APEX 07

PEX
THE PEAK OF SOUTH AFRICAN MOTORING
NEW HYBRID-MODEL
MERCEDES-AMG C63 DRIVEN!
MERC(URY)
RISING
+
Lap of luxury
Box-fresh Lexus LX
tested
RS revelry
We strap into the new Audi
RS3 & Porsche 911 GT3 RS
Cape Town, electrified
We preview Formula E
in the Mother City
07
NEWS BMW 3.0 CSL • Porsche 911 Dakar • Volvo EX90 • Lamborghini Huracán Sterrato LAUNCH PAD VW Amarok • Ford
Everest • Toyota GR86 • Nissan X-Trail • Haval H6 HEV • Hyundai Venue DEEP DRIVE Aston Martin DBX707 • BMW iX3 • Audi
RS3 Sportback • Jeep Grand Cherokee L • Kia Sportage FEATURE Winged wunder: Porsche 911 GT3 RS • Press ‘R’: VW Golf R &
Tiguan R BIKE BMW R18 LIFESTYLE Fitness watches • Pots, Pans & Potjies • Riding shotgun with Siv Ngesi • Reading room
9 772710 519004
22005
ISSUE 7
R59,50

NEW ALFA ROMEO TONALE HYBRID.
LIVE UNPREDICTABLY
Visual for illustrative purposes only. Ts&Cs apply.

THIS IS FOR YOU.
A luxury sedan that is built to impress: the all-electric EQS
with an elegant One-bow design, a luxurious interior space
and cutting-edge technology that leads the way.
More information at mercedes-benz.co.za

CONTENTS
ISSUE
07
54
LAUNCH PAD
Volkswagen Amarok
18 NEWS
BMW 3.0 CSL 44
COVER STORY
Mercedes-AMG C63
S E Performance
98
DEEP DRIVE
Lexus LX
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FEATURE
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11 ISSUE 7

CONTENTS
16 FIRST WORD
NEWS
18 BMW 3.0 CSL
20 Porsche 911 Dakar
22 Volvo EX90
26 Lamborghini Huracán Sterrato
FEATURE
30 Table torque Formula E in SA
38 Winged wunder Porsche 911
GT3 RS
44 Hybrid DNA Mercedes-AMG
C63 S E Performance
78 Press ‘R’ VW Golf R & Tiguan R
58
LAUNCH
PAD
Ford Everest
LAUNCH PAD
54 Multi-purpose pick-up
VW Amarok
58 Peak potential Ford Everest
60 Great 86 Toyota GR86
64 Tailored X-Trail Nissan X-Trail
66 H6 surge Haval H6 HEV
67 Fresher than ever Hyundai Venue
38 FEATURE
Porsche 911 GT3 RS
116
DEEP DRIVE
Kia Sportage
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FEATURE
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CONTENTS
COLUMN
74 Are you not infotained? by
Papi Mabele
77 Why not buy an old-school BMW?
by Justin Jacobs
LIFESTYLE
52 Dress to impress
68 Fitness watches
84 Pots, pans & potjies
120 Riding shotgun with Siv Ngesi
137 The reading room
60
LAUNCH PAD
Toyota GR86 120 LIFESTYLE
Riding shotgun with
Siv Ngesi
DEEP DRIVE
92 Aston Martin DBX707
98 Lexus LX 600 F Sport
102 BMW iX3 M Sport
106 Audi RS3 quattro Sportback
110 Jeep Grand Cherokee L 3.6 4x4
Overland AT
116 Kia Sportage 1.6 T-GDi GT Line DCT
LONG-TERMERS
126 Ford Ranger BiT 4x4 Stormtrak 10AT
127 Suzuki Celerio 1.0 GL MT
BIKE
128 BMW R18
FINAL WORD
138 Mat Watson on cars
78
FEATURE
VW Golf R &
Tiguan R
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FEATURE
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FIRST WORD
Taylor Swift recently released a brand-new album, Midnights. My girlfriend was elated,
and when I heard one of the tracks features indie-rock songstress Lana Del Rey, I
was intrigued. I adore Lana’s voice. I remember the first time I heard it, a decade
ago. The song was Blue Jeans. To truly appreciate Snow on the Beach, we took the RS3
(p. 106), with its crisp Bang & Olufson sound system, for a day trip. When the last
chorus ended, I indulged in the hyper hatch’s five-cylinder swansong, a tune worthy
of making a greatest hits album for engine sounds. The same can be said of the howling soundtrack
provided by the naturally aspirated flat-six sited below the rear wing of the latest 911 GT3 RS (p. 38).
Sound undoubtedly plays a significant part in how we perceive motor cars – some might even argue
it signifies their souls – whether reminiscent of a high-pitched guitar solo of Led Zeppelin’s Jimmy
Page or that of seeming silence, not Sound of Silence. The electric sound, that shoosh, that will be
played by increasingly more vehicles as manufacturers move towards an electric future.
Hybrids of the two do exist and I’m not talking about only the mashups of rock bands collaborating
with electronic-music artists; but back to cars. I’m talking about the one on this issue’s cover: the
new-generation Mercedes-AMG C63 S, which now dons the E Performance moniker. Much has been
said about the sound of Affalterbach’s plug-in hybrid performance sedan, which has ditched its
forebear’s V8 for an electrified four-pot. The jury is still out on its sound. After seeing and hearing a
pre-production version of the PHEV C63 at Benz’s local production facility, although not a burbling V8
tune – one undoubtedly worthy of making a greatest hits album – it didn’t sound bad at all … not so
much that I would skip the track. There’s no denying the performance it will put but you can read all
about it on page 44. Pity pages don’t come with sound.
Skipping through the tracks of Midnights, there were some other admittedly good tunes. However,
considering the car we were driving, it seemed paradoxical. And that was just fine. There is another
new album that’s arguably more suited to the RS3’s soulful exhaust note: Ozzy Osbourne’s Patient
Number 9. Best go for another drive. Before starting the engine and pressing play, I would like to thank
our talented contributors. It’s been a joy compiling these pages.
Enjoy the
issue
Marius
MB
mariusboonzaier
apexmag.co.za apexmag.co.za @apexmagza apexmagza
THE TEAM
Publisher: Vann van Staden Editor: Marius Boonzaier Art director: Bianca-Leigh Nagel Lifestyle editor: Lauren Zuidema
Contributors: Thea Beckman, David Donde, Ian McLaren, Jennifer Campbell, Melinda Ferguson, Justin Jacobs, Papi Mabele, Juliet
McGuire, MotorMagnet, Kumbirai Mtshakazi, Mark Smyth, Mat Watson, Vann van Staden
Proofreader: Margy Beves-Gibson
Advertising and editorial queries: 021 712 3842 / vann@apexmag.co.za
Published by: APEX Exchange (Pty) Ltd Distributor: On The Dot / Media Support
APEX
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FEATURE
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NEWS
Billed as a masterpiece of engineering embodying the essence of
racing passion, the new BMW 3.0 CSL is an emotional homage to
the original ‘Batmobile’.
In issue 06, we celebrated BMW M’s
50th anniversary, sampling an array of
the company’s new and classic models.
However, as the end of the automaker’s
50th anniversary year came to a close, it
lifted the covers of one last celebratory
model, the most exclusive special edition
it has ever produced. Meet the new 3.0
CSL. Only 50 examples will be made.
According to the German marque, the
latest 3.0 CSL was developed to combine
the best of five decades of racing
expertise from BMW M in an automobile
with a highly emotional aura.
The original 3.0 CSL’s rear wing was
arguably its most distinct design cue.
That, and its sculpted bodywork. The
new generation is no different. A newly
designed grille dominates the front end.
Together with the diamond-structure
kidneys, two recesses in the front apron
direct cool air to the drive system and
six-piston 400 mm fore and singlepiston
380 mm rear brakes, housed in
gold-coloured 19- and 20-inch forged
light-alloy wheels. Of course, a modelspecific,
fixed rear wing is also present.
The most powerful road-legal sixcylinder
model ever created by BMW’s
motorsport department, the 3.0 CSL’s
3.0-litre inline-six produces 412 kW
and 550 Nm of torque. The engine
revs until 7 200 r/min. And it must be
noted that the powertrain is coupled
with a six-speed manual transmission,
transferring power to the tarmac via
the rear axle. Purists rejoice!
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NEWS
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911
NO LIMITS

NEWS
PORSCHE, S ALL TERRAIN
NEUNELFER SHOWCASES
THAT THERE ARE
HARDLY ANY LIMITS TO
THE 911.
Evoking the first overall victory by
Porsche in the 1984 Paris–Dakar Rally, the
992-generation 911 Dakar is a Carrera
reimagined for all-terrain adventure. Indeed,
compared to the latter (when equipped with
a sports suspension set-up), the tall(er)-
riding 911 has 50 mm more ground clearance,
which can be lifted by a further 30 mm at the
front and rear thanks to the standard-fitment
lift system. According to the Stuttgart-based
brand, the 911 Dakar’s ramp angle rivals that
of conventional SUVs.
Although, this increase in ground clearance
isn’t merely for tackling obstacles at a slow
pace. The German marque says the ‘high
level’ setting is available for ambitious
drivers who wish to travel off the beaten
track at speeds of up to 170 km/h. Adding to
its sporty off-road attributes are two driving
modes – Rallye and Offroad – and specially
developed Pirelli Scorpion all-terrain tyres
measuring 245/45 and 295/40 fore and aft,
respectively. The chunky rubber (the tread
pattern is 9 mm deep) is wrapped around 19-
inch front and 20-inch rear wheels.
A 3.0-litre twin-turbocharged flat-six
transfers 353 kW and 570 Nm of torque to
the tarmac, or, in the 911 Dakar, the roads
less travelled, via an eight-speed dualclutch
transmission. This all-wheel-drive 911
completes the obligatory 0-100 km/h sprint
in 3.4 seconds. The top speed is electronically
governed to 240 km/h.
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Got
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NEWS
Guiding
g
henburg
Signifying the start of something new for Volvo, the EX90 is a statement of
where the firm is heading – fully electric and climate neutral by 2030 and 2040.
Safe and sound
According to the Swedish marque, the standard safety
in the EX90 is higher than any car it has ever built.
The systems are designed to understand you and the
vehicle’s surroundings. In addition, the set-up becomes
smarter and, as a result, safer over time, learning from
new data and updating. The EX90’s ‘invisible’ safety
shield comprises state-of-the-art technologies.
Exterior sensors respond when the driver’s inputs
are a fraction too slow. Lidar senses the road in front,
no matter the time of day or speed. Inside, sensors
and cameras gauge eye-gaze concentration. When
this system picks up the driver is drowsy or inattentive,
it alerts them with a subtle nudge, and when they fall
asleep or become ill, the car will stop and call for help.

NEWS
Computing companion
The EX90’s core functions are powered by a system comprising NVIDIA DRIVE AI Xavier and Orin,
Snapdragon Cockpit Platforms and in-house-developed software. Volvo maintains this provides
a more responsive and enjoyable experience inside the car. “Your Volvo EX90 won’t be just a new
car; it will be a highly advanced computer on wheels,” added the Gothenburg-based brand. “[It is]
the first Volvo to be truly defined by its software and part of a wider ecosystem, connecting to your
home and your other devices. The Volvo EX90 is the start of something new for Volvo Cars in many
ways,” said Jim Rowan, chief executive.
The automaker says the EX90’s 14.5-inch portrait-orientated touch-enabled display is a gateway
to one of the best infotainment systems. Google is built-in. Thus, several apps, including Google
Assistant and Maps, are available from Google Play. Not an Android user? Not to worry, the set-up
is also compatible with Apple CarPlay. Music is streamed through a new reference-quality Bowers
& Wilkins sound system with Dolby Atmos. Headrest-integrated speakers provide immersive sound.
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Emissionfree
shoosh
Based on a brand-new platform, the EX90
will initially be available with a twin electric
motor arrangement and all-wheel drive.
The former is coupled with a 111 kWh battery.
The permanent magnet electric motors
produce a combined output of 380 kW and
910 Nm of torque. The company claims its
emissions-free flagship SUV can travel up to
600 km on a single charge (WLTP test cycle).
A 10 to 80 per cent recharge takes around
30 minutes.
In addition, the EX90 is the firm’s first
car to offer bidirectional charging. This
technology allows you to use the battery as
an extra energy supply. so you can power
your home, another electric Volvo or devices.
According
to Volvo, the
EX90 contains
approximately
15 and 25
per cent of
recycled steel
and aluminium
and 48 kg
of recycled
plastics and
bio-based
materials.
Around 15 per
cent of plastic
is used in
the car.

