322 180 370 5.9 250 6.3 143 7/10 

C350e 804 900 205e 600e 5.9 250 2.8 65 7/10 

C180 estate 535 168 115 250 8.4 223 5.6 132 8/10 

C180 estate auto 559 210 115 250 8.5 222 6.0 135 8/10 

C200 estate 560 210 135 300 7.7 235 5.8 135 8/10 

C200 estate auto 583 226 135 300 7.3 235 5.7 129 8/10 

C250d estate 665 900 150 500 6.9 245 4.5 117 8/10 

Mercedes-AMG C43 4Matic 865 582 270 520 4.7 250 8.0 183 9/10 

Mercedes-AMG C63 1 211 908 350 650 4.1 250 8.2 192 9/10 

Mercedes-AMG C63 S 1 360 250 375 700 4.0 250 8.4 195 9/10 

C-Class coupé / cabriolet 

Longer, wider, lower. Optional air-suspension makes 

for a true junior S-Class two-door. AMGs typically 

wild. 


C200 coupé 580 524 135 300 7.7 237 5.9 136 7/10 

C200 coupé auto 600 726 135 300 7.3 240 5.8 129 7/10 

C220d coupé 622 300 125 400 7.5 234 4.4 116 7/10 

C220d coupé auto 643 300 125 400 7.5 234 4.3 113 7/10 

C300 coupé 695 922 180 370 6.0 250 6.3 143 7/10 

C200 cabriolet 709 522 135 300 8.2 235 6.3 143 7/10 

C200 cabriolet auto 731 320 135 300 7.8 233 6.6 150 7/10 

C220d cabriolet 783 056 125 400 8.2 231 4.9 124 7/10 

C300 cabriolet 818 674 180 370 6.4 250 7.1 161 7/10 

Mercedes-AMG C43 coupé 4Matic 935 282 270 520 4.7 250 8.0 183 7/10 

Mercedes-AMG C43 cabrio 4Matic 1 058 736 270 520 4.8 250 8.4 194 7/10 

Mercedes-AMG C63 coupé 1 342 246 350 650 4.0 250 8.9 209 8/10 

Mercedes-AMG C63 S coupé 1 461 246 375 700 3.9 250 8.9 209 8/10 

Mercedes-AMG C63 cabriolet 1 465 472 350 650 4.2 250 9.3 218 8/10 

Mercedes-AMG C63 S cabriolet 1 586 672 375 700 4.1 250 9.3 218 8/10 

 

Rear wheel drive commercial vehicle from Merc. 

Gets a lot of stuff done whilst making its blue collar 

driver feel quite bourgeois. 


111 CDI Tourer Pro 600 096 84 270 15.1 169 6.3 164 6/10 

114 CDI Tourer Pro 628 026 100 330 12.8 184 6.4 164 6/10 

114 CDI Tourer Pro auto 652 342 100 330 n/a n/a 6.0 158 6/10 

116 CDI Tourer Pro 665 418 120 380 11.5 191 5.8 154 7/10 

116 CDI Tourer Pro auto 689 848 120 380 n/a n/a 5.8 153 7/10 

116 CDI Tourer Select 786 030 120 380 11.5 191 5.8 154 7/10 

116 CDI Tourer Select auto 810 460 120 380 n/a n/a 5.8 153 7/10 

119 CDI Tourer Select 865 374 140 440 n/a n/a 5.8 153 7/10 

GLC 

Take one Merc C-Class Estate, add a bit of length, 

some height and a pinch of off-road ability. 

 


GLC220d 676 622 125 400 8.3 210 5.5 143 7/10 

GLC250 684 844 155 350 7.3 223 7.1 166 7/10 

GLC250d 699 122 150 500 7.6 223 5.5 143 8/10 

GLC300 742 198 180 370 6.5 235 7.6 177 8/10 

GLC350d 855 986 190 620 6.2 238 6.2 169 8/10 

Mercedes-AMG GLC43 969 406 270 520 4.9 250 8.7 199 9/10 

GLC coupé 

Take one Merc C-Class Estate, add a bit of length, 

some height and a pinch of off-road ability. 

 


GLC220d coupé 775 322 125 400 8.3 210 5.4 143 6/10 

GLC250 coupé 782 600 155 350 7.3 222 7.3 170 6/10 

GLC250d coupé 795 222 150 500 7.6 222 5.4 143 7/10 

GLC300 coupé 841 098 180 370 6.5 236 7.6 177 7/10 

GLC350d coupé 945 186 190 620 6.2 238 6.2 169 7/10 

Mercedes-AMG GLC43 coupé 1 080 362 270 520 4.9 250 8.9 203 7/10 

SLC 

The compact roadster exchanges its 55-series 

AMG badging for something seminal, and hopefully 

better: 43. 


SLC200 718 476 135 300 7.0 240 6.6 154 6/10 

SLC200 auto 736 222 135 300 6.9 237 6.1 143 6/10 

SLC300 793 836 180 370 5.8 250 6.2 144 6/10 

Mercedes-AMG SLC43 1 044 012 270 520 4.7 250 7.8 178 7/10 

 

 

with premiumness and given the correct badge at 

last. Hoteliers rejoice. 


820 572 100 330 13.6 181 6.1 159 6/10 

856 368 120 380 11.5 195 5.9 154 7/10 

921 918 140 440 9.1 206 6.0 158 7/10 

1 117 086 120 380 11.5 195 5.9 154 7/10 

1158696 140 440 9.1 206 6.0 158 7/10 

E-Class sedan 

Ooh, fancy nose! Better than the A-Class’s. Merc’s 

 

 


E200 716 708 135 300 7.7 240 6.3 142 7/10 

E220d 766 700 143 400 7.3 240 4.3 112 7/10 

E250 769 208 155 350 6.9 250 6.3 142 7/10 

E350d 970 636 190 620 5.9 250 5.5 144 7/10 

E400 4Matic 1 006 126 245 480 5.2 250 8.4 189 7/10 

Mercedes-AMG E43 4Matic 1 174 008 295 520 4.6 250 8.4 192 7/10 

Mercedes-AMG E63 S 4Matic+ 1 878 318 450 850 3.4 250 9.1 207 

E-Class coupé 

E200 coupé 758 034 135 300 7.8 240 6.7 151 

E220d coupé 806 500 143 400 7.4 242 4.6 119 

E300 coupé 847 060 180 370 6.4 250 7.0 160 

E400 coupé 4Matic 1 029 366 245 480 5.3 250 8.4 189 

E-Class cabriolet 

E250 cabriolet 802 720 155 350 7.5 245 6.5 150 7/10 

E250 cabriolet Sport Edition 828 520 155 350 7.5 245 6.5 150 7/10 

E400 cabriolet 1 050 910 245 480 5.3 250 7.9 185 9/10 

E400 cabriolet Sport Edition 1 076 710 245 480 5.3 250 7.9 185 8/10 

E500 cabriolet 1 225 902 300 600 4.9 250 9.1 213 9/10 

1 262 702 300 600 4.9 250 9.1 213 8/10 

CLS 

One of the most competent cars in Merc’s range. 

 

but ride/engines/quality are all top drawer. 


CLS250d 906 542 150 500 7.5 242 4.7 123 7/10 

CLS350d 1 067 208 190 620 6.5 250 5.5 142 7/10 

CLS400 1 065 426 245 480 5.3 250 7.7 179 8/10 

CLS500 1 344 306 300 600 4.8 250 8.5 199 7/10 

Mercedes-AMG CLS63 S 1 920 254 430 800 4.1 250 9.9 231 7/10 

GLE 

GLE as it is now called does nothing to lift itabove 

rivals, except look a bit strange. Which is hardly 

encouraging for buyers. 


GLE250d 973 704 150 500 8.6 210 5.9 156 8/10 

GLE350d 1 089 826 190 620 7.1 225 6.6 179 7/10 

GLE400 1 088 230 245 480 6.1 247 9.2 215 7/10 

Mercedes-AMG GLE43 1 215 706 270 520 5.7 250 8.6 199 7/10 

GLE500e 1 310 000 325e 650e 5.3 245 3.3 84 7/10 

GLE500 1 324 478 335 700 5.3 250 10.6 247 7/10 

Mercedes-AMG GLE63 1 938 984 410 700 4.3 250 11.8 276 8/10 

Mercedes-AMG GLE63 S 2 083 884 430 760 4.2 250 11.8 276 8/10 

GLE coupé 

Mercedes makes a BMW X6. Stupid. Pointless. 

They’ll sell millions of the stuff. 


GLE350d coupé 1 187 238 190 620 7.0 226 7.2 187 6/10 

Mercedes-AMG GLE43 coupé 1 308 786 270 520 4.9 250 9.4 219 6/10 

GLE500 coupé 1 430 776 335 700 4.9 250 10.9 254 6/10 

Mercedes-AMG GLE63 S coupé 2 170 312 430 760 4.2 250 11.9 278 7/10 

GLS 

The GLS is basically the bigger, seven-seat version 

of the GLE. As above, but longer. 


GLS350d 1 354 826 190 620 7.8 222 7.1 179 6/10 

GLS500 1 531 876 335 700 5.3 250 10.9 254 7/10 

Mercedes-AMG GLS63 2 378 352 430 760 4.6 250 12.3 288 7/10 

G-Class 

Revamp of the iconic G-Wagen sees new engines 

and a tarted-up interior. Still quite a boxy-cool thing. 


G350d 1 610 074 180 600 8.8 192 9.9 261 7/10 

G350 designo 1 865 074 180 600 8.8 192 9.9 261 

Mercedes-AMG G63 2 399 028 420 760 5.4 210 13.8 322 7/10 

AMG GT 

AMG gets serious about hammering Porsche. 