ALL-TERRAIN-HO
Billed as the first supercar designed for maximum
driving pleasure on loose or dirt surfaces, the
Huracán Sterrato delivers a new degree of thrills.
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NEWS
NED HURACÁN
“Breaking new ground in driving
sensations”, the Raging Bull brand says
its all-terrain supercar “belongs in the
world’s most dynamic and exciting
driving environments”. The Huracán
Sterrato achieves this with an updated
version of Lamborghini’s Integrated
Vehicle Dynamics (LDVI) system. The
set-up features specific Strada and
Sport calibrations and a Rally mode
for enhanced low-grip conditions.
In addition, the Sterrato’s fore and
aft tracks are 30 mm and 34 mm
wider than its EVO stablemate’s. The
ground clearance is up by 44 mm “to
ensure greater suspension travel”.
The suspension arrangement is of
the independent double-wishbone
variety. MagneRide electromagnetic
damper control is also present.
Adding to its all-terrain capability,
the front end features aluminium
underbody protection. The sills have
been reinforced and the air intake
intake at the rear supplies clean air to
the engine when driving on dirt roads.
The Huracán Sterrato is equipped
with the brand’s 5.2-litre V10 petrol
powertrain, producing 449 kW and
565 Nm. A seven-speed dual-clutch
transmission directs power to an
electronically controlled all-wheeldrive
Haldex system.
“With the high-speed all-terrain
concept of the Sterrato, we have
uniquely combined the driving
experience of a true super sports car
and the fun of driving a rally car,” said
Rouven Mohr, Lamborghini’s chief
technical officer. “The Sterrato delivers
a new degree of driving thrills.”
0-100 km/h
3.4 seconds
0-200 km/h
9.8 seconds
Top speed
260 km/h
APEX
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T
TO

FEATURE
ABLE
RQUE
After a COVID-19-related false start in 2022, the ABB FIA Formula E
World Championship is finally set to power into South Africa’s Mother City.
Contributor Ian McLaren takes a closer look at what we can look
forward to.
Words: Ian McLaren
IanMcLaren76
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FEATURE
postcard-inspiring coastline often
touted as an ideal venue for a
Monaco-mimicking motorsport
event. Despite recurring
annual headlines suggesting
Formula One might be
poised to race around Cape Town’s Green Point
precinct, any number of logistical challenges
– including costly infrastructure upgrades and
a notably vocal local homeowners’ association
– dictates this is never likely to be greenlit.
Yet, devised in 2011 to introduce a more
sustainable, cleaner and quieter form of worldclass,
single-seat racing to the streets of some
of the most famous cities in the world, the ABB
FIA Formula E Championship heads into its
ninth season and the Mother City is confirmed
as the third stop on its 2023 calendar. Hosted
by South African promotor e-Movement, the
first Formula E race to be held in Southern
Africa will be the main event of a week-long
festival aimed at creating awareness and,
ultimately, excitement around what’s possible
when it comes to our necessary, sustainable
future.
Of course, as South Africans grapple with the
prospect of up to eight hours of staged power
outages per day, the idea of a racing formula
that relies solely on electricity visiting our
shores has drawn plenty of scepticism. Such
has been the evolution of Formula E since its
first race in Beijing in 2014 – where a midrace
car change was required for a driver to
complete the distance – this FIA-status series
now travels with its own biofuel-powered
generators capable of delivering 100 per
cent of the energy needed to run a full race
weekend.
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FEATURE
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FEATURE
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FEATURE
As a series monitored closely by most of the world’s
largest car manufacturers, while brands like Mercedes-
Benz, Audi and BMW have since turned their respective
attentions to other motorsport categories as alternative
testbeds on which to develop future electrification plans,
Formula E remains home to some of the biggest names
in the industry. Joining brands like Porsche, Jaguar,
Nissan and Citroën for the 2023 season are legendary
racing names like McLaren and Penske, while Maserati
returns to a starting gird for the first time in 60 years.
An outlier when it comes to notable racing heritage,
Mahindra Racing has been a member of the Formula E
paddock since its inaugural season, hosting several of
the series’ fastest drivers during this time.
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FEATURE
The significant news regarding Season 9 of Formula E is the introduction of its third-generation
racing car. Noted for mimicking the profile of a paper aeroplane, this sleek new racer offers more
power than its predecessor but now also features a second, 250 kW electric motor on its front
wheels. Propulsion to a top speed of 320 km/h comes from a 350 kW motor powering the rear
wheels and the secondary unit is designed to harness regenerative braking energy that the driver
can access during the race. Such is the effectiveness of this set-up that up to 40 per cent of the
energy required to complete the race distance is sourced via this new system.
The juxtaposition of a Formula E race weekend compared to other more traditional forms of
motorsport is that the absence of the alluring soundtrack associated with a highly tuned internal
combustion engine is one of the reasons these nevertheless lightning-fast cars can race – and
entertain – within the confines of a city centre.
A market of motorsport enthusiasts can now imagine a time when Formula 1 returns to the
immaculately refurbished Kyalami Racing Circuit, with the allure of a Cape Town-hosted Formula
E street circuit offering yet another world-class sporting spectacle to this part of the world. A
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INGED
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FEATURE
WUNDER
The new GT3 RS is an uncompromising piece of engineering
and, around Silverstone circuit, a true showstopper…
Words and photos: MotorMagnet
motor_magnet
APEX
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FEATURE
T h e
term
race car
for the
r o a d
g e t s
t h r o w n
around
quite
l o o s e l y
t h e s e
days.
But I can’t think of a better
phrase to put the new
GT3 RS into context. It is
purpose-built, extreme
and uncompromising on
performance. It pushes
the envelope and sets the
benchmark for what a roadlegal
race car truly is.
The formula is simple. The
new GT3 RS is powered by
an optimised version of the
high-revving 4.0-litre naturally
aspirated boxer-six found in
the standard GT3 (if ‘standard’
can ever be used to describe
a car from Porsche’s GT
department). Power has been
increased to 386 kW, with peak
torque down to 465 Nm. The
engine howls to 9 000 r/min.
This is primarily achieved
through new camshafts.
The RS model’s seven-speed
PDK has shorter overall gear
ratios than the dual-clutchequipped
911 GT3. The result
is a 0-100km/h sprint time of
3.2 seconds.
The central-radiator concept
has been carried over from
motorsport. It is positioned
where your luggage would
typically be in all other
911 models, with the front
active aerodynamic elements
integrated into the space. It
keeps hot air from flowing
into the engine intakes at the
rear with the help of roofmounted
fins.
Aerodynamics is what
truly puts the 992-generation
GT3 RS in another league.
The introduction of active
aerodynamics on a Porsche
GT car for the very first time
is historic. And while the
giant rear wing with DRS is
instrumental, aerodynamicist
Mathias Roll points out what
makes it truly effective is that it
works in tandem with the active
aero flaps underneath the front
bumper. The two-piece front
wing increases downforce by up
to 80 per cent on the front axle,
bringing the overall downforce
to 860 kg. The fully panelled
underbody includes 30 fins for
targeted airflow and downforce
generation.
The new RS is undoubtedly
made with clear intentions,
but how does it all transfer to
reality? Fortunately, we had the
entire Silverstone F1 circuit to
find out.
Falling into the carbon-fibre
bucket seats, with the roll cage
(also fashioned from the latter
lightweight material) right
behind you, certainly sets the
tone. You are presented with a
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FEATURE
1 2 3
1. A quartet of dials on the tactile steering wheel to adjust several settings.
2. No luggage space here, just the central radiator. Note the bonnet fins.
3. Grippy Michelin rubber, which, in addition to the active aero elements, keeps
the new 911 GT3 RS firmly on the track.
new steering wheel with four
different dials to adjust the
suspension, torque vectoring,
traction control and, of course,
the driving mode. It’s very
handy on a wet and cold
Silverstone.
Start it up, and the familiar
flat-six exhaust note envelops
the cabin, resonating through
a somewhat sparse interior.
Set off, and immediately the
car feels eager to breach the
30 km/h pitlane limit.
Driving onto the Silverstone
circuit, you can't help but
feel a tingle in your spine.
There isn’t a single car I
would rather have been in
right then. I gingerly steered
it through the first few
corners, trying to get some
heat into the Michelin Pilot
Sport Cup 2 tyres before
unleashing it on the first
straight. The shorter gear
ratios are instantly noticeable
as you come up quickly onto
the first braking point. Hard
on the brakes, the car sucks
itself down to the point
where the tarmac may crack.
Turn-in. The mechanical grip
is remarkable. Immediately
you’re instilled with absolute
confidence in the car. And
with each corner you push it
that little bit harder, it takes it
all in its stride and pushes you
on to exploit it further.
I believe a good car flatters
the driver. The GT3 RS
pushed me beyond what I
thought I was capable of. It
is a truly impressive piece of
engineering and takes you
right to the cusp of what a
road car is capable of. A
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FEATURE
R S A N C E S T O R S
996.2
Engine: 3.6 L, flat-6, petrol Transmission:
6-spd MT Driven wheels: R Power/Torque:
280 kW/385 Nm 0-100 km/h: 4.4 seconds
Top speed: 306 km/h Weight: 1 360 kg
997.1
Engine: 3.6 L, flat-6, petrol Transmission:
6-spd MT Driven wheels: R Power/Torque:
305 kW/405 Nm 0-100 km/h: 4.2 seconds
Top speed: 310 km/h Weight: 1 375 kg
997.2 3.8
Engine: 3.8 L, flat-6, petrol Transmission:
6-spd MT Driven wheels: R Power/Torque:
331 kW/430 Nm 0-100 km/h: 4.0 seconds
Top speed: 310 km/h Weight: 1 370 kg
997.2 4.0
Engine: 4.0 L, flat-6, petrol Transmission:
6-spd MT Driven wheels: R Power/Torque:
368 kW/460 Nm 0-100 km/h: 3.9 seconds
Top speed: 310 km/h Weight: 1 360 kg
991.1
Engine: 4.0 L, flat-6, petrol Transmission:
7-spd dual-clutch Driven wheels: R Power/
Torque: 368 kW/460 Nm 0-100 km/h: 3.3
seconds Top speed: 310 km/h Weight: 1 420 kg
991.2
Engine: 4.0 L, flat-6, petrol Transmission:
7-spd dual-clutch Driven wheels: R Power/
Torque: 383 kW/470 Nm 0-100 km/h: 3.2
seconds Top speed: 312 km/h Weight: 1 430 kg
Aerodynamics is what
truly puts the 992-
generation GT3 RS in
another league. The
introduction of active
aerodynamics on a
Porsche GT car for the
very first time is historic.
992
Price: R4 153 000 Engine: 4.0 L, flat-6, petrol
Transmission: 7-spd dual-clutch Driven
wheels: R Power/Torque: 386 kW/465 Nm
0-100 km/h: 3.2 seconds Top speed: 296 km/h
Weight: 1 450 kg
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FEATURE
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YBRI

D DNA
FEATURE
Mercedes-AMG has replaced
the V8 in the C63 with a
hybrid powertrain, but as
we discovered in Spain, the
new generation is about way
more than just its engine.
Words: Mark Smyth
Motorscribe

FEATURE
BILBOA
BARCELONA
MADRID
VALENCIA
CORDOBA
SEVILLE
MALAGA
GRANADA
The Mercedes-AMG C63 is a car that’s all about
noise, brute force, raw performance and that
constant fear that one day you’ll discover its bite
is worse than its bark. For years its heart has been
a roaring V8, hand built by dedicated technicians
in Affalterbach, Germany, but those days are
gone. Now we have the C63 S E Performance,
and beneath the famous power bulges on the
bonnet sits a 2.0-litre, four-cylinder petrol engine.
Not surprisingly, the news of the decision to
go with a four-pot did not go down well with
enthusiasts but there is more because the engine
is mated to an electric motor. Yes, the C63 has
gone hybrid; although, before you run off to
drown your sorrows at the demise of the C63, this
is no Prius, as we found out when we drove it at
its international launch in southern Spain.
The electrified C63’s design language harks
back to the original wolf-in-sheep’s-clothing
days of pre-W204 versions. The power bulges are
still there, now flanking a cooling duct; there are
quad pipes at the back, a discreet boot spoiler
and the front track is 76 mm wider than a regular
C-Class’, but it’s all a bit more subtle.
That’s not the case inside, though, where
there are digital displays galore as well as the
usual AMG bucket seats, swathes of Alcantara,
leather and carbon fibre. As well as the central
touchscreen, there’s a digital instrument cluster,
which can be personalised with different themes
and, at times, looks like you are in a racing sim.
Add to that a massive head-up display that can
easily dominate your view of the road ahead, and
it’s all a bit gaming console, a bit over the top.
It is very comfortable, however, with the
engineers retaining the premium everyday
drivability of the latest-generation C, which, of
course, is proudly built in East London, South
Africa. There might be many buttons, a million
menus and sub-menus, but most of the time,
you’re not going to do much more than change
the music.
You’ll be able to hear your favourite tracks
better, too, because here’s something you
probably never thought you’d get in a C63…
electric mode. The 6.1 kWh battery will allow you
to drive up to 13 km in silence, but this isn’t the
new model’s party trick.
The sound might be gone, replaced by
amplification of the four-cylinder in the cabin,
but this is a new breed of C63. The P3 hybrid
combination creates 500 kW – 350 kW from the
engine and 150 kW from the electric motor – and
there’s a massive combined torque output of
1 020 Nm, all of which enables a 0-100km/h sprint
time of 3.4 seconds.
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FEATURE
For the first time, the C63 has 4Matic+ all-wheel drive and
rear-wheel steering. There are eight AMG Dynamic Select Drive
programmes, each of which provides varying levels of power,
plus it gets a drift mode, with the ability to send 100 per cent of
the power to the rear wheels.
The new C63 isn’t about the numbers, though, and it’s
definitely not about the sound. Instead, it’s about the dynamics.
René Szczepek is the head of driving dynamics development for
AMG, and he told us the decision to switch to hybrid was made
six years ago. At the same time, they realised they needed to
develop not just a new car but a whole new driving dynamic
for AMG.
“We have never changed the character of the C63 so much,” he
says. “Our tasks were to make the car as drivable and predictable
as possible in every situation.” Szczepek focused on the
dynamics, taking the damping system from the AMG GT Black
Series and creating a new rear sub-frame, increasing torsional
stiffness and adding more strut bracing to provide a more direct
steering feel.
The team also wanted to create a car that’s as quiet as possible
in Comfort mode but can switch its character instantly when the
driver wishes. Ultimately, he says, the aim was to create a “daily,
drivable sports car”.
It didn’t take long behind the wheel to realise they’d nailed
that aim superbly. It’s a little eerie to pull away in electric mode,
although the neighbours will be happy. Still, the electric motor
provides instant torque, and while Comfort mode delivers just
25 per cent of the battery’s power, engaging full kick-down gives
you access to it all.
That’s for when you get out of town when it’s time to play
with the driving modes, where even the ESP has been tuned to
leave you alone and let you get on with it. There’s a bit of noise,
but this is no longer what the C63 is about. Instead, it’s about
unexpectedly sharp handling, phenomenal levels of adhesion
and an ability to get on the power and keep pushing through
every twist and turn, rapidly building up confidence in the
engineering and understanding the work that Szczepek and his
team have put in.
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The C63 has
gone from
being a sledgehammer
to a
razor-sharp
performance
sedan
Once upon a time, it would have had to give way to the BMW M3 or a Porsche 911
in a really twisty mountain pass, now it matches them turn for turn. On the technical
Ascari race circuit, driving behind multiple DTM champion Bernd Schneider, the C63
held its line every time, where previously, we might have been waiting for the back
end to step out. Its Race Track mode contains telemetry on various world tracks, and
it even includes a Boost mode, complete with ‘Boost’ flashing on either side of the
instrument cluster at pre-programmed points. It felt a bit Fast and Furious but hey,
boost is boost.
The gimmicks are not the focal points here, nor, surprisingly, is the hybrid system.
Yes, it delivers in terms of power and efficiency, adding something different to the
C63’s arsenal, but the complete change in character impresses. The C63 has gone from
being a sledgehammer to a razor-sharp performance sedan. It hasn’t just had a heart
transplant; its entire DNA has been rewritten. A
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Volkswagen Amarok V6
Words: Vann van Staden
winewheelsandwatches
Multi-purpose
pick-up
The new Amarok means business and comes to the party in the
wilderness. We attended the international launch in Cape Town.
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W
e often
joke about
the mullet
hairstyle… Business in the
front, and party at the back.
The same applies to the
new Volkswagen Amarok.
It’s a remarkably refined
leisure bakkie that can easily
transition from traversing
the roads less travelled in
the wilderness to prancing
around in the concrete
jungle. As VW South Africa
puts it: it’s a bakkie that acts
as a multi-tool.
We attended the
international launch right
here on local shores. Yup,
you read that right. The
German marque thought
the best place to host it would
be here. And it’s appropriate,
as South Africa is where the
latest iteration is built. It was
the perfect opportunity for
the Wolfsburg-based brand
to showcase how the Amarok
shines in the city and off the
beaten track in some of the
most picturesque environments
in the Western Cape.
The Amarok has been a
hit since it was introduced in
2010. It was arguably the first
premium double-cab bakkie,
offering the practicality of a
pick-up but with the comfort
of an SUV. Globally, VW sold
over 830 000 units of the first
generation. Locally, the V6
turbodiesel variant of the
German-built bakkie proved
most popular. It was rather
appropriate, then, that it was
the V6-powered Aventura and
PanAmericana versions of the
latest model we sampled at
the launch.
The second generation,
although having a load bed, is
more SUV-like than ever. This
applies to its exterior design,
comfortable interior and
more advanced technologies.
In the Aventura guise, it
looks luxurious and in the
PanAmericana guise, ready
for off-road adventures. Its
large footprint lends to its
imposing looks. Locally built
alongside the new Ranger at
Ford’s Silverton production

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facility in Pretoria, the latest Amarok
measures 96 mm longer than its
forebear at 5 350 mm and 1 910 mm
in width. The wheelbase has been
stretched by 173 mm.
The cabin oozes comfort. The
seats give you that hug you didn’t
know you needed. A 12.3-inch digital
instrument binnacle is situated in
front of the driver, while the centrally
sited 12.0-inch portrait-orientated
touchscreen infotainment system
incorporating screen mirroring is
within easy reach. The dual-zone
climate control system came in handy
during the launch, as temperatures
hit a scorching 36 degrees Celcius.
So, to business, then. On
the road, the Amarok fared
commendably. The suspension
felt supple and the handling
couldn’t be faulted. However,
the Aventura’s 21-inch alloy
wheels did relay some vibration
to the steering wheel when
travelling at speeds over
110 km/h. There was slight
turbo lag when overtaking
manoeuvres were required.
But once you are on the
move, there’s no stopping you.
The same can be said when
travelling off-road. So, to the
party, then…
The four-wheel-drive system
incorporates 4H and 4L settings.
It was a boon when leaving
behind the tarmac in the rearview
mirror and piloting the
Amarok off-road. The approach
and departure angles are 30
and 26 degrees, respectively,
and the wading depth is rated
at 800 mm. The Amarok proved
its worth on the 4x4 route. A
AT A
GLANCE
The new-generation Amarok builds on its predecessor’s premiumbakkie
prerequisites. It’s a bakkie you can use for business and comes
to the party in the wilderness. However, pricing and spec, which will
be released in Q1 2023, will be paramount, especially considering the
asking price for its Blue Oval-built brother, the Ranger Wildtrak V6,
effectively its direct competitor. Only time will tell.
Price: TBC Engine: 3.0 L, V6, turbodiesel
Transmission: 10-spd AT Driven wheels: 4 Power: 184 kW
@ 3 250 r/min Torque: 600 Nm @ 1 750-2 250 r/min
0-100 km/h: n/a Top speed: n/a
Fuel consumption: 8.4 L/100 km CO 2
: 222 g/km
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Ford Everest 3.0 V6 4WD Platinum AT
Words: Juliet McGuire
Julietmc
Peak potential
Now positioned as a more premium offering, will the new Everest summit its segment?
ew cars in
F
the market
legitimately
have enough
space for a family. Let’s not
kid about it (pun intended).
If you have more than one
child, a five-seater with a
measly boot will not cut
it. And if you’re a family
who enjoys a little bit of
adventure, a run-of-the-mill
SUV will also not quite be
your vibe. You need a sevenseat
adventure SUV, much
like the Ford Everest. Before
this new generation arrived,
I would have suggested the
Toyota Fortuner and Isuzu
mu-X in the same breath.
Although, things have
changed at the Blue Oval’s
offices. According to the
American marque, the new
Everest has its sights set on
the Toyota Land Cruiser
Prado.
One has to acknowledge
this is a pretty bold move.
I am not sure how many
current Everest drivers will be
too happy that their family
(and previously somewhat
budget-friendly) adventure
SUV now hangs around the
million rand mark. That’s
right; the new Ford Everest’s
pricing kicks off at just under
R1 million for the Sport
derivative while the Platinum,
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which, let’s face it, is probably
the one you’d want, comes in
at R1 113 100.
To be fair, the Platinum
comes quite well specced. You
can expect a 12-inch portraitorientated
touchscreen
with the latest Ford SYNC4
system. As much as it is
comprehensive, can feel
somewhat overwhelming,
and it will take some time
to get the hang of. There
is also a 12.4-inch digital
instrument cluster; 10-
way electrically adjustable
front seats with memory
functionality; heating and
ventilation; second-row seat
heating; power outlets for all
three rows; and a 360-degree
camera, to name but a few
features.
The Platinum also houses
the biggest engine in the
Everest family. The new
3.0-litre V6 turbodiesel engine
produces 184 kW and 600 Nm.
The oil-burner is mated
with a 10-speed automatic
transmission. Power delivery
is smooth and the overall
refinement is impressive, as
is the urgent punch it has
when overtaking. It will have
no problems fully loaded,
either. However, it doesn’t feel
blisteringly quicker than the
2.0-litre twin-turbo four-pot
in the Sport. I would say that
if you aren’t into the featureladen
Platinum derivative, you
might as well save a buck or
two and opt for the Sport.
Where the Everest cannot
be faulted is its off-road
capabilities. A shift-on-thefly
system enables you to
switch between 2H, 4H and
4L with absolute ease. The
range-topping Platinum has
a permanent four-wheeldrive
system with automatic
torque across the axles. Both
variants boast a wading depth
of 800 mm. We didn’t splash
through any rivers on the
launch, but we tackled some
hair-raising obstacles, and
the Everest ate them up for
breakfast. It felt as if there was
nothing it couldn’t do but I
felt like that in the secondgeneration
model as well. If
you’re a caravanning family,
you can tow up to 3 500 kg,
which is 400 kg more than its
predecessor . A
AT A
GLANCE
There is no denying the new iteration is better in every way, shape
and form than the outgoing model. However, I am not convinced
positioning it in a premium segment is the best tactic. I wonder if it
would have been a better move to rename this product.
Price: R1 113 100 Engine: 3.0 L, V6, turbodiesel Transmission:
10-spd AT Driven wheels: 4 Power: 184 kW @ 3 250 r/min
Torque: 600 Nm @ 1 750-2 250 r/min 0-100 km/h: n/a Top
speed: n/a Fuel consumption: 8.5 L/100 km CO 2
: 224 g/km
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Toyota GR86 MT
Words: Vann van Staden
winewheelswatches
Great 86
Staying true to its forebear’s fun-to-drive formula,
the new GR86 encapsulates driving enjoyment.
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I
need to
start with a
disclaimer: this
was my first time in Gqeberha;
as per the locals, the friendly
city (apparently, they don’t
like us out-of-towners to refer
to it as the windy city). But
windy it was. Before hopping
into the whirlwind of thrills
provided by the GR86, I was
chasing down my cap on
the tarmac. Yet the friendly
city it now is. And I like that.
Getting behind the wheel of
the GR86 instantly makes you
happy. I’m not the biggest fan
of using the word ‘fun’. It's so
predictable. But with the GR86,
driving it on Aldo Scribante
raceway, it’s the only word that
can encapsulate what I had
there: a tonne of fun!
This is the second generation
of the beloved 86, Toyota’s funto-drive
sports car (not that the
GR Supra isn’t). The difference
between the latest iteration of
Toyota’s atmospheric two-door
sports car and its forebear is
significant, and in the best way.
The previously employed
2.0-litre has been ditched in
favour of a 2.4-litre flat-four
producing 27 kW and 45 Nm
more. This allows the six-speed
manual model to hit the
100 km/h marker from a
standstill 1.2 seconds quicker
than its forebear at 6.4 seconds.
The gearbox is slick, allowing
for sharp gear changes. There