 

make you feel good. 


Mercedes-AMG GT coupé 1 961 844 340 600 4.0 304 9.3 216 9/10 

Mercedes-AMG GT S coupé 2 218 756 375 650 3.8 310 9.6 224 9/10 

Mercedes-AMG GT roadster 2 211 186 350 630 4.0 302 9.4 219 8/10 

Mercedes-AMG GT C roadster 2 615 746 410 680 3.7 316 11.4 259 8/10 

Mercedes-AMG GT R coupé 2 705 746 430 700 3.6 318 11.4 259 10/10 

SL 

Perhaps the best all-round, usable hard-top 

convertible on sale today. Practical, fast, excellent 

quality and dynamics. 


SL400 1 484 470 270 500 4.9 250 7.7 175 6/10 

SL500 1 830 590 335 700 4.3 250 9.0 205 6/10 

Mercedes-AMG SL63 2 540 896 430 900 4.1 250 10.1 234 7/10 

Mercedes-AMG SL65 3 231 626 463 1000 4.0 250 11.9 279 7/10 

S-Class 

Meet the saloon that is single-handedly defending the 

 

PRICE kW Nm 0-100 km/h L/100km CO2 RATING

S350d 1 461 190 190 620 6.8 250 5.9 155 9/10 

S400h 1 477 246 245e 370+e 6.8 250 6.8 159 8/10 

S500 1 898 904 335 700 4.8 250 8.9 206 8/10 

Mercedes-AMG S63 2 605 338 430 900 4.4 250 10.1 237 9/10 

S-Class L 

S400h 1 517 746 245e 370+e 6.8 250 6.8 159 8/10 

S400 1 514 308 245 480 5.3 250 8.3 192 8/10 

S500 1 941 604 335 700 4.8 250 8.9 206 9/10 

S500e 1 931 800 325e 650e 5.2 250 2.8 65 9/10 

S600 2 506 416 390 830 4.6 250 11.3 264 9/10 

Mercedes-AMG S63 2 646 538 430 900 4.4 250 10.1 237 9/10 

Mercedes-AMG S65 3 280 126 463 1000 4.3 250 11.9 279 9/10 

S-Class coupé / cabriolet 

The S-Class Coupé is Mercedes’ spiked gauntlet in a velvet 

glove. All the power. All the glory. Those sexy lines. 


S500 coupé 2 120 276 335 700 4.6 250 8.8 204 9/10 

S500 cabriolet 2 333 388 335 700 4.6 250 9.1 212 9/10 

Mercedes-AMG S63 coupé 2 770 738 430 900 4.2 250 10.1 237 9/10 

Mercedes-AMG S63 cabriolet 4Mtc 2 943 036 430 900 3.9 250 10.4 244 9/10 

Mercedes-AMG S65 coupé 3 406 126 463 1000 4.1 250 11.9 279 9/10 

Mercedes-AMG S65 cabriolet 3 553 368 463 1000 4.1 250 12.0 282 9/10 

Mercedes-Maybach S-Class 

Resurrected. Cheap Maybachs. What is the point? S-Class 

shows far better taste. Spoil yourself with some options. 


Mercedes-Maybach S500 2 337 618 335 700 5.0 250 8.9 207 7/10 

Mercedes-Maybach S600 2 912 956 390 830 5.0 250 11.7 274 7/10 

MINI 

TopGear on MINI: 

BMW’s British hatchback a delightful driver’s car with appeal diluted 

by having spawned way too many derivatives for its own good. 

Hatch 

Yes, it’s bigger, and no, that isn’t necessarily a goodthing. 

Apart from that, the new Mini is predictably excellent. 


One Hatch 3-door 290 500 75 180 9.9 195 4.9 113 6/10 

One Hatch 3-door auto 308 500 75 180 10.2 195 5.0 117 6/10 

Cooper Hatch 3-door 352 000 100 230 7.9 210 4.7 110 7/10 

Cooper Hatch 3-door auto 370 000 100 230 7.8 210 4.9 115 7/10 

Cooper S Hatch 3-door 411 052 141 300 6.8 235 5.9 138 7/10 

Cooper S Hatch 3-door auto 427 798 141 300 6.7 233 5.5 127 7/10 

One Hatch 5-door 300 500 75 180 10.1 192 5.0 117 6/10 

One Hatch 5-door auto 318 500 75 180 10.5 192 5.1 119 6/10 

Cooper Hatch 5-door 362 000 100 230 8.2 207 4.9 114 8/10 

Cooper Hatch 5-door auto 380 000 100 230 8.1 207 5.0 116 8/10 



John Cooper Works Hatch 3-door 471 104 170 320 6.3 246 6.7 156 8/10 

John Cooper Works Hatch 3-dr auto 492 596 170 320 6.1 246 5.8 134 8/10 

Clubman 

Longest Mini on sale now has conventional front 

hinged rear doors. Essentially the cooler 2 Series 

Active Tourer. 


Cooper Clubman 376 070 100 230 9.1 205 5.4 125 7/10 

Cooper Clubman auto 394 070 100 230 9.1 205 5.4 125 7/10 

Cooper S Clubman 456 692 141 300 7.2 228 6.4 148 7/10 

Cooper S Clubman auto 475 052 141 300 7.1 228 5.9 138 7/10 

John Cooper Works ALL4 Clubman 558 612 170 350 6.3 238 7.8 178 6/10 

John Cooper Works ALL4 Clubman auto 584 516 170 350 6.3 238 7.2 164 6/10 

Convertible 

Soft-top version perhaps the most likeable of 

all Mini’s non-core derivatives. Absolute summer 

must have motoring. 


Cooper Convertible 405 000 100 230 8.8 208 5.1 119 7/10 

Cooper Convertible auto 423 456 100 230 8.7 207 5.3 124 7/10 

Cooper S Convertible 476 622 141 300 7.2 230 6.2 143 7/10 

Cooper S Convertible auto 493 710 141 300 7.1 228 5.8 135 7/10 

Countryman 

They’ve made it bigger still for normal sized families. 

Tacky interior though. 


Cooper 423 824 100 230 9.6 202 5.9 136 7/10 

Cooper auto 442 052 100 230 9.6 200 6.0 138 7/10 

Cooper S 493 306 141 300 7.5 225 6.5 149 7/10 

Cooper S auto 512 806 141 300 7.4 225 6.5 149 7/10 

John Cooper Works ALL4 600 586 170 350 6.5 234 7.4 169 

John Cooper Works ALL4 auto 626 832 170 350 6.5 234 6.9 158 

MITSUBISHI 

TopGear on Mitsubishi: 

Once dominant Dakar racing and WRC brand trading on past glories. 

Pajero Sport’s a rather convincing Fortuner rival, though. 

Mirage 

Mitsubishi have made a Micra. Really though, you 

deserve better than this. 


1.2 GL 149 900 57 100 11.7 180 4.9 115 4/10 

1.2 GLX 159 900 57 100 11.7 180 4.9 115 4/10 

1.2 GLS 169 900 57 100 11.7 180 4.9 115 4/10 

ASX 

A small crossover that covers a lot of bases. Looks 

good and drives well, but a bit vanilla. 


2.0 GL 364 900 110 197 9.6 194 7.5 175 6/10 

2.0 GL auto 399 900 110 197 11.5 190 7.6 178 6/10 

2.0 GLX 399 900 110 197 9.6 194 7.5 175 6/10 

2.0 GLS 414 900 110 197 9.6 194 7.5 175 6/10 

2.0 GLS auto 434 900 110 197 11.5 190 7.6 178 6/10 

Triton 

Conservative equipment for price and limited range 

for now. 


double cab 

2.4DI-D 479 900 133 430 n/a 179 7.1 187 5/10 

2.4DI-D auto 499 900 133 430 n/a 177 7.7 203 5/10 

2.4DI-D 4x4 539 900 133 430 10.4 179 7.3 191 5/10 

2.4DI-D 4x4 auto 559 900 133 430 11.8 177 7.8 207 5/10 

Outlander 

It’s back, and it’s better than ever. It couldn’t have 

been much worse really. 


2.4 GLS Exceed 549 900 123 222 n/a n/a 8.2 192 6/10 

Pajero Sport 

Reasonably well-specced bakkie-based bruiser. 

But an Everest is better. 


2.5DI-D auto 539 900 131 350 12.0 176 8.5 225 6/10 

2.5DI-D 4x4 574 900 131 400 11.0 179 7.8 206 6/10 

2.5DI-D 4x4 auto 589 900 131 350 12.0 176 8.5 225 7/10 

2.5DI-D 4x4 Shogun auto 589 900 131 350 12.0 176 8.5 225 7/10 

Pajero 

 

 


3-door 3.2DI-D GLS 689 900 140 441 12.0 180 10.1 245 6/10 

3-door 3.2DI-D GLS Legend II 719 900 140 441 12.0 180 10.1 245 6/10 

5-door 3.2DI-D GLS 769 900 140 441 12.3 175 10.1 245 6/10 

5-door 3.2DI-D GLS Legend II 819 900 140 441 12.3 175 10.1 245 6/10 

5-door 3.2DI-D GLS Exceed 789 900 140 441 12.3 175 10.1 245 6/10 

NISSAN 

TopGear on Nissan: 

Bizarre Addams family of geriatric hatches, cash-cow crossovers 

and the mind-scrambling GT-R freak show. 

Micra 

If you distil blandness into supermini form you 

get the latest generation Micra. It does great 

three-point turns. Yawn. 


159 900 56 104 13.2 166 5.2 124 4/10 

1.5 Tekna 196 900 73 134 11.0 180 6.3 150 4/10 

NP200 

Tough Pretoria-built bakkie with class-leading space. 