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is, of course, also a derivative employing an
automatic transmission. This variant has a
0-100 km/h sprint time four-tenths of a second
slower than the manual. Sprint times aside,
the manual is undoubtedly the model to go
for. Why? Again, although I don’t use the word
often, the three-pedal model is oodles of fun
and – no surprise here – far more engaging to
drive. The handling is sharp and the chassis
taut. It’s a true purist’s sports car. A
AT A
GLANCE
Toyota describes the GR86 as an analogue car for the digital age.
We couldn’t agree more. For the purists in us, the GR86 ticks all
the boxes. Its effortless transition from track to town complements
its Waku Doki fun-to-drive formula. Unadulterated driving
pleasure now has a name, and it’s GR86.
Price: R698 100 Engine: 2.4 L, flat-4, petrol Transmission:
6-spd MT Driven wheels: R Power: 174 kW @ 7 000 r/min
Torque: 250 Nm @ 3 700 r/min 0-100 km/h: 6.4 seconds
Top speed: 226 km/h Fuel consumption: 9.5 L/100 km
CO 2
: 217 g/km
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Nissan X-Trail
Words: Mark Smyth
Motorscribe
Tailored X-Trail
The new Nissan X-Trail arrives in SA early in 2023, and we’ve driven it in Slovenia.
hereas the
W
Qashqai can be
held primarily
responsible for
kickstarting the boom in the
crossover and SUV market,
it’s the X-Trail that has taken
Nissan’s success in this genre
worldwide, and 2023 will
see the arrival of the fifth
generation in SA.
The X-Trail was introduced
in 2001. Since then, the
Japanese automaker has sold
over 7.8 million, including
three million units of the
third generation, launched in
2014. It’s massively popular
in countries like the United
States – where it’s called the
Rogue – and in China. Which
is why the new one, built on
the CMF-C platform from the
Renault Nissan Alliance, is so
very important.
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We travelled to the
beautiful country of Slovenia,
a place full of incredible
scenery, wonderful people and
the promise of adventure, to
sample the X-Trail.
Available as a five- and
seven-seater, the latest X-Trail,
of course, is larger than the
Qashqai. It also boasts more
technology. But back to the
dimensions ... compared to the
previous iteration, it measures
20 mm more in width and is
15 mm taller, but interestingly,
it’s 10 mm shorter, even with
the allowance for the third
row of seats.
The X-Trail is part of
Nissan’s plan to electrify its
models, with 75 per cent of
all its sales expected to be
electrified by 2026, rising
to 100 per cent after that.
Within that will be pure
battery-electric vehicles. No
surprise then that the X-Trail
gets Nissan’s new e-POWER
technology and its e-4ORCE
all-wheel-drive option, but
it’s not an EV. Essentially
e-POWER means a 1.5-litre
petrol engine that acts as an
electricity generator in the
same way that BMW did
with its range extender on the
i3. Front-wheel-drive versions
get 150 kW and 330 Nm,
while the e-4ORCE models
add a 195 Nm motor on the
rear axle.
Before you get excited about
experiencing all that e-POWER
and e-4ORCE, they aren’t
coming to SA, unfortunately.
Instead, we will get a 1.5
turbopetrol, replete with 12 V
mild-hybrid tech, pushing out
120 kW and 300 Nm. We’ll also
get only front-wheel drive, but
there will be a choice of five or
seven-seat versions.
It will have all the fresh
design, though, with the
X-Trail now looking very
different to the Qashqai as it
did with the early generations.
That’s true inside, too, with
a more premium interior, a
quality finish to the materials
and tech that includes
12.3-inch screens for both
the instrumentation and the
infotainment system. It all
feels way more upmarket
than the last one and more
spacious, too, although the
third row of seats is still really
for the kids or the friends
you’ve offered a lift home to
after a night out and who
are just grateful they aren’t
walking. There’s loads of
safety stuff, from airbags to
intelligent lane intervention
and Nissan’s Pro Pilot driver
assistance systems.
It all feels family-friendly,
which translates into its
ride on the road. It was
composed both on the tarmac
and gravel. The ride was
comfortable, the controls
were all well placed, and the
visibility was good. The tech
is not overdone. There are
still some physical controls,
and the new X-Trail seems
properly thought out by a
team that understood the
assignment. A
AT A
GLANCE
Why can’t SA have the nice one? Nissan told us that the e-POWER
model would be too expensive compared to rivals like the Hyundai
Santa Fe and Kia Sorento. But if you’re in the market for a spacious
five- or seven-seater family SUV, you might want to get on this trail.
Price: TBC Engine: 1.5-litre, 3-cyl, turbopetrol + electric
motor Transmission: CVT Power: 120 kW Torque:
300 Nm 0-100km/h: 9.6 seconds Top speed: 200 km/h
Fuel consumption: 7.1 L/100km CO 2
: 161 g/km
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Haval H6 1.5T HEV Ultra Luxury
Words: Marius Boonzaier
mariusboonzaier
H6 surge
The first-ever locally available Haval hybrid adds more sophistication
and an electrical surge to the H6 line-up.
S
ince Haval’s
introduction to
South Africa, the
Chinese company
has piqued the interest of
many. Now, for those seeking
to add some electrical surge
to their motoring: enter the
H6 HEV, the firm’s first-ever
hybrid vehicle available in SA.
Once you enter the premiumfeeling
cabin (a highlight of
the package) and set off, you’ll
be pleasantly surprised with
the new-energy newcomer’s
overall refinement. Why?
Allow us to explain…
Available in only Ultra
Luxury level of specification,
the H6 HEV is, like many
hybrids, features several
model-specific exterior design
cues, and is equipped with a
10.25-inch digital instrument
cluster and a crisp 12.3-inch
touchscreen infotainment
system. This displays hybridspecific
functions, such as
how electricity is directed
to the wheels and battery.
A head-up display and a
surround-view 3D camera
system are included.
Speaking of the transfer
of electricity between the
front wheels and the battery,
the electric motor is coupled
with a 1.5-litre turbopetrol
four-pot, which produces
113 kW and 233 Nm.
Interestingly, the electric
motor has more power
(139 kW) and torque (300 Nm)
than the internal combustion
unit. In total, 179 kW and
530 Nm are on offer. These
figures make the H6 HEV the
most powerful Haval available
in SA. The powertrain is
coupled with a state-of-the-art
Direct Hybrid Transmission.
Our biggest gripe in the past
with Haval models is their
fuel consumption. However,
owing to the petrol-electric
arrangement, the HEV, the
most fuel-efficient model in
the firm’s local line-up, sips
a claimed 5.2 L/100 km/h, a
figure we nearly matched. This
enables you to travel more than
1 100 km on a single (60-litre)
fuel tank. Thanks to this H6’s
subtly sprung suspension, the
journey should be comfortable.
However, it does have
a few drawbacks – one in
particular – so let’s return to
the cabin. With only a couple
of analogue controls, you have
to operate most functions via
the infotainment system. And
navigating this system when on
the move isn’t as user-friendly.
Owners will arguably become
accustomed to the set-up.
However, it is probably best to
navigate the system while you
are stationary, before setting
off. A
AT A
GLANCE
Before the launch of the HEV variant, in issue 06, we
recommended several petrol-electric cars. The H6 HEV is worthy
of making this list. So, if you’ve decided to bridge the world of
electrification, Haval’s hybrid H6 is undoubtedly worth a look.
Price: R669 950 Engine: 1.5 L, 4-cyl, turbopetrol + electric
motor Transmission: E Driven wheels: F Power: 179 kW
Torque: 530 Nm 0-100 km/h: 8.5 seconds Top speed: n/a
Fuel consumption: 5.2 L/100 km CO 2
: 121 g/km
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Hyundai Venue 1.0 T-GDi DCT
Words: Marius Boonzaier
mariusboonzaier
Fresher than ever
The updated Venue line-up boasts bolder looks, several spec enhancements
and a new N Line model.
M
any manufacturers,
especially tech companies,
strive to keep abreast with
the latest trends. Take Apple,
for example: how many times has it
happened that you just got your hands
on a box-fresh iPhone (following an
extensive wait) and, a couple of months
later, a new one is launched? In the
world of crossovers, automakers have to
do the same, fortunately not always at
such a staggering lack of pace. To remain
relevant in this booming segment,
carmakers frequently introduce new or
additional models to their line-ups or
hand the current variants some muchneeded
updates. Speaking of the latter …
enter the fresh-faced Hyundai Venue.
Arriving at the same, ahem, venue
where the pre-facelifted model was
launched, the underground parking
garage was packed with the revised
model range, all dressed in different
shades. We hopped into a Fiery Red
example and set off to Glen Carlou
winery in Klapmuts, Cape Town. The
bright hue complemented the redesigned
bodywork, which now features a bolder
front grille.
The model we sampled was equipped
with the South Korean firm’s 1.0-litre
turbocharged three-pot, coupled with
a seven-speed dual-clutch transmission
(the turbo-triple can also be had with a
six-speed manual ‘box). Producing 88 kW
and 172 Nm of torque, the latter available
from a mere 1 500 r/min, the engine felt
spirited, though the DCT sometimes
held onto a lower gear for a longer time
than required when stomping on the
throttle for quick overtaking. Other than
that, the compact crossover’s drive was
comfortable on the well-maintained
tarmac.
Although with a ground clearance of
195 mm, the same didn’t apply when
travelling on a stretch of corrugated
gravel. It was bumpy but the small frontwheel-drive
SUV should fare fine on wellkempt
gravel roads. In the city is where it
is at its best ... at home.
As standard, the revised model line-up
(the former range-topper, the Glide, has
been ditched for the sportier-looking N
Line, pictured here) comes with an 8.0-
inch touch-enabled infotainment screen
with all the favourite features, such as
screen mirroring. LED lamps, a rear-view
camera and parking sensors are included
in some variants, while artificial leather
upholstery and a sunroof are exclusive to
the N Line. A
AT A
GLANCE
Thanks to several updates and together with Hyundai SA’s
seven-year/200 000 km warranty, the new Venue should
continue to be a best-seller for the brand, despite facing
some stiff competition.
Price: R394 900-R449 900 Engine: 1.0 L, 3-cyl, turbopetrol
Transmission: 7-spd dual-clutch Driven wheels: F Power: 88 kW @
6 000 r/min Torque: 172 Nm @ 1 500-4 000 r/min 0-100 km/h: n/a
Top speed: 187 km/h Fuel consumption: 6.9 L/100 km CO 2
: 138 g/km
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HUAWEI WATCH FIT 2
Available in two editions, Active and Classic, and with
a durable battery life of 14 days (or seven days for
heavy use), the Huawei Watch Fit 2 is perfect for active
people who tend to forget to charge their devices. It
comes with a 1.74-inch Huawei FullView Display and
a suite of healthy living management tools, including
a nine-axis IMU, optical heart rate sensors, an audio
companion for fitness, and 50 m water resistance.
UTILITY
WRIST CANDY
From tracking fitness goals and staying in touch with contacts to using AI to prove yourself
right in trivia disputes with mates; like futuristic tech from a seventies science fiction movie,
you can do it all with the simple tap of a smartwatch. Here’s what you need to know about
today’s best brands and models.
Words: Thea Beckman
SAMSUNG GALAXY
WATCH 5
Sleep tracking, health and wellness monitoring,
13 per cent better battery for everyday usage
and, get this, even the ability to see your body
fat percentage; the Samsung Galaxy Watch
5 touts itself as “the smartwatch for everyday
wellness goals”, allowing you to literally keep a
finger on the pulse of your health and fitness
goals. How did you sleep last night? Get a
breakdown of your sleep score.

LIFESTYLE
TAG HEUER
CONNECTED CALIBRE
E4 PORSCHE EDITION
If it’s the functionality of a fitness watch you’re after,
but with the sophisticated, classic style of a high-end
wristwatch, this special-edition watch is the spoil of
the century for you, especially if you’re also a diehard
Porsche fan. The love child of these two iconic
houses, this fitness watch epitomizes the luxury of the
TAG Heuer Connected experience but with advanced
controls for Porsche owners. You can’t argue with that
colour, either, coming in the same iconic frozen blue as
the electric Porsche Taycan.
APPLE WATCH ULTRA
If you, like everyone else with an Apple Watch, are tired of guarding
your wrist more viciously than a mother bear, lest you accidentally crack
its delicate face, the Apple Watch Ultra delivers that sexy upgrade on
durability, ruggedness and battery life we’ve all been waiting for. With a
robust titanium case, precision dual-frequency GPS, and up to 36 hours of
battery life, this is the fitness watch of choice for Apple-orthodox athletes
who like to hike Mount Everest on weekends.
GARMIN INSTINCT ®
CROSSOVER SOLAR
Bold and rugged, with infinite battery life, the
Garmin Instinct® Crossover Solar is like that oke
on the cover of romance novels with the bulging
muscles and the indefatigable appeal. Except
this rugged hybrid does the opposite of making
us feel inferior. It boasts a dual-layered bezel,
a high-resolution digital display with smart
functionality, and all the fitness features you want,
with the added benefit of being water resistant to
100 m and thermal- and shock-resistant.
APEX
69 ISSUE 7

ANOTHER
ONE BITES
THE DUST
Second consecutive Dakar victory for Toyota Gazoo Racing.
Qatar’s Nasser Al-Attiyah and his French co-driver, Mathieu
Baumel, successfully defended the Dakar title they won for
TOYOTA GAZOO Racing (TGR) in 2022, when they brought
their GR DKR Hilux T1+ over the finish line of the final stage of
Dakar 2023 on 15 January. The pair lost 5min 41sec to the stage winners,
but that hardly mattered, as they sealed the overall victory with a
winning margin of 1hr 20min 49sec.
The final stage of Dakar 2023 was a 136km-long test that started from
the bivouac at Al-Hofuf. Competitors had to complete a short liaison of
167km before taking on Stage 14, which was then followed by a final
liaison of 100km to the finish podium in the coastal city of Dammam.
For Nasser, this was his fifth win in the Dakar Rally, while Mathieu’s
tally is now four victories. The pair have won three times for Toyota, with
the latest victories coming in a back-to-back display of quality, durability
and reliability for the Japanese manufacturer. The pair took over the lead
of the event on Stage 2, and never relinquished that position.
Nasser Al-Attiyah: “This in amazing feeling! I have to
thank so many people, starting with every member of
our team. It was a tough two weeks, but to be able to
come back and defend our title is fantastic! I’m really
proud of our Toyota Hilux T1+, and to win the race three
times with Toyota is truly something special.”

PROMOTION

PROMOTION
Giniel de Villiers, who completed his
twentieth consecutive Dakar Rally when
he crossed the finish line near Dammam,
ended the rally in 4th place in the overall
standings. This result brings his total
number of Top 5 finishes to 15, including
one victory in 2009. The South African has
only finished outside the Top 10 on one
occasion, and his performance in the 2023
Dakar Rally underscores the toughness and
tenacity of one of the Dakar Rally’s true
veteran racers. Together with co-driver
Dennis Murphy, Giniel finished this year’s
45th edition of the rally in fine style, posting
a Top 10 time on the closing stage.
Giniel de Villiers: “The Dakar is always full of
challenges, and we certainly had our share
of challenges this year. Of course, it could’ve
been better for us, but then many competitors
can probably say the same. It would have
been nice to be on the podium, but overall,
as a manufacturer, Toyota has every reason
to be proud. I think this result has just proven
the reliability of the Hilux once again, and we
again managed to showcase this amazing car
in Saudi Arabia this year.”
Dakar 2023 will long be remembered by Henk Lategan and
co-driver Brett Cummings as a race that could have turned out
very differently for them. They moved as high as 2nd place in
the overall standings, before two setbacks pushed them down the
order. The pair showed great pace throughout the rally, and will
be hoping for a truer reflection of their speed in future editions.
Even so, they finished in 5th place overall, less than 5min behind
their teammates in fourth.
Henk Lategan: “Dakar 2023 has been a
rollercoaster for us. It has been a tough two
weeks for us, with some extremely good days;
but also some disappointing ones. It does feel
good to be in the Top 5 after such a tough Dakar,
and I think they’ve thrown everything at us this
year. With that in mind, it feels fantastic to be
at the end of the race, and while we’ll always
wonder what might have been, we are very
happy to bring the car home in a good position.”
Toyota dominated the Dakar 2023 results, with the works TGR
crews finishing 1st, 4th and 5th. A privately entered Toyota Hilux
T1+ in the hands of the young Brazilian, Lucas Moraes, added
to the Japanese manufacturer’s tally, by finishing in third place
overall. This was Lucas’ first attempt at the Dakar Rally, though
he had an experienced co-driver in the form of Timo Gottschalk
beside him in the car.

PROMOTION
Glyn Hall, TGR Dakar Team Principal: “What a day for our entire team!
Winning Dakar is something memorable, but winning the world’s
toughest race twice in a row is simply extraordinary. My sincere thanks
to every member of our team, every one of our sponsors and, of course,
our drivers and co-drivers, who delivered a stunning result. I’m really
proud of our GR DKR Hilux T1+, which has proven yet again that it is
reliable and durable enough to not only complete the world’s roughest
automotive race, but to do so two years in a row.”

COLUMN
Are you not
infotained?
As several automakers and software companies enter the in-car tech arena, a war is brewing for
your vehicle’s infotainment system.
Words: Papi Mabele
PapiMabele
For the longest time, the most
intriguing and, dare I say,
complicated part of your car’s
dashboard was trying to figure
out where to hang your furry dice. That
was the dilemma for my dad, at least,
in his legendary Dark Red Mica metallic
Toyota Cressida. Things have changed
since then, however. These days, larger
screens have infiltrated vehicles’
cabins, paving the way for a new era
of interior tech.
I really started paying attention
to in-car software with the uptake
of Apple CarPlay/Android Auto. Back
then, even now, the ability to plug in
your smartphone and have a similar
interface projected on the car’s
infotainment system became a musthave.
The truth, though, is that Apple
and Google would never be content
solely with projection. For starters,
it’s a barebone execution as the
smartphone doesn’t connect any
deeper with the vehicle and no rich
data is processed between the two.
Think of it as plugging a second screen
into your computer.
The idea of running your software
on the car seems far juicier, and that’s
KD
Papi
Mabele
Papi is a broadcaster and
writer. He has been hooked on
the science behind tech and
motoring ever since he tried
his hand at Lego sets when he
was five. He can sometimes
be coaxed to express
opinions, invariably his own.
the situation we find ourselves in.
Fortunately for Android, they are
no strangers to this. Enter Android
Automotive. Unlike Android Auto,
Android Automotive is the native
system. Here, Google can take its fill
of the car’s core data. It knows the
status of the battery, whether the
lights are switched on, and the speed.
It can control almost everything from
navigation and climate to driver
assistance and safety systems.
While all these innovations may seem
forward-thinking, consumers want
more phone-like experiences. Yet there
is a complexity in building systems that
run like smartphones. They need to be
open to third-party apps and services,
which automakers are grudgingly
starting to recognise.
In the end, what remains to be seen
is whether all these systems will play
together in the long run. While Volvo
has pioneered Google’s solution, several
others have climbed aboard. It’s only
a matter of how long before more
manufacturers embrace this. For the
most part, the ‘smartphonicifaction’ of
the infotainment system is still in its
infancy stages. A
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COLUMN
APEX
76 ISSUE 7

COLUMN
Why not buy an
old-school BMW?
With automakers set on an electrified future, contributor Justin Jacobs argues now might be
the time to buy a petrol car that makes you feel special. In his case, it was a BMW.
Words: Justin Jacobs
Thejustbin
Forget about crypto; I think you
should buy an old BMW instead.
As is the case with many car
manufacturers, BMW is spending
all of its time, energy and resources on
electric vehicles. While that’s fun and all,
it tends to increase the value of the older,
petrol-powered models.
Think about something you have,
maybe something you want. Now imagine
if there were a limited number of those
things. The value should increase, right?
It boils down to supply and demand. The
big question, however, is what is being
supplied ... in this case, a BMW.
Some BMWs have been known to be
true driver’s cars. Mercedes supplied the
luxury, Audi provided the safety, and
the Bavarian firm delivered the thrills.
Nowadays, the lines are so blurred as all
of the German Big Three companies have
vehicles that fall into these categories.
But for me, BMW offered some pretty
good cars back in the day, but not all
were desirable.
While I love a good E46 320d, I doubt
you will see any returns on that anytime
soon, or ever, to be honest. Instead, you
must naturally look at the M cars. Have
you seen the prices of E36 M3s lately? If
you can find one for sale, some examples
of the twenty-six-year-old compact
JJ
Justin
Jacobs
A motoring content creator and
writer for over a decade, Justin
believes a car has a personality
and needs to be discovered,
learnt and understood.
sports sedan carry a price tag equal to a
modern hot hatch.
The E46 M3 is enjoying a growing
interest and, as we learnt earlier, the
more people who want one, the higher
the price. These cars could be found all
over online listing sites for
peanuts just a few years ago. Today,
even the questionable ones are sold
for significant amounts.
I’m not going to sit here and
tell you to go out and buy an old
BMW without following the same advice.
In 2016, I bought a rough, unloved
E39 M5, the best M5 and one of the best
M cars, according to many experts. After
a bit of hard work and a decent yet not
exorbitant amount of money to freshen
it up, I now have a car worth five times
more than what I paid six years ago.
I also think the automotive industry’s
new direction is making cars like the
older (internal combustion) BMW M,
Mercedes-AMG and Audi RS models
more desirable.
Here’s the thing ... you don’t need
to go out and buy an old BMW M car,
slowly fix it up and wait until it doubles
or even triples in value. You could just
as well get something that is enjoyable
to drive, something that makes you feel
special (here’s talking to you Mazda
MX-5 drivers). There will be even fewer
petrol-powered cars on showroom floors
in a few years. Why not preserve a bit of
automotive history. You never know, your
decision might be pretty profitable one
day. A
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PRESS
A letter that has been revered since it first adorned a VW,
we press ‘R’ on the apex Golf and Tiguan’s steering wheels
and enjoy the ride.
Words: Marius Boonzaier
mariusboonzaier
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FEATURE
SINCE IT FIRST adorned a Volkswagen, the
iconic ‘R’ badge has been revered; for 20 years,
to be precise. Indicating the German marque’s
pinnacle performance cars, Wolfsburg’s R-badged
models have achieved cult status worldwide and
locally, the Golf especially. And it’s no wonder
why; the opening gambit to VW’s R portfolio was
the now-cult-classic Golf R32.
However, since 2002, this moniker has adorned
not only the firm’s apex hot hatchbacks. VW has
also handed the R treatment to the Passat (R36),
Touareg (R50), the Estate and Cabriolet versions
of the Golf R, Scirocco and, more recently, the
T-Roc, Arteon and Tiguan. And alongside its
new-generation R-badged hot-hatch sibling, the
latter model finally arrived in South Africa, a
country enthused over the letter R. So, with
these models at our disposal, what else is there
to do but press the blue R button on these
steering wheels and relish what’s arguably the
last internal combustion R models?

Golf R
THE EA888 UNIT IN THE
MK8 R PRODUCES
235 KW/400 NM, MAKING
IT THE MOST POWERFUL
PRODUCTION GOLF EVER.
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FEATURE
Before I started the Golf R, colleague Vann
blasted off around the mountain pass in the
Tiguan R and I took a moment to acquaint
myself with the latest iteration. The first Golf
I drove was a seventh-generation R. I couldn’t
help but wonder whether this would be the
last time I sampled a traditionally powered
Golf R. It’s a car that’s been renowned in
the automotive world since the first model
introduced a dual-clutch gearbox to production
cars and sported the illustrious VR6 engine.
There was no time to reminisce. Rain clouds
blanketed Cape Town’s blue sky. It was time
to drive.
The engine-start button ignited the 2.0-litre
turbocharged four-pot, the same powertrain
found in its forebear. It felt familiar. However,
the EA888 unit in the Mk8 R produces 235
kW/400 Nm, making it the most powerful
production Golf ever. I pressed the blue R
button on the steering wheel. With Race mode
activated, the standard-fitment, chrome-tipped
exhaust sound was enhanced. Yet something
was missing. And that something was the
(optional) Akrapovic system equipped with
the Mk7. Like its predecessor, this set-up is also
available on the new model and is undoubtedly
a must-have item.
We set off in search of Vann. With each passing
corner, the Golf R egged me on to drive faster. The
grip levels were astounding, thanks to the all-new
all-wheel-drive system, also found on the Tiguan
R. The 4Motion set-up features R-Performance
torque vectoring, capable of shifting power
between the fore and aft axles and between the
left and right rear wheels. Specifying the Black
Performance package adds a drift mode to the
Golf R and lifts its electronically governed top
speed of 250 km/h to 270 km/h.
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In a straight line, the Golf R completes the
obligatory 0–100 km/h sprint in 4.8 seconds.
But, like its tall-riding stablemate (0–100 km/h
in 5.1 seconds), it felt quicker than the claimed
figure. This is thanks to the torque distribution
and the slick-shifting seven-speed DSG. The
dual-clutch ’box’s shifts are rapid. As we entered
the corner, I planted my right foot firmly on
the brake pedal and the brakes bit hard. The
handling is pin-sharp. And then, it started to
rain. However, that didn’t halt its stride. It only
revealed just how capable it is in dry and wet
conditions. The same can be said of the Tiguan.
Tiguan R