1.6i 159 900 64 128 n/a n/a 8.1 192 6/10 

1.6i pack 176 900 64 128 n/a n/a 8.1 192 6/10 

1.6i iCE 191 900 64 128 n/a n/a 8.1 192 6/10 

1.6 16v S 192 900 77 148 n/a n/a 8.0 189 7/10 

1.6 16v SE 222 900 77 148 n/a n/a 8.0 189 7/10 

1.5dCi pack 221 900 63 200 n/a n/a 5.3 140 6/10 

1.5dCi iCE 236 900 63 200 n/a n/a 5.3 140 6/10 

1.5dCi SE 244 900 63 200 n/a n/a 5.3 140 6/10 

Almera 

Nissan’s Tiida replacement has arrived. Big on space, 

non-existent on style or fun. 


1.5 Acenta 198 900 73 134 n/a 183 6.3 149 5/10 

1.5 Acenta auto 208 900 73 134 n/a 183 7.2 171 5/10 

NP300 Hardbody 

Rugged die-hard workhorse that’s getting a bit long 

in the tooth. 


2.0 199 900 84 169 n/a n/a 10.0 237 5/10 

2.5TDi 229 900 98 304 n/a n/a 8.0 211 5/10 

2.5TDi Hi-rider 314 900 98 304 n/a n/a 8.0 211 6/10 

2.4 4x4 306 900 105 205 n/a n/a 11.1 261 6/10 

2.5TDi 4x4 336 900 98 304 n/a n/a 9.4 247 6/10 

double cab 

2.5TDi Hi-rider 344 900 98 304 n/a n/a 8.8 233 7/10 

2.4 Hi-rider 324 900 105 205 n/a n/a 11.0 259 6/10 

2.4 4x4 388 900 105 205 n/a n/a 11.7 274 6/10 

Juke 

 

 

nice if a little odd. 


1.2T Acenta 296 900 85 190 10.8 178 5.6 129 7/10 

1.2T Acenta+ 317 900 85 190 10.8 178 5.6 129 7/10 

1.5dCi Acenta+ 332 900 81 260 11.2 175 4.2 109 5/10 

1.6T Tekna 359 900 140 240 7.8 215 6.0 159 7/10 

1.6T 4WD Tekna 399 900 140 240 8.2 200 6.5 169 7/10 

 

Delivery van and shuttle from Nissan. Nice if you 

 


333 900 81 153 n/a n/a 7.3 169 5/10 

363 900 66 200 n/a n/a 5.1 134 5/10 

Qashqai 

Nissan started the Qashqai craze, so the new one 

is predictably safe. It’s better than ever for, you know, 

family stuff. 


330 900 85 190 10.9 185 6.2 144 6/10 

1.2T Acenta 354 900 85 190 10.9 185 6.2 144 6/10 

1.2T Acenta auto 371 900 85 165 12.9 173 6.2 144 6/10 

1.5dCi Acenta 382 900 81 260 11.9 182 4.2 109 6/10 

1.6T Acenta 427 900 120 240 9.1 200 6.2 144 7/10 

1.6dCi Acenta auto 454 900 96 320 11.1 183 4.9 129 7/10 

X-Trail 

The X-Trail used to be a rufty-tufty thing. Now it’s 

been emasculated. As a result, we think it’s better. 

Fickle, us? 


2.0 XE 370 900 106 200 11.1 183 8.3 197 6/10 

2.5 4x4 SE 417 900 126 233 10.5 190 8.3 197 7/10 

1.6dCi XE 408 900 96 320 10.5 188 5.1 134 6/10 

1.6dCi 4x4 SE 460 900 96 320 11.0 186 5.3 139 6/10 

1.6dCi 4x4 LE 529 900 96 320 11.0 186 5.3 139 7/10 

Leaf 

 

impressive, but is SA infrastructure up for it? 


Leaf 500 550 80e 254e 11.5 144 0.0 0 7/10 

Navara 

First bakkie to bring rear coil springs. Excellent gravel 

comfort. 


double cab 

2.3D 4x4 SE 514 900 140 450 n/a n/a 6.5 172 8/10 

2.3D 4x4 LE 565 900 140 450 n/a n/a 6.5 172 8/10 

2.3D 4x4 LE auto 584 900 140 450 n/a n/a 7.0 186 8/10 

370Z 

 

manliness of the old one, Nissan? The 86 has 

highlighted some of this car’s shortcomings. 


coupé 661 900 245 363 5.3 250 10.5 248 7/10 

coupé auto 680 900 245 363 5.6 250 10.4 245 7/10 

Patrol 

Built like a tank, drives like a tank, drinks like a tank. 


3.0TD pick-up 583 900 110 371 n/a n/a 10.9 289 6/10 

3.0TD GL 699 900 110 380 18.8 160 10.8 287 7/10 

4.8 GRX 809 900 190 420 9.9 190 17.7 424 7/10 

GT-R 

Cheap at twice the price, the GT-R is an uber-techy, 

violently capable, ruthlessly rapid speed machine. 

Just drive one. 



Premium Edition 2 150 000 408 632 2.9 315 11.7 275 9/10 

Black Edition 2 250 000 408 632 2.9 315 11.7 275 9/10 

OPEL 

TopGear on Opel: 

Regarded (alongside Ford) as perennial alternatives to Volkswagen 

and Toyota offerings, with excitement levels somewhere in between. 

Adam 

They called it the Adam. They should have called it 

the Cheryl. Cute, but short of panache. 

Blame its upbringing. 


1.4 206 500 74 130 11.5 185 5.3 125 6/10 

1.0T Jam 230 700 85 170 9.9 196 5.1 119 6/10 

1.0T Glam 254 000 85 170 9.9 196 5.1 119 6/10 

Rocks 1.0T 287 100 85 170 9.9 196 5.0 115 7/10 

S 1.4T 330 000 110 220 8.5 210 5.9 139 7/10 

Corsa 

 

improved all around. Maybe it’s time to get into an 

Opel after all? 


1.0T Essentia 201 800 85 170 10.3 195 5.0 117 6/10 

1.0T Enjoy 234 800 85 170 10.3 195 5.0 117 6/10 

1.0T Cosmo 255 800 85 170 10.3 195 5.0 117 6/10 

1.4 Enjoy auto 235 100 66 130 13.9 171 6.0 140 5/10 

1.4 Turbo Sport 276 200 110 220 9.6 204 5.9 137 6/10 

Mokka X 

NiceX engine but not quite the Corsa crossover 

we hoped for. Noisy as a beehive over imperfect 

surfaces. 


1.4 Turbo Enjoy 317 500 103 200 9.8 195 6.0 139 5/10 

1.4 Turbo Enjoy auto 328 400 103 200 10.7 191 6.6 154 5/10 

1.4 Turbo Cosmo 357 400 103 200 9.8 195 6.0 139 5/10 

1.4 Turbo Cosmo auto 368 400 103 200 10.7 191 6.6 154 5/10 

Astra hatch 

Superb onboard connectivity and comprehensively 

engineered as only Germans can. Problem is: no diesels. 


hatch 1.0T Essentia 264 300 77 170 11.2 200 4.4 102 6/10 

hatch 1.0T Enjoy 295 800 77 170 11.2 200 4.4 102 6/10 

hatch 1.4T Enjoy 341 300 110 230 8.5 215 5.1 117 6/10 

hatch 1.4T Enjoy auto 351 700 110 245 8.9 210 5.5 127 6/10 

hatch 1.4T Sport 368 400 110 230 8.5 215 5.1 117 6/10 

hatch 1.4T Sport auto 389 200 110 245 8.9 210 5.5 127 6/10 

hatch 1.6T Sport 402 700 147 300 7.0 235 6.1 141 7/10 

hatch 1.6T Sport Plus 423 600 147 300 7.0 235 6.1 141 7/10 

Astra coupé 

Awful six-speed manual and comically expensive for 

what it offers. The Superboss lineage is dead. 


OPC 582 600 206 400 6.0 250 7.8 184 6/10 

PEUGEOT 

TopGear on Peugeot: 

Chassis-makers have rediscovered their mojo with 208 GTi and RCZ 

R, and the 308 is a sober revelation. Now do the Onyx, please. 

208 

Congratulations Peugeot, it’s only taken you 

25 years to reimagine the 205. 208 is light, likeable 

and French. In a good way. 


1.0 Pop Art 174 900 50 95 14.0 165 4.4 102 6/10 

1.2 Active 224 900 60 118 12.2 175 4.3 99 6/10 

1.2T GT Line 284 900 81 205 9.6 190 4.5 103 6/10 

1.2T GT Line auto 304 900 81 205 9.8 190 4.5 104 6/10 

2008 

High-rise supermini that’s increasingly popular in 

the wake of the Juke. A little mash-up which just 

about works. 


1.6HDi Active 274 900 68 230 11.5 181 4.0 103 

1.6HDi Allure 299 900 68 230 11.5 181 4.0 103 

1.2T Allure auto 324 900 81 205 10.1 188 5.2 121 

1.2T GT Line auto 349 900 81 205 10.1 188 5.2 121 

308 

Well, knock us down with a feather, out of nowhere. 

Peugeot gives us a hatch that is good to drive. Gobs 

smacked. 


1.2T Active 304 900 81 205 11.1 188 4.6 105 7/10 


PORSCHE 

TopGear on Porsche: 

Irritatingly great to drive, even when it’s a 4x4. There’s a reason 

every sports car is dubbed “911-fighter”… 

718 Cayman 

 

four, hence the classic racer name. Buyer’s remorse an 

unknown concept with these. 