FEATURE
THE TIGUAN R MAKES A
GOOD CASE FOR A FOUR-
PERSON FAMILY
We finally caught up
with Vann and it was
my turn in the Tiguan
R, which we now call,
“the Tiguan made fun”.
And it was. Although I
preferred the low-slung
seating position and cabin
layout (bar the capacitive
controls) of the Golf, it felt
good to sit in VW’s sports
SUV. It felt taut for a car
of this ilk (the R-badged
Tiguan rides 10 mm lower
to the ground than its
standard stablemates).
Revered for generations,
the Golf R continues to
make its mark on the
motoring world. It forms
a neat balance between
a daily driver and a
mountain-road carver.
Regarding the former, the
Tiguan R is even more so,
considering its practicality,
without sacrificing
dynamism.
Which one would I take
home? Undoubtedly the
Golf R. I will admit the
Tiguan R makes a good
case for a four-person
family. No matter which
model you choose, and
whether this will be the
last of the EA888 (or any
internal combustion R,
truth be told), it’s best to
hit the R button and enjoy
the ride. A
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LIFESTYLE
POTS, PANS
& POTJIES
Popular thanks to television’s Ultimate Braai Master, brothers-in-law Greg Gilowey and Karl
Tessendorf have released their second cookbook, Beer Country’s Pots, Pans and Potjies. The duo’s
lust for cooking, potjie and beer stand out among the pages of tasty recipes and beer pairings.
Here are a few recipes to enjoy from Beer Country’s
Pots, Pans and Potjies by Greg Gilowey & Karl Tessendorf.
Next Day Potjie Nachos
Potjie is always tastier the next day, so
why not throw that goodness over some
crunchy corn chips? It sounds crazy, but
trust us, it’s so worth it.
INGREDIENTS
1 tub (250 ml) sour cream
Small handful of chopped fresh chives
Zest and juice of 1 lemon
Sea salt and freshly ground black pepper
1 big bag of proper corn chips
Any leftover potjie, warmed up
200 g gouda cheese, grated
200 g mozzarella cheese, grated
3–4 pickled jalapeño chillies, sliced
Mix the sour cream, chives, lemon zest and juice in a
small bowl and season to taste.
In today’s insta-everything world, cast iron reminds us of a
simpler time. A time when things were built to last, not break
within a year. A well-seasoned pan is a cooking Swiss Army
knife. A solid flat pot is the ultimate campfire jack-of-all-trades,
and the humble potjie pot is more than just a pot. It’s our version
of low and slow, with some important lessons to teach. It forces
you to relax, enjoy the ride, and realise the best things are worth
waiting for. It’s a delicious goal for friends and family to come
together and work towards over the course of the day: prepping
the ingredients, starting the fire, building the flavour layers and
watching the potjie’s bulging belly whisper away.
Bang your corn chips into a large cast-iron pan and
spread the warmed leftover potjie evenly over the
chips. Mix the two cheeses and sprinkle them over
the potjie. Top with pickled jalapeños for kick, then
season with salt and pepper and pop the pan under
the grill until the cheese has melted. Serve with
dollops of the sour-cream mixture .
Beer Pairing
Lager If you wanna get fancy with the
pairing here, it’s all about what was in the
potjie. That said, chances are it’s full of
fat, flavour and next-day deliciousness;
so, reach for a well-balanced beer with
good carbonation and a clean finish.
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LIFESTYLE
Feeds: 4–6 Prep: 10 min Cook: 10–15 min
APEX
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LIFESTYLE
Feeds: 6 Prep: 20 min Cook: 30 min
+ standing time
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LIFESTYLE
Hot Sticks Potjie Party
It’s a hot sticks party and you’re invited. Buckle up and bring
some beer to cool those taste buds because after a drumstick or
three you’re going to need it.
THE MARINADE
1 cup Gochujang paste
½ cup lager
¼ cup brown sugar
¼ cup rice vinegar
¼ cup honey
2 Tbsp soy sauce
2 Tbsp sesame oil
A knob of fresh ginger, finely chopped
3 cloves garlic, finely chopped
Zest and juice of 3 limes
THE CHICKEN
20 free-range drumsticks
Marinade for brushing
The potjie
Oil for frying
Knob of butter
1 large onion, peeled and chopped
Remaining marinade
1 cup lager
Braaied chicken
TO SERVE
A handful of sesame seeds, toasted
2 spring onions (green part only),
chopped
3 limes, quartered
To make the marinade, put all the
ingredients into a small pot and whisk
over medium heat to melt and combine.
To make the chicken, score the
drumsticks with a sharp knife and brush
them with marinade. Don’t go crazy, just
brush to coat evenly. Braai the drumsticks
in a flip grid over hot coals to char and
caramelise the marinade, then set aside.
The drumsticks will not be cooked, but
they will finish cooking in the potjie.
To make the potjie, preheat a number
3 potjie over medium-heat coals. Add
a splash of oil and the butter and fry
the onion until it softens and browns.
Add the marinade and beer and mix
to combine. Add the drumsticks to the
potjie, put on the lid and simmer for
30 minutes. Check the pot every now
and then to make sure the sauce isn’t
catching. Take the pot off the heat and
allow it to stand with the lid off for 10
minutes. Sprinkle the sesame seeds and
spring onions into the potjie and let
your guests get stuck in. Serve with the
quartered limes.
Beer Pairing
New England IPA It’s all about balance with the fruity hop hit to the
head in the pairing. It is best mates with the sweetness in the dark
and sticky sauce, and medium to low bitterness means it just gets
better and better with every swig.
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LIFESTYLE
Stacked Mustard and
Cheese Potato Bake
This is everything you know and love in a good ol’ potato bake, but stacked
instead of layered. Not only does stacking look fancy, but it gives all the exposed
edges a chance to get crispy and lekker.
THE POTATOES
2 kg large potatoes, sliced into 2 mm rounds
Olive oil for drizzling
Sea salt and freshly ground black pepper
THE MUSTARD CREAM
1 cup fresh cream
1 tbsp prepared hot English mustard
1 tbsp Dijon mustard
5 sprigs of fresh thyme,
picked and chopped
Small handful of fresh flat-leaf parsley, chopped
THE TOPPINGS
Large handful of grated mature cheddar cheese
Small handful of fresh chives, chopped
To make the potatoes, drizzle the slices with
olive oil and season well with salt and pepper.
Stack the slices vertically into a large flat pot in
whichever pattern you choose, as long as they
are stacked up against each other.
To make the mustard cream, pour the cream
into a small pot over a medium heat. Add the
mustards, thyme and parsley and whisk well
to combine. Bring the cream to a boil while
whisking, then remove it from the heat.
Pour the hot mustard cream over the potatoes.
Pop on the lid and use a spade to create a clear
circular space in the coals for the pot. Place
the pot into the space, then surround it with
medium-low-heat coals, ensuring no coals
touch the pot (see Baking on the Braai p. 48).
Bake with the lid on for 45 minutes, then place
a few coals on the lid to brown the top for
another 10–15 minutes. Or, bake uncovered
in the oven at 180 °C for 45 minutes. Add the
cheese and grill with the lid off for another 10
minutes to brown, but keep an eye on it.
Top with chopped chives and season with salt
and pepper.
Beer Pairing
Stout This comfort food dish is the
perfect vehicle to showcase stout’s
roasty, toasty flavours. The bitter
malt bill is best mates with the rich
mustard cream and amps up the
umami hits from the cheese.
APEX
88 ISSUE 7

LIFESTYLE
Feeds: 8 Prep: 10 min Cook: 1 hour
APEX
89 ISSUE 7

If you’re looking for something
that’s dressed up, casual or
weekend-friendly, step out in
style with a Stone Harbour look.
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DEEP DRIVE
APEX
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DEEP DRIVE
ASTON MARTIN
DBX707
An SUV like no other? Aston Martin
says so. So how is the apex DBX?
Words: Marius Boonzaier
Photos: Timothy Throne
mariusboonzaier
itstimooo
on-road presence; balance between comfort and dynamism
dated infotainment
APEX
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DEEP DRIVE
B
illing your
product as an
SUV like no
other is a bold statement
to make. To live up to this
claim, the DBX707 has to
outgun performance SUVs
like the (more comfortable)
Lamborghini Urus S and
(more focused) Performante
with their devilish 666 ps
(490 kW) and (471 kW)
Porsche Cayenne Turbo GT,
the fastest SUV to lap the
Nürburgring Nordschleife.
The apex DBX’s power and
torque outputs of 520 kW
and 900 Nm overshadow
that of these rivals. If you
consider the Purosangue
an SUV (Ferrari seemingly
doesn’t), the DBX707 is the
most powerful of its kind.
The DBX707 has the Urus S
beat at the 0–100 km/h stakes
at 0.2 seconds quicker to the
three-figure marker from a
standstill. If ever the DBX707
were lined up against the Urus
Performante and Porsche’s
first-ever GT-badged SUV, the
trio would reach 100 km/h
simultaneously if they were to
accomplish their claimed sprint
times of 3.3 seconds. Maintain
acceleration, and the Brit will
keep pace to 310 km/h, a top
speed slightly higher than that
of its competitors.
But what’s the pinnacle DBX’s
lap time around the Green Hell?
Don’t bother asking. Although
more powerful, it has a higher
top speed and has been tested
around the 20.832 km northern
loop, Aston hasn’t attempted

DEEP DATA
Price: R4 800 000 Engine: 4.0 L, V8, turbopetrol Transmission: 9-spd AT Driven wheels: 4 Power: 510 kW @ 6 000
r/min Torque: 900 Nm @ 2 600-4 500 r/min 0-100 km/h: 3.3 seconds Top speed: 310 km/h Fuel consumption:
14.2 L/100 km CO 2
: 323 g/km Length: 5 039 mm Height: 1 680 mm Width: 1 998 mm Wheelbase: 3 060 mm Weight:
2 245 kg Luggage capacity: 638 L Fuel tank: 85 L Warranty: 3 years/unlimited km Service plan: 3 years/unlimited km
APEX
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DEEP DRIVE
a record-breaking run …
yet. And that’s perfectly fine
(though we will admit it
would be interesting). Why?
In true Aston fashion, the
DBX707 is blisteringly quick,
that’s been established, but a
sophisticate at heart; its heart
beating beneath a chiselled
body, specifically tailored to
allow optimal airflow to its
breathing apparatus.
Compared to the standard
model (internally named
DBX550), the DBX707 is
115 kW and 200 Nm more
powerful and it’s front grille
is 20 per cent larger to allow
more air to reach the largest
(ball-bearing) turbochargers
ever fitted to a Mercedes-AMG
4.0-litre V8. Here it has been
specifically calibrated and
directs power to the fore and
aft axles via a nine-speed wetclutch
automatic transmission
instead of a traditional
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torque converter. The rear
spoiler and diffuser have also
been enlarged for enhanced
aerodynamics.
Engaging launch control,
the rear haunches squatted
over the test unit’s 23-inch
alloy wheels (22-inch items
are standard fitment) as the
the revs rose, along with the
burble of the V8. The Brit
took a deep breath ... it’s
best you do, too. Lift your
left foot off the brake pedal.
Set off. The DBX707 felt
staggeringly quick. If not quite
accomplishing the 3.3 seconds
to 100 km/h, it didn’t feel far
off its claimed sprint time.
Where the Aston truly
shone was on sinuous
back roads. Set to its most
performance-orientated
driving mode, the DBX707’s
steering firmed up, allowing
for sharper handling. The
suspension became more
dynamic but not so much
as to render the drive an
uncomfortable experience.
The DBX707’s Aston Martinmade
architecture (remember,
some of its competitors share
platforms) felt taut on the
winding stretches of tarmac.
There was little body lean in
the bends.
The DBX707’s bodywork
measures 5 039 mm bow to
stern, 1 998 mm in width and
1 680 mm in height (when
its adaptive air-suspension
arrangement is in its standard
setting). The ride height can
be adjusted from 190 mm to
235 mm. Aston’s 2 245 kg
performance SUV was
seemingly composed, not only
for a vehicle of its ilk but for a
motor car in general. Reining
in speed is a set of 420 mm
front and 390 mm rear
ventilated brake discs.
The DBX707 is most at home
in the urban environment and,
whereas it hides its dimensions
and mass well around corners,
its sheer size was felt in the
city. Fortunately, it ships with
all the necessary parking aids
to make manoeuvring a cinch
in tight spaces. However, its
exterior proportions became
favourable when seated inside
the opulent interior, which, of
course, can be personalised to
your heart’s extent. The front
headroom was ample, as were
the rear head- and legroom.
The boot compartment
swallows a generous (claimed)
638 litres of luggage. Together
with its potent powertrain and
pliant ride quality in its most
comfortable setting, this makes
the DBX707 a commendable
grand tourer.
Myriad standard
convenience and
entertainment items are
present. Three-zone climate
control keeps the cabin cool,
while Apple CarPlay screen
mirroring relays tunes over
an 800-watt 14-speaker sound
system. Aston Martin Music
by Rick Ross ft. Drake and
Chrisette Michele, anyone?
Depress the throttle for quick
overtaking, and the exhaust
note will soon muffle the
THE VERDICT
hip-hop tune. Activate the
adaptive cruise control, sit
back, and enjoy the ride.
Long-distance journeys are
where the DBX707 excels. A
4/5
On paper, paging through the DBX707’s
absolute power, torque and performance
figures, the British brand’s performance SUV
seemed bonkers. To a certain extent, it is.
However, once getting behind the steering
wheel, the thought faded. Overall, the apex
DBX makes sense. Yes, it has more power
than you’d ever need (and probably don’t
need in a car of this kind) and performance
figures that will leave you awestruck. Aston’s
engineers were firmly focused on extracting
maximum dynamism but never lost sight of what
makes a modern SUV great. Whereas some
manufacturers have sacrificed comfortability
at the altar of performance, Aston Martin
remained committed. The DBX707 forms a neat
balance between the former and the latter. This
makes it a performance SUV like no other.
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LEXUS LX 600
F SPORT
The latest Lexus LX majors in luxury
yet retains its off-road credentials.
Words: Marius Boonzaier
mariusboonzaier
opulent cabin; solid construction; supple ride quality
not as dynamic as its rivals
O
ver the past few months, my girlfriend and I
started searching for a new apartment to rent,
browsing the classifieds, and heading to viewings,
but to no avail. We’ve yet to find a place in Cape Town that is
large enough, has ample parking and falls within our budget.
Considering we’re planning to stay in Cape Town, finding one
with all these prerequisites is difficult. It’ll take some time but
the search continues. Recently, I headed to a viewing, driving
the box-fresh Lexus LX. The 360-degree surround-view camera
made it a breeze to park the large SUV in a tight side street.
I met the landlord and headed to the apartment. I couldn’t
help but start measuring it in LX terms. How many units of
the Japanese firm’s luxury SUV could fit into the apartment?
In truth, not that many. The LX is massive, measuring 5 090
mm bow to stern and 1 990 mm in width, or 10.1 m 2 of floor
space. Although, you cannot drive an apartment (in this case)
to the shops or your weekend destination. I hopped back into
the Lexus and headed home.
So, how does it drive? Tested here is the LX 600 in – a
first for an LX – F Sport guise. Under this variant’s sculpted
bonnet is the the Japanese manufacturer’s 3.5-litre V6 petrol
engine, switched on via an engine start/stop button featuring
fingerprint recognition. Coupled with a 10-speed automatic
transmission, the twin-turbocharged unit produces 305
kW and 650 Nm, the latter available from a lowly 2 000 r/
min. There was a naturally aspirated feel to the powertrain.
The engine’s response to throttle inputs was immediate,
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DEEP DATA
Price: R2 314 400 Engine: 3.5 L, V6, turbopetrol Transmission: 10-spd AT Driven wheels: A Power: 305 kW @ 5 200 r/
min Torque: 650 Nm @ 2 000-3 600 r/min 0-100 km/h: n/a Top speed: 210 km/h Fuel consumption: 11.3 L/100 km
CO 2
: 272 g/km Length: 5 090 mm Height: 1 895 mm Width: 1 990 mm Wheelbase: 2 850 mm Weight: 2 680 kg
Luggage capacity: 1 109 L Fuel tank: 110 L Warranty: 7 years/100 000 km Maintenance plan: 7 services/100 000 km