718 Cayman 870 000 220 380 4.9 275 6.9 158 9/10 

718 Cayman S 950 000 257 420 4.4 285 7.3 167 9/10 

718 Boxster 

Best roadster you can buy. And yes, that includes F-Type. 

 

referenced name change to 718. 


718 Boxster 884 000 220 380 4.9 275 6.9 158 9/10 

718 Boxster S 965 000 257 420 4.4 285 7.3 167 9/10 

Macan 

Porsche’s Range Rover Evoque is a tidy lookerthat has 

image by the bucket-load. Thus, soon to be seen 

everywhere... 


S diesel 1 098 000 180 580 6.3 230 6.1 159 8/10 

S 1 122 000 250 460 5.4 254 8.7 204 8/10 

GTS 1 351 000 265 500 5.0 256 8.8 207 8/10 

turbo 1 420 000 294 550 4.8 266 9.2 216 8/10 

turbo Performance 1 540 000 324 600 4.4 272 9.7 224 8/10 

Cayenne 

 

slightly better to look at and no longer has a ride 

that does bad things to your spine. 


Cayenne 990 000 220 400 7.7 230 9.2 215 7/10 

Cayenne Platinum Edition 1 031 000 220 400 7.7 230 9.2 215 7/10 

diesel 1 084 000 180 550 7.3 221 6.6 173 8/10 

diesel Platinum Edition 1 129 000 180 550 7.3 221 6.6 173 7/10 

S 1 154 000 309 550 5.5 259 9.5 223 7/10 

S Platinum Edition 1 171 000 309 550 5.5 259 9.5 223 7/10 

S diesel 1 347 000 283 850 5.4 252 8.0 209 7/10 

S diesel Platinum Edition 1 362 000 283 850 5.4 252 8.0 209 7/10 

GTS 1 324 000 324 600 5.2 262 9.8 228 8/10 

S e-hybrid 1 531 000 306e 590e 5.9 243 3.4 79 7/10 

S e-hybrid Platinum Edition 1 572 000 306e 590e 5.9 243 3.4 79 7/10 

turbo 1 975 000 382 750 4.5 279 11.2 261 8/10 

turbo S 2 504 000 419 800 4.1 284 11.5 267 8/10 

Panamera 

Fresh platform, bi-turbo engines, spectacular cabin 

and much less awful-looking. German autobahn 

 


Panamera 1 361 000 243 450 5.7 264 7.5 171 

4 1 390 000 243 450 5.5 262 7.7 175 

4S 1 588 000 324 550 4.4 289 8.2 186 8/10 

turbo 2 481 000 404 770 3.8 306 9.4 214 9/10 

Executive 

4 Executive 1 498 000 243 450 5.6 262 7.8 178 

4S Executive 1 823 000 324 550 4.5 289 8.2 187 

turbo Executive 2 684 000 404 770 3.9 306 9.4 215 

Sport Turismo 

4 Sport Turismo 1 431 000 243 450 5.5 259 7.8 178 

4S Sport Turismo 1 667 000 324 550 4.4 286 8.2 187 

turbo Sport Turismo 2 522 000 404 770 3.8 304 9.4 215 

911 

Styling is evolutionary and cabin shared with 

Panamera, but this is Porsche proving it’s the 

world’s best sports car builder. 


Carrera coupé 1 410 000 272 450 4.4 293 7.4 169 9/10 

Carrera 4 coupé 1 535 000 272 450 4.3 290 7.7 177 9/10 

Carrera S coupé 1 572 000 309 500 4.1 306 7.7 174 9/10 

Carrera 4S coupé 1 697 000 309 500 4.0 303 7.9 180 9/10 

Carrera GTS coupé 1 768 000 331 550 3.7 310 8.3 188 

Carrera 4 GTS coupé 1 892 000 331 550 3.6 308 8.5 192 

Carrera cabriolet 1 557 000 272 450 4.6 290 7.5 172 9/10 

Carrera 4 cabriolet 1 682 000 272 450 4.5 287 7.9 182 9/10 

Carrera S cabriolet 1 719 000 309 500 4.3 304 7.8 178 9/10 

Carrera 4S cabriolet 1 844 000 309 500 4.2 301 8.0 184 9/10 

Carrera GTS cabriolet 1 914 000 331 550 3.8 308 8.4 190 

Carrera 4 GTS cabriolet 2 099 000 331 550 3.7 306 8.7 196 

targa 4 1 682 000 272 450 4.5 287 7.9 182 9/10 

targa 4S 1 844 000 309 500 4.2 301 8.0 184 9/10 

targa 4 GTS 2 039 000 331 550 3.7 306 8.7 196 

GT3 2 750 000 368 460 3.9 320 12.9 290 

GT3 auto 2 750 000 368 460 3.4 318 12.7 288 

turbo coupé 2 762 000 397 710 3.0 320 9.1 212 9/10 

turbo cabriolet 2 909 000 397 710 3.1 320 9.3 216 9/10 

turbo S coupé 3 231 000 427 750 2.9 330 9.1 212 9/10 

turbo S cabriolet 3 379 000 427 750 3.0 330 9.3 216 9/10 

RENAULT 

TopGear on Renault: 

Still a pervading sense of flimsiness about Renaul 

ageing RS Mégane isn’t the end of an era. 

e 

Kwid 

Turns a blind eye to safety and focuses on Bluetooth, 

space and peppy engine 


1.0 Expression 124 900 50 91 n/a 152 4.7 112 5/10 

1.0 Dynamique 134 900 50 91 n/a 152 4.7 112 6/10 

Sandero 

Far prettier than before. Still spacious, indestructible 

and sold at a cheap price. 


66kW turbo Expression 159 900 66 135 11.1 169 5.2 119 6/10 

Stepway 66kW turbo Expression 174 900 66 135 11.1 168 5.4 124 6/10 

Stepway 66kW turbo Dynamique 189 900 66 135 11.1 168 5.4 1240 7/10 

Clio 

A return to form for Renault. Clio 4 is good-looking 

and drives well. 


66kW turbo Authentique 206 900 70 150 12.9 178 5.5 105 6/10 


66kW turbo Dynamique 239 900 70 150 12.9 178 5.5 105 7/10 

88kW turbo Expression auto 259 900 88 190 9.4 199 5.2 120 6/10 

88kW turbo GT-Line 264 900 88 205 9.0 199 5.3 118 

RS 200 Cup 399 900 147 240 6.7 230 6.3 144 8/10 

Duster 

Simple, tenacious, high riding cross-over hatch. 

 


1.6 Expression 239 900 77 148 11.5 165 7.6 177 7/10 

1.6 Dynamique 259 900 77 148 11.5 165 7.6 177 7/10 

1.5dCi Dynamique 279 900 80 240 12.2 169 4.8 127 7/10 

1.5dCi Dynamique 4WD 304 900 80 240 12.8 168 5.2 135 7/10 

Captur 

Renault’s take on Juke that’s, perhaps unsurprisingly, 

more style than substance. Get a Clio instead. 



66kW turbo Dynamique 264 900 66 135 12.9 171 4.9 115 6/10 

66kW dCi Dynamique 289 900 66 220 13.1 171 3.6 95 6/10 

66kW dCi Dynamique Sunset 292 400 66 220 13.1 171 3.6 95 6/10 

88kW turbo Dynamique auto 304 900 88 190 10.9 192 5.4 125 6/10 

Mégane 

Beyond the C-design lights there’s a very comfy 

 

steer system too. GT an interesting q-car idea. 


84kW Dynamique 292 900 84 156 12.2 191 6.4 144 6/10 

97kW turbo GT Line 348 900 97 205 10.6 197 5.3 119 7/10 

97kW turbo GT Line auto 368 900 97 205 10.3 199 5.4 122 7/10 

151kW GT 457 900 151 280 7.1 230 6.0 134 7/10 

Kadjar 

Heaps better than Renault’s last crack at a big 

 

genuine appeal. 


96kW TCe Expression 364 900 96 205 10.4 189 5.7 127 6/10 

96kW TCe XP Limited Edition 364 900 96 205 10.4 189 5.7 127 7/10 

96kW TCe Dynamique 389 900 96 205 10.4 189 5.7 127 7/10 

96kW TCe Dynamique auto 399 900 96 205 11.0 189 5.5 123 7/10 

81kW dCi Dynamique 394 900 81 260 12.2 180 4.6 120 7/10 

81kW dCi Dynamique auto 414 900 81 260 12.0 179 4.7 124 6/10 

96kW dCi Dynamique 4WD 454 900 96 320 10.7 188 5.4 143 6/10 

ROLLS-ROYCE 

TopGear on Rolls-Royce: 

Wheeled pleasure-yachts that’ve seen off the challenge of Maybach, 

and offer more charm than Bentley. 

Ghost 

A cut-price Rolls? Not really. Luxury still here by the 

 

will still be a skilled process. 


Ghost POA 420 780 4.9 250 14.0 327 8/10 

Extended Wheelbase POA 420 780 5.0 250 14.1 329 8/10 

Wraith 

If the Grand Tourer still existed, this is how the 

 

symbol of Britain. 


Wraith POA 465 800 4.6 250 14.0 327 9/10 

Dawn 

 

Has more presence by itself than an entire motorcade.


Dawn POA 420 780 4.9 250 14.2 330 8/10 

SMART 

TopGear on Smart: 

Best-yet execution of a flawed idea. We’ll have the cheaper, 

mechanically identical Twingo, thanks. 

fortwo 

A doddle to park, a delight around town, but what 

on earth was Smart thinking when it signed off 

the design? 


coupé base 174 900 52 91 14.4 151 4.1 93 5/10 

coupé passion 194 400 52 91 14.4 151 4.1 93 5/10 

coupé prime 203 400 52 91 14.4 151 4.1 93 5/10 

coupé proxy 207 400 52 91 14.4 151 4.1 93 5/10 

Brabus fortwo coupé 308 200 80 170 9.5 165 4.5 102 6/10 

forfour 

Same front end as the car above. Concerning. 