thanks to the well-calibrated self-shifter. Although the power
and torque outputs were sufficient, it’s not the last word in
performance. However, this is not what the LX was built for, even
when donning the F Sport badge. It was made to transport its
occupants in comfort and sheer opulence in which it majors.
The ride quality is exceptionally smooth. The adaptive
variable suspension with active height control (standard ride
height is 210 mm and setting include Low, Normal, High1 and
High2) soaks up road scars with aplomb, even with the F Sport’s
22-inch alloy wheels. In addition, the suspension arrangement
automatically adjusts when detecting sharp steering inputs
to reduce body roll by 25 per cent. Considering the LX’s
dimensions, body lean was still present but less noticeable in
the bends. Overall, the steering was light.
Off the beaten track, ride quality felt equally supple. Rest
assured, if you were inclined to take the LX off-road, it should
fare well. Whereas some luxury SUVs have all-wheel drive purely
THE VERDICT
4/5
We’ve had to wait 14 years for the latest LX. It
majors in comfort and opulence and, like its
forebear, should withstand the test of time. It’s
well built and it has been, and will be, around
for years. The wait for the new LX has been
worth it. We would argue that the LX 500d (also
available in F Sport guise), with its 3.3-litre V6, is
well worth a viewing. It’s the model we’d choose.
for the peace of mind of safety, the new LX has retained its 4x4
prerequisites. There are several off-road driving modes, courtesy
of Lexus’ Multi-Terrain Select system, and the 10-speeder
features a low-range transfer case. The F Sport boasts a Torsen
limited-slip differential and the approach and departure angles
are 21 and 21.7 degrees, respectively. The water fording depth
is rated at 700 mm. All of this should allow you to reach some
of the most desolate environments in the world. And you’ll be
doing so in luxury.
The F Sport’s Lexus-solid cabin sports model-specific seats
replete with heating and ventilation functionality. The pews
are lounge-like – exceptionally comfortable – with the captain’s
chair electrically dialled into the preferred position, it provides
a commanding view of the road. Owing to the wide centre
console, the space for the driver and front passenger is not as
large as the exterior dimensions might suggest. Passengers at
the rear, though, enjoy an expansive seating area. The luggage
capacity is rated at 1 109 litres.
The LX’s dual-stacked touchscreen arrangement comprises
12.3- and 7.0-inch displays, the former used for infotainment.
Apple CarPlay/Android Auto Screen mirroring relays tunes via
a Mark Levinson surround sound system. Fortunately, not all
functions are operated via touch. For its flagship 4x4, Lexus has
retained physical controls to adjust the volume and climate and
engage the off-road modes. A
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BMW IX3
M SPORT
The X3 has embraced electrification.
Donning an ‘i’ next to its moniker,
BMW’s emissions-free premium
midsize SUV aims to make its popular,
traditionally powered kin proud.
Words: Marius Boonzaier
mariusboonzaier
palatable pricing; standard spec; familiar BMW feel exterior design may be
too traditional for some; lacks the performance and all-wheel drive offered by rivals
I
n September, the BMW Group announced it was
on track to double its global electric-vehicles
sales figure in 2022. In the first nine months of
the year, the firm sold 128 196 units of fully electric BMW and
Mini vehicles, amounting to a sales increase of 114.8 per cent.
Together with the i4 and the iX (both tested in issue 05), one
of the cars driving the growth was the iX3. But how will the
Bavarian brand’s battery-powered X3 be received in South Africa,
where the petrol- and diesel-powered X3 models are so adored?
If you were to place the iX3 in the internal combustionpowered
X3 line-up, in terms of pricing, it slots in between its
(all-wheel drive) xDrive30d (from R1 214 340) and M40i
(R1 459 046) siblings. (See how the iX3 compares to these models
in Internal combustion kin.) If you think about it, in terms of the
cost of EVs, the electrified X3 is not badly priced for a premium
midsize electric SUV. Not yet convinced? Consider the German
Big Three and the iX3’s rivals: the Audi e-tron 55 quattro and
Mercedes-Bez EQC 400 4Matic. The former is priced from
R1 745 000, and the latter at R1 679 000. It’s worth noting that
both these models boast more power and torque (and, as a
result, better performance figures) and all-wheel drive, the latter
of which contributes to on-road driving dynamics (we say onroad
because it’s unlikely these vehicles will ever get their tyres
dirty on anything but a stretch of gravel).
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In contrast, the BMW’s
(210 kW/400 Nm) single
electric motor exclusively
drives the rear wheels. That
said, the iX3’s power and
torque outputs seemed
sufficient. It’s all you need
in an SUV in this segment
with peak torque – although
less than the EVs mentioned
above – available as soon
as you depress the throttle.
Where the iX3 lords it over its
German rivals is in the range
stakes. BMW claims the iX3
can travel up to 460 km on
a single full charge, which is
20 km more than Audi and
Mercedes. When charging is
required, plugging the iX3 into
a 150 kW DC fast charger adds
100 km of range in 10 minutes.
To clarify, suppose you were to
load up the 510-litre luggage
compartment and set off from
Cape Town for a vacation
road trip along the Garden
Route to Plettenberg Bay. You
will be able to reach Mossel
Bay (depending on how you
drive, of course), where one of
these fast chargers is located,
and continue the journey
in a few minutes. Although,
we would argue it’s best to
keep it plugged in until the
74 kWh (net) battery pack
is fully recharged, costing
around R435. Then, the iX3
should complete the trip
effortlessly. It’s worth noting
that recharging the batteries
DEEP DATA
Price: R1 290 000 Battery capacity: 80 kWh (gross)/74 kWh (net) Engine: single electric motor Transmission:
1-spd AT Driven wheels: R Power: 210 kW Torque: 400 Nm 0-100 km/h: 6.8 seconds Top speed: 180 km/h
Electric consumption: 18.9-18.5 kWh/100 km Range: 460 km CO 2
: 0 g/km Length: 4 734 mm Height: 1 668 mm
Width: 1 891 mm Wheelbase: 2 864 mm Weight: 2 185 kg Luggage capacity: 510-1 560 L Warranty: 2 years/
unlimited km (8 years/100 000 km for battery) Maintenance plan: 5 years/100 000 km
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costs significantly less when
doing so at home. However,
replenishing the batteries here
takes much longer than using
a DC station. BMW also offers
free charging (for a limited
time) at dealerships.
Range covered, how did
the iX3 fare in town? Thanks
to the regenerative braking
system, one of the best we’ve
experienced in an EV, no range
anxiety was present during
the daily commute in traffic
and shopping trips throughout
the week. Although sitting
on 20-inch, designed-forenhanced-aerodynamics
alloy
wheels, the iX3 soaked up
any road imperfections. The
suspension is subtly sprung.
The steering felt similar to
that of a non-electric X3. It
was very BMW SUV-like and
well weighted.
Available in only one level
of specification, BMW’s M
Sport package, the emissionfree
midsize SUV boasts
numerous standard features.
These include the firm’s
Live Cockpit Professional
digital instrument binnacle,
touchscreen infotainment,
a Harman/Kardon sound
system, automatic climate
control and heated front
sport seats. Ambient
lighting is also present.
Like the interior, the
exterior resembles that of
the traditionally powered
X3 derivatives. However,
as this is a BMW i variant,
the iX3 features several
model-specific items, the
most notable is the closedoff
front grille and blue
detailing. Some may argue
that more futuristic styling
would have been refreshing.
Yet maintaining a similar
look to its siblings won’t
lead to divided opinion. A
THE VERDICT
4/5
In a country where the X3 is arguably one of
the best in its segment, iX3 presents owners of
BMW’s popular premium midsize SUV with the
opportunity to step into a car that feels familiar
yet embraces a new-energy powertrain.
Internal combustion kin
X3 xDrive30d
X3 M40i
R1 214 340
3.0 L, 6-cyl, turbodiesel
8-spd AT
4
195 kW/620 Nm
6.6 L/100 km
68 L
1 030 km
R1 476.28
Price
Engine
Transmission
Driven wheels
Power/torque
Fuel consumption
Fuel tank
Range
Cost per tank*
*At November 2022
R1 459 046
3.0 L, 6-cyl, turbopetrol
8-spd AT
4
285 kW/500 Nm
65 L
730 km
8.9 L/100 km
R1 538.55
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AUDI RS3
SPORTBACK
QUATTRO
Likely singing its swansong, the Audi
RS3, in concert with its sonorous
five-cylinder, is as impressive as ever.
Words: Vann van Staden
Photos: Timothy Throne
winewheelsandwatches
itstimooo
dual (comfort/performance) personality; solid build quality
five-cylinder Audis?
the last of the
W
hen is a hatchback classified as hyper?
The design has to be considered, but, more
importantly, the way it drives – handles –
and, arguably, the main factor, performance. Audi teased
us with the local arrival of the new iterations of its RS3
siblings for far too long. Our interest was piqued and
we were finally handed the keys to possibly one of the
ultimate hyper hatchbacks. This is why…
First, let’s take a minute to appreciate the striking
design of the new RS3. Dressed in Daytona Grey
Pearlescent, it gives the impression of a sharply dressed
businessperson. The bodywork oozes style yet remains
assertive. Bold. It makes its presence immediately known,
especially when it plays its sonorous five-cylinder tune
over the (standard) RS sports exhaust system.
The cosmetic changes comprise a more pronounced
front grille flanked by LED matrix headlamps with the
firm’s ‘dynamic light’ design, an Audi staple. A neat feature,
the items found on the RS3 put on a unique lighting show.
When unlocking the car, R, S and then 3 are displayed
before changing to a chequered flag motif. The broader
stance adds to the bold look. Extra attention to detail was
paid to the rear roof-mounted spoiler. The test unit was
fitted with (standard) 19-inch, 10-spoke, Platinum Gray
alloy wheels draped in Pirelli rubber.
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The interior is adorned with
various materials, creating
a multi-sensory experience.
The contoured front sport
seats, replete with contrast
stitching, are well bolstered.
It’s supportive yet comfortable.
A neat detail, the RS insignia
is embossed on the front
seatbacks. A honeycomb motif
can be found fore and aft. The
pews are trimmed in Audi’s
Dinamica microfibre material
and synthetic leather. Nappa
leather upholstery is available
for R18 200. The standard
specifications include the
Ingolstadt manufacturer’s MMI
touchscreen infotainment
set-up, a Bang & Olufson 3D
sound system, dual-zone
climate control, and a reverseview
camera. Cruise control is
present, too.
Now, to get to what we are here for: the 2.5-litre five-pot. The
petrol engine is endowed with 294 kW and 500 Nm of torque,
20 Nm up from the previous-generation version. The turbocharged
unit is mated with Audi’s slick-shifting seven-speed S
tronic transmission.
The rule of thumb to be classified as a hyper hatch is the ability
for a car to hit the sub-four seconds mark when accelerating to
100 km/h from a standstill. The new RS3 Sportback completes the
obligatory sprint in 3.8 seconds, making it one-tenth of a second
quicker to 100 km/h than its rival, the equally thrill-inducing A45
S. Interestingly enough, Affalterbach’s hyper hatch produces 16 kW
more than the RS3. However, the Audi weighs approximately
100 kg less. As standard, the top speed is 250 km/h but this can be
lifted to 290 km/h when ticking the correct option box.
The proverbial show stopper, or more like show starter, is the RS
torque splitter. In short, this system uses AI tech in the form of an
electronically controlled multi-disc clutch set-up that allows torque
distribution on the rear axle. This will enable you to lean hard into
corners and thus hit the apex. And did we remember to mention
the drift mode? We kid you not.
In addition, we love the RS3 Sportback as much as we do because
of its ability to transition between ripping apart the tarmac and
being a commendable daily driver. Although fitted with 265/30
front and 245/35 rear tyres, the ride was pretty smooth.