Otherwise, it’s a decent city car. But your eyes hurt. 


base 179 900 52 91 15.9 151 4.2 97 5/10 

passion 199 400 52 91 15.9 151 4.2 97 5/10 

prime 210 900 52 91 15.9 151 4.2 97 5/10 

proxy 212 400 52 91 15.9 151 4.2 97 5/10 

base auto 210 400 66 135 11.9 165 4.2 98 6/10 

passion auto 229 900 66 135 11.9 165 4.2 98 6/10 

prime auto 241 400 66 135 11.9 165 4.2 98 6/10 

proxy auto 242 900 66 135 11.9 165 4.2 98 6/10 

Brabus forfour 313 300 80 170 10.5 180 4.6 104 6/10 

SSANGYONG 

TopGear on SsangYong: 

Still mired where the rest of the Koreans languished decades ago. 

Very cheap, for very good reason. 

Korando 

Korando offers OK off-road performance, and 

little else. Has a mountain to climb if it wants to 

 


2.0 324 995 110 197 n/a 163 7.5 175 3/10 

SUBARU 

TopGear on Subaru: 

Ex-WRC legend rebuilding its brand with chunky, rugged 4x4s. 

Rally heritage lives on in old-skool WRX. 

 

Can’t afford a design team? 


2.0i 360 000 110 196 10.5 187 8.0 189 5/10 

2.0i auto 381 000 110 196 10.7 187 7.9 187 5/10 

2.0i-S auto 419 000 110 196 10.7 187 7.9 187 5/10 

Forester 

Lacks school run glam, but that’s not the point - 

this is rugged transport. Pity the 177kW XT Turbo 

is so ignorable. 


2.0 X 389 000 110 198 10.6 190 7.2 168 6/10 

2.5 X 429 000 126 235 9.9 196 8.1 187 5/10 

2.5 XS 475 000 126 235 9.9 196 8.1 187 5/10 

2.5 XS Premium 536 000 126 235 9.9 196 8.1 187 5/10 

2.0 XT 597 000 177 350 7.5 210 8.5 197 6/10 

Outback 

More of the unfashionable same from Subaru, but that’s 

what the owners love. New one is handily 

sized, very capable. 


2.5i-S Premium 550 000 129 235 10.2 n/a 7.3 167 5/10 

3.6 R-S Premium 617 000 191 350 7.6 n/a 9.9 230 5/10 

Legacy 

Heroically pointless. Naturally aspirated 3.6-litre 

 

afford any of the 911s. 


3.6 R-S Premium 595 000 191 350 7.2 n/a 9.9 230 5/10 

WRX 

Now that the Evo is dead, the WRX grows up and 

becomes a lot easier to live with. Boy racers 

everywhere throw a tantrum. 


WRX Premium 539 000 197 350 6.0 240 9.2 213 6/10 

WRX Premium auto 559 000 197 350 6.3 240 8.6 199 6/10 

WRX STI Premium 719 000 221 407 5.2 255 10.4 242 8/10 

SUZUKI 

TopGear on Suzuki: 

Jimny and Swift Sport the only character highlights from a brand 

desperately in need of turbocharging. 

Celerio 

Alto replacement has a bigger boot, 3Nm more 

and an auto option for those of weak left hip. 

Big in India. 


1.0 GA 132 900 50 90 14.0 155 4.7 110 5/10 

1.0 GL 149 900 50 90 14.0 155 4.7 110 5/10 

1.0 GL auto 163 900 50 90 14.0 155 4.6 108 5/10 

Swift 

By not trying too hard, this no-nonsense supermini 

succeeds in being really rather good. 


DZire sedan 1.2 GA 153 900 63 113 12.6 160 5.2 124 5/10 

DZire sedan 1.2 GL 167 900 63 113 12.6 160 5.2 124 5/10 

DZire sedan 1.2 GL auto 184 900 63 113 n/a 160 5.9 140 6/10 

hatch 1.2 GA 152 900 63 113 12.6 160 5.3 126 5/10 

hatch 1.2 GL 167 900 63 113 12.6 160 5.3 126 5/10 

hatch 1.2 GL auto 184 900 63 113 n/a 160 5.8 137 5/10 

hatch 1.2 RS 184 800 63 113 12.6 160 5.3 126 4/10 

hatch 1.4 GLS 222 900 70 130 10.9 170 5.5 132 6/10 

hatch 1.4 GLS auto 239 900 70 130 12.3 165 6.2 147 6/10 

hatch 1.6 Sport 264 900 100 160 8.7 195 6.5 153 7/10 

Ertiga 

Think of it as Suzuki’s rival to the Toyota Avanza 

and you’ve got it. But do you want it? 


1.4 GA 193 900 70 130 n/a n/a 6.2 147 5/10 

1.4 GL 219 900 70 130 n/a n/a 6.2 147 5/10 

1.4 GL auto 235 900 70 130 n/a n/a 6.2 147 4/10 

Ciaz 

It’s a bit bigger than a Swift sedan, but then that’s 

not saying much. And then there’s the silly name. 

Move along. 


1.4 GL 203 900 70 130 n/a n/a 5.4 125 5/10 

1.4 GLX 229 900 70 130 n/a n/a 5.4 125 5/10 

1.4 GLX auto 244 900 70 130 n/a n/a 5.5 131 5/10 

Baleno 

Not much imagination was used here but deathly sensible. 


1.4 GL 199 900 68 130 10.9 175 5.1 120 5/10 

1.4 GLX 229 900 68 130 10.9 175 5.1 120 6/10 

1.4 GLX auto 244 900 68 130 11.6 160 5.4 128 6/10 

Jimny 

They still make this? Mini ‘jeep’ is a throwback to the 

’90s. Rather capable, mind you. 


1.3 256 900 63 110 14.1 140 7.2 171 6/10 

1.3 auto 274 900 63 110 17.2 135 7.6 181 6/10 

 

 

perfectly good alternative to Qashqai or Juke. 

Well done, Suzuki. 


1.6 GL 267 900 86 151 11.5 180 5.8 136 7/10 

1.6 GL+ 303 900 86 151 11.5 180 5.8 136 7/10 

1.6 GL+ auto 321 900 86 151 n/a n/a 6.0 139 7/10 

1.6 GL+ AllGrip 327 900 86 151 12.0 180 5.8 136 7/10 

1.6 GLX auto 337 900 86 151 n/a n/a 6.0 139 7/10 

1.6 GLX AllGrip 356 900 86 151 12.0 180 6.2 145 7/10 

SX4 

All new take on Suzuki’s tenacious tyke. Pricy now. 


1.6 GL 282 900 86 156 11.0 179 5.8 137 5/10 

1.6 GLX 313 900 86 156 11.0 179 5.8 137 6/10 

1.6 GLX auto 336 900 86 156 12.4 169 5.8 137 6/10 

1.6 GLX AllGrip 337 900 86 156 12.0 174 6.2 146 6/10 

1.6 GLX AllGrip auto 359 900 86 156 13.5 164 6.2 146 6/10 

 

Looks like an off-roader but doesn’t go like one, or 

feel as well-built as it should. Would rarely top your 

shopping list. Low range helps, though. 


2.4 Dune 369 900 122 225 11.7 180 8.9 212 3/10 

2.4 Dune auto 384 900 122 225 12.0 170 9.9 234 4/10 

2.4 Summit 442 900 122 225 11.7 180 8.9 212 5/10 

2.4 Summit auto 459 900 122 225 12.0 170 9.9 234 4/10 

TATA 

TopGear on Tata: 

Conceived in a country where the traffic is designed to kill you, for 

people who have only recently upgraded from scooters. 

Indica 

Nothing quite says ‘I’m poor’ like driving an Indica. 

Cheap and light-years from cheerful. 


1.4 LGi 118 995 55 110 12.8 155 7.4 168 2/10 

1.4 LGi Flash 124 995 55 110 12.8 155 7.4 168 2/10 

 

Oh, what’s this? Max my Indica? At this price you 

can do a LOT better. 


1.4 Ini Bounce 134 995 55 114 14.0 150 6.7 159 3/10 

1.4 Ignis 154 995 66 116 13.5 155 6.7 157 3/10 

Bolt 

Ambitious, though ironic, name for a 66kW hatch. 

Part of Tata’s Falcon development programme. 

Best wait for the Eagle version. 


hatch 1.2T XMS 157 995 66 140 n/a n/a 6.5 154 3/10 

hatch 1.2T XT 167 995 66 140 n/a n/a 6.5 154 3/10 

sedan 1.2T XMS 167 995 66 140 n/a n/a 6.5 154 3/10 

sedan 1.2T XT 177 995 66 140 n/a n/a 6.5 154 3/10 

Manza 

Four-door transport from the sub-continent. Says 

it all, really. No free cricket paraphernalia included. 


1.4 Ini 156 995 66 116 13.5 155 6.4 151 3/10 

1.4 Ignis 177 995 66 116 13.5 155 6.4 151 3/10 

Xenon 

 

and might just get you laid in Mumbai. 


XT 2.2L 219 995 110 320 n/a 160 9.0 260 4/10 

XT 2.2L double cab 269 995 110 320 n/a 160 9.0 260 4/10 

XT 2.2L double cab Evolve 279 995 110 320 n/a 160 9.0 260 4/10 

TOYOTA 

TopGear on Toyota: 

Maker of many boring things. And the 86. Which is so good, it almost 

makes up for the rest of the range. 

Aygo 

A Citroën C1 with added face fungus. 

 


1.0 157 600 51 95 14.2 160 4.4 102 6/10 

1.0 X-play 160 000 51 95 14.2 160 4.4 102 6/10 

Etios 

An Indian-built, reincarnated Tazz, with a willing, 

unsophisticated and unbreakable engine. 

Horrid design. 


hatch 1.5 Xi 163 900 66 132 11.3 165 6.0 138 3/10 

sedan 1.5 Xi 172 200 66 132 11.3 165 5.9 136 3/10 

hatch 1.5 Sprint 172 600 66 132 11.3 165 6.0 138 5/10 

sedan 1.5 Sprint 180 500 66 132 11.3 165 5.9 136 5/10 

Cross 1.5 Xs 194 300 66 132 11.3 165 6.0 138 4/10 

Yaris 

A key car for Toyota in Europe. the engine choice is 

reasonable, the Hybrid is OK, but it’s not as clever 

as it used to be. 


1.0 191 400 51 95 15.3 155 5.0 117 6/10 

1.3 221 100 73 125 11.7 175 5.6 131 6/10 

1.3 auto 233 800 73 125 12.6 175 5.5 127 6/10 

Hybrid 305 500 74e 111+e 11.8 165 3.6 82 6/10 

Corolla Quest 

Here is last year’s Corolla for B-segment money. 

Smart. 


1.6 208 500 90 154 10.5 195 6.6 157 4/10 

1.6 auto 224 400 90 154 11.1 185 6.3 150 4/10 

1.6 Plus 224 900 90 154 10.5 195 6.6 157 4/10 


Avanza 

Seven-seat cardboard box on wheels. Like an East 

 


1.3 S 220 200 70 121 n/a n/a 6.1 145 3/10 

1.3 SX 237 100 70 121 n/a n/a 6.1 145 3/10 

1.5 SX 244 300 77 137 n/a n/a 6.3 150 3/10 

1.5 SX auto 262 900 77 137 n/a n/a 6.7 160 3/10 

1.5 TX 278 500 77 137 n/a n/a 6.3 150 3/10 

Corolla 

New Corolla is a return to form for Toyota. Funnish. 

Capable. The return of the white-collar king. 


1.3 Esteem 261 300 73 128 12.6 180 6.0 139 5/10 

1.3 Prestige 281 300 73 128 12.6 180 6.0 139 5/10 

1.6 Esteem 280 200 90 154 10.5 195 6.6 157 5/10 

1.6 Prestige 299 900 90 154 10.5 195 6.6 157 5/10 

1.6 Prestige auto 314 000 90 154 11.1 185 6.3 150 5/10 

1.4D-4D Esteem 294 400 66 205 12.5 180 4.5 119 6/10 

1.4D-4D Prestige 307 500 66 205 12.5 180 4.5 119 6/10 

1.8 Prestige 313 500 103 173 n/a n/a 7.0 165 6/10 

1.8 Exclusive 336 300 103 173 n/a n/a 7.0 165 6/10 

1.8 Exclusive auto 349 400 103 173 10.2 195 6.4 152 6/10 

Auris 

Many still yearn for a spiritual successor to the RunX. 

New is Auris better than the previous one. Looks 

sharper but lacks identity. 


1.3 X 268 300 73 128 12.6 175 5.8 134 5/10 

1.6 Xi 298 800 97 160 10.0 200 6.2 145 5/10 

1.6 XS 311 800 97 160 10.0 200 6.2 145 5/10 

1.6 XR 345 100 97 160 10.0 200 6.2 145 5/10 

1.6 XR auto 361 800 97 160 10.8 195 6.0 138 5/10 

Hybrid XR 413 600 100e 142+e 10.9 n/a 3.9 91 6/10 

Hilux 

A decade in the making, Toyota’s most iconic 

product doesn’t disappoint. Ranger rivalry now 

more intense than ever. 


2.0 239 600 102 183 12.0 170 n/a n/a 7/10 

2.4GD 272 100 110 343 12.4 175 n/a n/a 7/10 

2.7 SRX 332 700 122 245 12.1 180 n/a n/a 7/10 

2.4GD-6 SRX 343 200 110 400 13.2 175 n/a n/a 8/10 

2.4GD-6 4x4 SRX 406 100 110 400 13.2 175 n/a n/a 8/10 

2.4GD-6 4x4 SR 400 700 110 400 13.2 175 n/a n/a 8/10 

2.8GD-6 Raider 395 500 130 420 11.2 180 n/a n/a 8/10 

2.8GD-6 4x4 Raider 456 300 130 420 11.2 175 n/a n/a 8/10 

Xtra cab 

2.4GD-6 SRX 354 800 110 400 13.2 175 n/a n/a 8/10 

2.8GD-6 Raider 430 000 130 420 11.2 180 n/a n/a 8/10 

2.8GD-6 4x4 Raider 492 900 130 420 11.2 175 n/a n/a 8/10 

double cab 

2.7 SRX 385 800 122 245 12.1 180 10.6 253 7/10 

2.4GD-6 SRX 442 700 110 400 13.2 175 7.1 187 8/10 

2.4GD-6 4x4 SRX 468 800 110 400 13.2 170 7.3 190 8/10 

2.4GD-6 4x4 SR 462 500 110 400 13.2 170 7.3 190 8/10 

2.8GD-6 Raider 490 700 130 420 11.2 180 7.6 198 8/10 

2.8GD-6 Raider auto 508 500 130 450 10.8 175 8.0 210 8/10 

2.8GD-6 4x4 Raider 554 600 130 420 11.2 180 7.6 199 8/10 

2.8GD-6 4x4 Raider auto 573 500 130 450 10.8 175 8.5 224 8/10 

527 400 175 376 9.4 180 11.7 279 7/10 

621 600 175 376 9.4 180 11.7 279 7/10 

C-HR 

 

causes claustrophobic rear seating. 


1.2T 318 500 85 185 10.9 190 6.0 136 7/10 

1.2T Plus 345 000 85 185 10.9 190 6.0 136 8/10 

1.2T Plus auto 356 000 85 185 11.1 183 5.9 135 7/10 

 

 

But it’s still not as funky as it used to be. Where did 

the fun go, Toyota? 


2.0 GX 368 800 107 187 n/a n/a 7.7 179 6/10 

2.0 GX auto 381 400 107 187 n/a n/a 7.4 173 6/10 

2.2D-4D AWD GX 461 300 110 340 n/a n/a 5.6 149 7/10 

549 700 110 340 n/a n/a 6.5 172 7/10 

515 600 132 233 n/a n/a 8.5 198 7/10 

86 

Now you’ll need to pay big for the rear-wheel drive USP 

and preferably build your own backyard skidpan 


2.0 standard 449 600 147 205 7.6 226 7.8 181 9/10 

2.0 high 494 900 147 205 7.6 226 7.8 181 9/10 

2.0 high auto 519 400 147 205 8.2 210 7.1 164 9/10 


Prius 

It looks totally bizarre, but the weird styling conceals 

a well-resolved hybrid. Note the economy: who 

needs a diesel? 


Hybrid 457 600 90e 142+e 10.6 180 3.7 87 5/10 

Fortuner 

 

suspension and modern drivetrain bits. Odd inside 

but remains crushingly capable. 


2.7 auto 438 000 122 245 12.4 175 10.5 247 6/10 

2.4GD-6 456 300 110 400 13.2 175 7.0 184 7/10 

2.4GD-6 auto 474 200 110 400 12.7 170 7.9 208 7/10 

2.8GD-6 538 500 130 420 11.2 180 7.5 196 7/10 

2.8GD-6 auto 557 200 130 450 10.8 180 8.0 212 7/10 

2.8GD-6 4x4 599 100 130 420 11.2 180 7.8 204 8/10 

2.8GD-6 4x4 auto 617 900 130 450 10.8 180 8.5 224 8/10 

663 900 175 376 9.4 180 12.0 277 6/10 

Land Cruiser 70 Series 

It’s a tank in every conceivable way, and that’s why 

we love it. Truly capable and indestructible. 


551 600 170 360 12.6 165 n/a n/a 6/10 

79 4.2D 586 800 96 285 18.0 140 n/a n/a 7/10 

671 400 151 430 n/a 160 11.6 306 8/10 

623 800 170 360 12.6 165 13.6 320 7/10 

79 4.2D double cab 654 300 96 285 18.0 140 13.0 343 7/10 

734 800 151 430 n/a 160 11.6 306 8/10 

751 400 151 430 n/a 160 11.6 306 8/10 

FJ Cruiser 

Old school meets new world in a retro-modern 

remake. Pity about the zero-option engine and 

transmission. 


FJ Cruiser 616 500 200 380 7.6 175 11.4 267 6/10 

Land Cruiser Prado 

Equally happy in the hands of both retired farmers 

and desperate housewives. An odd match if ever 

there was one. 


3.0DT TX 801 900 120 400 11.7 175 8.5 226 6/10 

913 000 202 381 10.9 180 11.5 266 6/10 

915 700 120 400 11.7 175 8.5 226 6/10 

Land Cruiser 200 

This is the South African farmer’s S-Class. 


970 900 173 615 8.6 210 10.3 273 7/10 

1 304 200 173 615 8.6 210 10.3 273 7/10 

VOLKSWAGEN 

TopGear on Volkswagen: 

Quietly brilliant, thoroughly deserving of every accolade chucked 

its way. Up and Golf particular highlights. 

up! 

 

 

A lot. 


take up! 5-door 1.0 166 800 55 95 13.5 173 4.6 106 8/10 

move up! 5-door 1.0 180 400 55 95 13.5 173 4.6 106 8/10 

up! beats 5-door 1.0 196 800 55 95 13.5 173 4.6 106 8/10 

cross up! 5-door 1.0 196 800 55 95 13.5 173 4.7 108 8/10 

 

 

equity beats value and spec. Consider carefully 

before signing. 


hatch 1.4 Conceptline 173 800 55 132 12.9 171 6.2 147 5/10 

178 800 55 132 12.9 171 6.2 147 6/10 

hatch 1.4 Street 185 800 63 132 12.2 177 6.2 147 5/10 

hatch 1.4 Trendline 183 500 63 132 12.2 177 6.2 147 5/10 

hatch 1.4 Trendline auto 199 500 63 132 17.5 174 6.9 163 5/10 

hatch 1.4 Storm 191 300 63 132 12.2 177 6.2 147 5/10 

hatch 1.6 Comfortline 203 000 77 155 10.6 187 6.6 156 5/10 

hatch 1.6 GTS 207 200 77 155 10.6 187 6.6 157 4/10 

Maxx 1.6 207 000 77 155 10.6 187 6.6 157 5/10 

sedan 1.4 Conceptline 186 000 55 132 12.9 171 6.2 147 5/10 

sedan 1.4 Trendline 195 200 63 132 12.2 177 6.2 147 5/10 

sedan 1.4 Trendline auto 211 200 63 132 17.5 174 6.9 163 5/10 


sedan 1.6 Comfortline 211 600 77 155 10.6 187 6.6 156 5/10 

Polo 

 

soul. But what do you want: party tricks, or 

something sensible to take to the shops? 






sedan 1.6 Comfortline auto 271 900 77 155 12.3 187 6.5 154 6/10 

sedan 1.5TDI Comfortline 287 800 81 250 11.2 186 4.9 128 6/10 

hatch 1.2TSI Trendline 226 900 66 160 10.8 184 4.9 117 7/10 

hatch 1.2TSI Comfortline 253 100 66 160 10.8 184 4.9 117 7/10 

hatch 1.2TSI beats 267 300 66 160 10.8 184 4.9 117 7/10 

hatch 1.0TSI BlueMotion 263 800 70 160 10.5 191 4.2 97 7/10 

hatch 1.2TSI Highline 276 300 81 175 9.3 196 5.1 120 7/10 

hatch 1.2TSI Highline auto 292 300 81 175 9.3 196 5.1 122 7/10 

hatch 1.0TSI R-Line auto 292 400 81 200 9.3 197 4.4 102 8/10 

hatch 1.4TDI Trendline 253 600 55 210 12.9 173 4.1 108 7/10 

hatch 1.4TDI Highline 286 400 77 250 9.9 194 4.1 108 7/10 

CrossPolo 1.2TSI 284 800 81 175 9.8 190 5.3 125 6/10 

CrossPolo 1.4TDI 295 000 77 250 10.5 187 4.2 111 6/10 

GTI 360 000 141 320 6.7 236 6.0 139 7/10 

GTI auto 376 000 141 250 6.7 236 5.6 129 7/10 

Jetta 

Apologies, we’re struggling to stay awake with this 

 

so boring it makes PWC’s AGM look interesting. 


1.6 Conceptline 278 300 77 153 11.7 190 6.8 162 5/10 

1.2TSI Trendline 314 400 77 175 10.7 194 5.1 117 5/10 

1.4TSI Trendline 335 400 92 200 9.6 206 5.4 125 5/10 

1.4TSI Comfortline 352 700 92 200 9.6 206 5.4 125 5/10 

1.4TSI Comfortline auto 368 700 92 200 9.6 206 5.2 119 5/10 

1.4TSI Highline auto 397 200 110 250 8.6 220 5.2 119 5/10 

1.6TDI Comfortline 370 700 77 250 11.7 190 4.5 119 5/10 

1.6TDI Comfortline auto 386 700 77 250 11.7 190 4.7 123 5/10 

2.0TDI Highline auto 424 900 103 320 9.5 208 5.3 138 5/10 

Beetle 

A sportier Beetle? Does that make this a cockroach? 

 

driving appeal. 


1.2TSI Design 322 100 77 175 10.9 180 5.3 123 5/10 

1.2TSI Club 333 950 77 175 10.9 180 5.3 123 5/10 

1.4TSI Sport 395 300 110 250 8.7 203 5.6 129 5/10 

1.4TSI Sport auto 411 500 110 250 8.7 203 5.3 122 5/10 

Dune 1.4TSI 428 700 110 250 8.8 200 5.5 128 5/10 

Golf 

Flawless evolution of the indomitable hatch. New assistance 

systems and clean engines will give the competition 

nightmares 

PRICE kW Nm 0-100 L/100km CO NG 

1.0TSI Trendline 289 900 81 200 9.9 196 4.8 109 

1.0TSI Comfortline 304 200 81 200 9.9 196 4.8 109 

1.4TSI Comfortline 356 400 92 200 9.1 204 5.2 120 

GTI 545 800 169 350 6.4 248 6.4 149 

 

 

 

 


1.2TSI Trendline 339 300 81 175 10.7 192 5.1 117 6/10 




2.0TDI Comfortline auto 419 400 81 250 10.5 190 5.3 138 7/10 

Caddy 

Kombi on 2/3rds scale. Needs all-wheel drive and 

188kW Golf R engine to maximise its potential. 

Really, Caddy R must happen. We’re waiting. 


2.0TDI Trendline 389 700 81 250 12.4 170 5.7 149 5/10 

Alltrack 2.0TDI 405 100 81 250 12.4 170 5.7 149 5/10 

Alltrack 2.0TDI auto 437 900 103 320 10.6 186 6.2 166 5/10 

Maxi 2.0TDI Trendline 410 400 81 250 12.8 170 5.8 152 5/10 

Maxi 2.0TDI Trendline auto 442 200 103 320 10.9 186 6.3 166 5/10 

Transporter 

 


2.0TDI 333 900 75 250 15.2 141 7.9 208 5/10 

2.0TDI double cab 374 200 75 250 15.9 144 7.9 208 5/10 

2.0TDI double cab 4Motion 423 600 103 340 13.5 155 8.3 219 5/10 

2.0BiTDI double cab auto 459 800 132 400 10.2 175 8.4 221 5/10 

Amarok 

Move from commercial to passenger focus motivates 

 


2.0TDI 304 800 103 340 13.2 162 7.6 199 6/10 

2.0TDI 4Motion 358 800 103 340 13.4 160 7.7 203 6/10 

2.0TDI Trendline 388 800 103 340 13.2 162 7.6 199 6/10 

2.0BiTDI Trendline 424 400 132 400 10.3 183 7.9 208 6/10 

2.0TDI Trendline 4Motion 438 800 103 340 13.4 160 7.7 203 6/10 

2.0BiTDI Trendline 4Motion 474 400 132 400 10.3 183 8.0 211 6/10 

double cab 

2.0TDI Comfortline 487 700 103 340 13.3 169 7.7 202 

2.0TDI Comfortline 4Motion 544 900 103 340 13.5 167 7.8 205 

2.0BiTDI Highline 521 900 132 400 10.7 184 7.9 208 7/10 

2.0BiTDI Highline auto 539 400 132 420 11.0 180 8.4 221 7/10

2.0BiTDI Highline 4Motion 573 000 132 400 11.0 183 8.0 211 7/10 

2.0BiTDI Highline 4Motion auto 590 600 132 420 11.3 179 8.5 224 7/10 

2.0BiTDI Extreme 4Motion auto 673 600 132 420 11.3 179 8.5 224 

665 700 165 550 8.0 193 9.0 236 

748 600 165 550 8.0 193 9.0 236 

Tiguan 

It’s Golf 7 with ground clearance, more space and 

 

to import enough of these. 


1.4TSI Trendline 390 200 92 200 10.5 190 6.1 139 8/10 




2.0TDI 4Motion Comfortline 532 200 105 340 9.5 197 6.1 159 8/10 

2.0TDI 4Motion Highline 558 300 130 380 8.3 207 6.4 166 8/10 

2.0TSI 4Motion Highline 550 900 162 350 6.5 220 7.8 180 8/10 

Scirocco 

Still great looking, but now resting on a platform 

two generations behind the Golf. Minor facelift isn’t 

enough to disguise this. 


2.0TSI Highline 431 700 132 280 7.4 227 6.1 142 7/10 

2.0TSI Highline auto 448 200 132 280 7.4 225 6.4 148 7/10 

GTS 512 200 162 350 6.9 246 6.4 148 7/10 

R 571 300 188 350 5.8 250 8.0 187 8/10 

Passat 

Nothing at all like the one your granddad had. 

 


1.4TSI Luxury 475 200 110 250 8.4 220 5.2 122 7/10 

2.0TDI Luxury 503 800 130 350 8.2 228 5.0 132 8/10 

2.0TDI Executive R-Line 532 800 130 350 8.2 228 5.0 132 8/10 

2.0TSI Executive R-Line 532 800 162 350 6.7 246 6.2 143 8/10 

Kombi / California Beach 

The popular people carrier of yore has become a 

touch expensive and suffers for traction up inclines 

 


Kombi 

2.0TDI SWB Trendline 529 400 75 250 17.9 157 7.3 193 5/10 

2.0TDI LWB Trendline 537 400 75 250 17.9 157 7.3 193 5/10 

2.0TDI SWB Trendline auto 561 900 103 340 14.7 172 8.0 211 5/10 

2.0TDI SWB Comfortline 622 400 103 340 14.2 173 7.5 198 5/10 

2.0TDI SWB Comfortline auto 639 900 103 340 14.7 172 8.0 211 5/10 

2.0TDI LWB Comfortline auto 647 900 103 340 14.7 172 8.0 211 5/10 

2.0BiTDI SWB Comfortline auto 669 500 132 400 10.2 191 8.1 214 5/10 

California Beach 

2.0TDI 4Motion 833 700 103 340 15.3 170 8.3 219 5/10 

Caravelle 

Properly expensive, but hugely liveable modern 

 

much at home getting most places in South Africa. 


2.0BiTDI Comfortline 847 500 132 400 11.3 191 7.9 208 6/10 

2.0BiTDI Comfortline 4Motion 880 000 132 400 12.1 188 8.8 232 6/10 

2.0BiTDI Highline 937 100 132 400 11.3 191 7.9 208 6/10 

2.0BiTDI Highline 4Motion 972 300 132 400 12.1 188 8.8 232 6/10 

Touareg 

 

Shares much with a Porsche Cayenne, except the 

price. And image. 


938 600 180 550 7.8 218 7.2 189 6/10 

1 003 700 180 550 7.8 218 7.3 193 7/10 

1 232 500 250 800 5.8 242 9.1 239 7/10 

VOLVO 

TopGear on Volvo: 

Far removed from Volvos of old, and far more than just boxes on 

wheels. Even though they are boxy. 

 

 

about the premium hatchback. We actually want 

one of these. 


T3 Kinetic 358 998 112 250 8.3 210 5.5 127 7/10 

T3 Momentum auto 421 626 112 250 8.3 210 5.6 129 7/10 

D2 Kinetic 372 400 88 280 10.5 190 3.4 89 8/10 

T4 Momentum 425 298 140 300 6.9 210 5.5 127 8/10 


D3 Momentum 458 700 110 320 8.4 210 4.0 104 7/10 

D4 Momentum 469 200 140 400 7.2 230 4.2 109 8/10 

T5 Momentum 489 538 180 350 6.3 240 5.9 137 8/10 

 

The Scandinavian hatch gets the rubber and stilts 

treatment. We approve. 


T4 Momentum 438 612 140 300 7.1 210 5.5 128 6/10 


D3 Momentum 480 400 110 320 8.5 210 4.0 105 7/10 

D4 Momentum 498 100 140 400 7.5 210 4.3 112 7/10 

T5 AWD Momentum 538 606 180 350 6.1 210 6.4 149 7/10 

S60 

At last, a BMW 3 Series rival that’s actually a 3 Series size. 

Good engines, nice interior, but no 3 Series to drive. 


T3 Kinetic 412 254 112 250 8.6 210 5.6 131 5/10 


T4 Momentum 486 996 140 300 7.2 230 5.8 134 6/10 

D4 Momentum 515 900 140 400 7.6 230 4.3 113 6/10 

T5 Momentum 552 250 180 350 6.3 230 6.2 145 6/10 

D5 Inscription 597 700 165 470 6.4 230 4.5 119 6/10 

T6 AWD Inscription 634 274 225 400 5.9 250 6.9 161 6/10 

T6 AWD Polestar 764 526 270 470 4.9 250 7.8 179 6/10 

 

 

actually an estate, but a ‘sportswagon’. It’s an 

 


T3 Momentum 468 852 112 250 8.7 205 5.9 138 6/10 

T4 Momentum 501 124 140 300 7.3 225 5.8 136 7/10 

D4 Momentum 526 800 140 400 7.7 225 4.4 116 7/10 

T5 Momentum 566 606 180 350 6.4 230 6.4 149 6/10 

D5 Inscription 612 270 165 470 6.5 230 4.8 125 6/10 

T6 AWD Inscription 647 302 225 400 6.0 250 7.0 163 6/10 

 

 

XC60. More gravel road capable than the former. 

Cheaper than the latter. 


D4 AWD Momentum 556 006 140 420 8.9 205 5.7 149 7/10 

T5 AWD Momentum 589 972 187 360 7.1 210 8.5 198 6/10 

XC60 

 

 

as standard. 


T5 Momentum 630 418 180 350 7.2 210 6.7 157 6/10 

T5 AWD Momentum 661 770 180 350 7.2 210 7.5 175 6/10 

D4 Momentum 635 656 140 400 8.1 210 4.7 124 6/10 

D5 AWD Momentum 704 906 162 440 8.2 210 5.7 149 7/10 

T6 AWD Momentum 723 426 225 400 6.9 210 7.7 179 6/10 

S90 

Impossibly stylish and beautiful large Swedish sedan. 

You’ll love it, until a performance comparison with 

 


T5 Momentum 685 206 187 350 6.8 230 6.5 149 7/10 

D4 Momentum 705 500 140 400 8.2 230 4.4 116 7/10 

D5 AWD Momentum 786 198 173 480 7.0 240 4.8 127 7/10 

T6 AWD Momentum 841 830 235 400 5.9 250 7.2 165 7/10 

 

 

but it’s one decision we’re very glad they made. 

Bigger, cooler…an S90 on outdoor steroids. 


T5 AWD Momentum 776 486 187 350 7.4 230 7.4 169 

D4 AWD Momentum 796 852 140 400 8.8 210 5.2 138 

D5 AWD Momentum 841 666 173 480 7.5 230 5.3 139 

T6 AWD Momentum 897 284 235 400 6.3 230 7.7 176 

XC90 

It’s everything we hoped it would be, and 

more. Superb safety systems, fantastic tech 

and practicality. 


D4 Momentum 900 424 140 400 9.2 205 5.2 136 8/10 

T5 AWD Momentum 924 784 173 480 7.8 220 5.7 149 9/10 

D5 AWD Momentum 963 506 187 350 8.2 215 7.6 176 8/10 

T6 AWD Momentum 966 524 235 400 6.5 230 8.0 186 8/10 

T8 Twin Engine AWD Momentum 1 117 600 300e 640e 5.6 230 2.1 49 9/10 

T8 TwinEngine AWD Excellence 1 550 000 300e 640e 5.9 230 2.5 59 9/10 

follow 

us on: 

TOPGEARMAGSA 

TWITTER.COM / TOPGEARMAGSA 

FACEBOOK.COM / TOPGEARMAGAZINESA

RACING 

LEGENDS 

Audi 90 quattro IMSA GTO 

WORDS: JASON BARLOW 

W 

henTrans-Ambanned4WDjustafter 

theAudi200wonthe1988season, 

AudiswitchedtotheIMSAseriesand 

set about creating an all-new tubular 

steelspaceframe,clothedinabodythatresembled 

the90quattrobutonlyifyou’dconsumedyour 

bodyweightinstrongliquor.Welikethefactthatit 

effectively shoehorned the gizzards of the highly 

successful world rally car – and Walter Röhrl’s 

PikesPeak’87record-settingmonster–intoa 

silhouette track car. Remember, then, Audi was 

stillsomethingofanicheconcern,forwhomthe 

enduranceracingandLeMans-slaying dream was 

still a decade or more away. 

The20v,5cyl2.2-litrehadamassiveKKKturbo 

bolted onto it, and now made about 540kW. Most 

oftheenginewassitedaheadofthefrontaxle.The 

exhaust exited, in hugely unsubtle fashion, through 

whatwouldhavebeenthepassengerdooronthe 

roadcar;theonlythingcarriedoverfromthe 

real-world90wasitsroof.Variouscarbon 

composites were used in the body, and a lot of wind 

tunnel effort was expended on the air dam and 

large rear wing. The suspension used double 

wishbones and coil springs, with ventilated discs 

all round. 

AudiofAmericarantheIMSAcampaignitself. 

With the Trans-Am champ Hurley Haywood 

retained, alongside the mighty Hans-Joachim 

Stuck,theteamwonsevenoftheseries’13races, 

but was beaten to the punch by the Mercury 

CougarsbeingrunbyRoushRacing. 

Electing to miss both that year’s Daytona and 

Sebringraces,asthecarwasstillbeingtweaked, 

themadAudidebutedinMiami,wheregearbox 

problemsdistractedfromitspace,aglitchswiftly 

overcome. Stuck and Haywood scored a one-two at 

SummitPoint;inMay1989,Stuckwonagainin 

Mid-Ohio, then again in Topeka, at Sears Point, at 

WatkinsGlen,LimeRock,andatLagunaSeca.He 

finished third overall, while Audi was runner-up in 

the constructors’ championship. If they’d raced at 

Daytona and Sebring, they’d have won both. 

Despitethisstrongshowing,Audi’sGerman 

bossespreferredtofocusitsmotorsporteffortson 

the domestic DTM series, pulling the plug on the 

US exploits after just one glorious season. This 

brevityisanotherreasonthe90quattrolingers 

longinthememory.“WhenwecametotheStates 

with this car,” Stuck remembered 20-odd years 

later,“nobodycanbelievewhatwecanachieve… 

smallengine,fivecylinder,it’saGermansaloon 

car!Wecouldusealaterbrakingpoint,and 

practically any line we wanted. When I crossed the 

finish line, I started yodelling!” 


GET INTO GEAR 

ZERO SUGAR WITH ALL THE ENERGY

TAG Heuer Boutiques; Sandton City & V&A Waterfront. Also at selected fine jewellers nationwide. For further information please call 011.669.0500. www.picotandmoss.co.za 

TAG HEUER CARRERA CALIBRE 16 

Patrick Dempsey, perfectly inspired by Gentlemen Drivers, is the symbol of 

TAG Heuer’s legacy. He embodies the taste for adventure, panache and elegance. 

#DontCrackUnderPressure is what drives him.

BBC_Top_Gear_South_Africa_June_2017

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