DEEP DRIVE
DEEP DATA
Price: R1 215 000.00 Engine: 2.5 L, 5-cyl, turbopetrol Transmission: 7-spd dual-clutch Driven wheels: A
Power: 294 kW @ 5 600-7 000 r/min Torque: 500 Nm @ 2 250-5 600 r/min 0-100 km/h: 3.8 seconds Top speed:
250 km/h Fuel consumption: 9.0 L/100 km CO 2
: 206 g/km Length: 4 389 mm Height: 1 436 mm Width: 1 851 mm
Wheelbase: 2 631 mm Weight: 1 529 kg Luggage capacity: 282-1 104 L Fuel tank: 55 L Warranty: 1 year/unlimited km
Maintenance plan: 5 years/100 000km
THE VERDICT
The biggest pitfall is possibly its seemingly unquenchable
thirst. Audi claims a fuel consumption figure of 9.0 L/100km. We
didn’t come close to this. The RS3 wants to be driven and, as a
result, we managed to get an average of 11.2 L/100km over the
test period, which included urban and open-road driving. This
isn’t ideal with today’s hefty fuel prices. However, this can easily
be ignored by submerging yourself in the metal heaven that is
the RS3 and ignoring your fuel problems like you ignored 2022’s
new year’s resolutions to drink less and exercise more. A
4.5/5
This will likely be the last Audi Sport model
fitted with the company’s 2.5-litre five-cylinder
engine. 2026 will see Audi going 100 per cent
electric on all models. So this is ultimately the
swansong for the five-pot powerhouse that is
the RS3.
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JEEP GRAND
CHEROKEE L
3.6 4X4
OVERLAND AT
With the new Grand Cherokee L, Jeep
aims to build on its luxury-SUV heritage.
Will it make its ancestors proud?
Words: Kumbirai Mtshakazi
IamKumbi
bold looks; plush cabin; comfortable ride
no diesel option; thirsty engine
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I
In the annals of automotive history, the words
‘luxury’ and ‘SUV’ were seldom associated. In fact,
according to Jeep, the word SUV became a part of
popular speak in only the 1980s – 1986 to be precise – when it
was first used according to Merriam-Webster. Interestingly, an
Internet source noted the word ‘SUV’ was used in the 1974 Jeep
Cherokee SJ brochure, though the term didn’t quite stick. So,
when did the luxury SUV originate? Although not known as
it at the time, with the increase in popularity of luxury SUVs,
many have delved into the archives and have established a car
of this ilk. There are some who maintain the first luxury SUV
originated in the ’60s in the shape of the Jeep Wagoneer.
Jeep is thus undoubtedly no stranger to SUVs or their
more opulent counterparts. In its latest Grand Cherokee,
the automaker has its sights set on making proud the
vehicle that probably started this trend.
Although the L in the locally and, as yet, only available
Grand Cherokee signifies it has a long wheelbase, in
the fifth iteration, it can be used to describe the luxury
accompanying it. We were left wholly impressed at the
launch. However, it was time to add some mileage to Jeep’s
large SUV to see how it fares in a test.
DEEP DATA
Price: R1 479 900 Engine: 3.6 L, V6, turbopetrol Transmission: 8-spd AT Driven wheels: 4 Power: 210 kW
@ 6 400 r/min Torque: 344 Nm @ 4 000 r/min 0-100 km/h: n/a Top speed: n/a Fuel consumption: 10.6 L/100 km
CO 2
: 243 g/km Length: 5 204 mm Height: 1 816 mm Width: 2 149 mm Wheelbase: 3 091 mm Weight: 2 270 kg
Luggage capacity: 1 328-2 396 L Fuel tank: 87 L Warranty: 5 years/100 000 km Maintenance plan:
5 years/100 000 km
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WEAR EPIX.
BE EPIC.
EPIX
THE PREMIUM ACTIVE SMARTWATCH
WITH A BRIGHT AMOLED DISPLAY
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There was ample legroom in the second row. While we didn’t
spend much time in the third-row seats, there was sufficient
room during short drives. Nonetheless, we still reckon that, like
many other seven-seater SUVs, the third row is reserved for the
family’s younger members.
The Grand Cherokee L offers peace of mind with its numerous
safety features including active lane management, adaptive
cruise control, and rear cross-traffic alert. We did find the
warning sounds intrusive and sometimes unnerving, especially
the lane-keep assist system.
The seven-seater is outfitted with Jeep’s familiar 3.6-litre
naturally aspirated V6 petrol engine, mated with an eightspeed
automatic transmission. The self-shifter was seamless
in its workings. The Pentastar motor produces 210 kW/344 Nm.
However, we thought a diesel unit would be more suited to the
Grand Cherokee L, as it should return improved fuel economy
and boast a touch more torque. It was challenging to get close to
the claimed average fuel consumption figure of 10.6 L/100 km.
The best we managed was 14.5 L/100 km. This included both
highway and city driving.
The steering feel had a good weight to it and NVH levels
were commendable. The air-suspension configuration made the
ride feel composed and enabled the driver to lift the ground
clearance to 277 mm, which is helpful when taking less-travelled
paths. Furthermore, the Jeep Grand Cherokee L includes Jeep’s
Selec-Terrain driving modes and four-wheel drive with a lowrange
transfer case. A
In terms of its looks, the L can also be used to signify large.
The Grand Cherokee L is nearly impossible to ignore. It
measures over five metres in length and two metres in width.
It’s imposing. At the front, the chrome-trimmed signature Jeep
grille is bold, while the bodywork makes the stylish LED headand
taillamps look more tapered than they are. In short, the
styling is classic American.
Climbing inside, you are welcomed by arguably one of the
most luxurious SUV interiors. Jeep has risen above and beyond.
The cabin’s fitment and features reflect the price tag. The midrange
Overland derivative tested here comes in at R1 479 900.
For the pricing, you get a 10.25-inch digital driver’s display, a
10.1-inch touchscreen for infotainment and a 10.3-inch front
passenger-side item. The driver cannot see or be distracted by
the latter display, not because the dashboard is so broad, but
because the pixel technology makes it impossible. The front
passenger can access navigational information, camera views,
and visual and audio entertainment. However, only the driver
can see the head-up display. The front seats offer heating (the
second-row pews do, too), ventilation and massage functionality.
There are two traditional USB ports and two USB Type-C
ports. This will ensure charging is never an issue, as will wireless
charging. Audiophiles will adore the 19-speaker McIntosh
sound system. The speakers in the boot did rattle a bit when we
cranked up the volume, though.
THE VERDICT
3.5/5
The new Grand Cherokee felt opulent,
comfortable and spacious. Couple these with
four-wheel drive, and you have a luxury SUV
that should make its ancestor proud. The
Overland is our model of choice.
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KIA SPORTAGE 1.6
T-GDI GT LINE DCT
The most striking Sportage to date, the fifth
iteration aims to continue its track record as
Kia’s global bestseller.
Words: Melinda Ferguson
melsmacked
drop-dead aesthetics; superior safety systems; excellent entry-level offerings
no diesel engine
I
t’s hard to think of
the Kia Sportage
without associating
it with automotive designer Peter
Schreyer. Although the South Korean
manufacturer’s midsize SUV debuted
in 1993, looking a lot like a bulletproof,
ungainly station wagon, the third
generation made the world sit up
and take notice. The Sportage was a
game changer for Kia and is regarded
by many in the industry as one of
Schreyer’s finest works. New customers
flocked to the brand, which had
hitherto been regarded as somewhat
of a poor cousin to more popular Far
East offerings. With its iconic tiger nose
grille, the 2010 Sportage became a
multi-design-award-winning vehicle.
Combined with an impressive
drivetrain and a rep for reliability, the
Sportage’s aesthetic heritage continued
into the fourth generation, which
debuted in SA in 2016. This model set
a world record for the World’s Longest
Test Drive Relay in a drive that covered
3 291 km through six SA provinces over
seven days with 520 test drivers at
the wheel.
The fifth generation was launched
locally in September this year. It’s
arguably the most beautiful Sportage
to date. In my books, it’s the finestlooking
mid-size SUV in its segment,
which comprises a string of handsome
hotties, including the Mazda CX-5,
Toyota RAV4, the VW Tiguan and
Hyundai Tucson.
With five derivatives in the line-up
– the LX, EX, GT-Line, GT-Line Plus and
GT-Line S – even the so-called entrylevel
is packed with many goodies.
These include automatically activated
LED headlights, fog lamps, selectable
drive modes, a leather-clad steering
wheel and transmission lever, a reverseview
camera, and an attractive, curved
12.3-inch touchscreen infotainment
system compatible with Bluetooth
and Android Auto and Apple CarPlay.
There are also 40:20:40 split-folding
rear seats. The higher-specced EX and
GT models are graced with a bunch
of additional premium features like
heated seats, an electric tailgate, a
panoramic sunroof, steering wheelmounted
paddle shifters, and more
upmarket upholstery.
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DEEP DRIVE
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Then there is the host of safety systems, ,
which is a key consideration in this preciouscargo-carrying
family-vehicle market. With its
six airbags and semi-autonomous technologies,
including lane-follow assist, lane-keep assist,
intelligent cruise control and forward-collision
avoidance assist, it’s easy to see why the
new Sportage claimed top honours when it
underwent the stringent Euro NCAP safety
testing. All derivates also come with electronic
stability control, hill-start assist, downhill brake
control, blind-spot collision warning, trailer
stability assist and ABS with electronic brakeforce
distribution (EBD).
But how does the new Sportage drive? Its
turbocharged engine felt spritely, assisted
by a praiseworthy dual-clutch gearbox that
did its job without any sign of lag. We were
impressed by the whisper-quiet cabin, at speed
on highways and the overall drive comfort over
various surfaces. While it’s not supposed to be
a speedster, it proved to be an eager accelerator
and particularly wowed when it came to its
agility and road holding. Of course, there’s
always a degree of body roll in most SUVs, but
the Kia felt solid and surefooted. A
DEEP DATA
Price: R649 995 Engine: 1.6 L, 4-cyl, turbopetrol Transmission: 7-speed dual-clutch Driven wheels: F Power:
131 kW @ 5 500 r/min Torque: 265 Nm @ 1 500-4 500 r/min 0-100 km/h: 8.8 seconds Top speed: 201 km/h
Fuel consumption: 6.5/100 km CO 2
: 149 g/km Length: 4 515 mm Height: 1 650 mm Width: 1 865 mm Wheelbase:
2 680 mm Weight: 1 497 kg Luggage capacity: 591-1 780 L Fuel tank: 54 L Warranty: 5 years/unlimited km
Service plan: 6 years/90 000 km
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DEEP DRIVE
THE VERDICT
4/5
Kia has become synonymous with relative
affordability, well-specced quality and creative
design, and the new Sportage ticks all the boxes.
Having sold close to six million units globally, the
Sportage has unsurprisingly been Kia’s top seller
for years. With an SUV portfolio that kicks off with
the compact Sonet, the slightly bigger Seltos, the
mid-sized Sportage and the massive Sorento, the
South Korean brand has an excellent line-up that
should satisfy a variety of consumers’ insatiable
appetite for SUV/crossovers.
Under the eye of Schreyer
In 2006, Kia Motors managed to seduce young
German wunderkind Peter Schreyer away from
Audi. The hiring was inspired. Design became
the brand’s cornerstone; over the next 14 years,
Kia would win over 200 motoring accolades,
including 20 highly coveted Red Dot design awards. Suddenly,
formerly forgettable Korean cars were being regarded with newfound
respect, making Kia’s success one of the most significant
turnarounds in automobile history. Under the eye of Schreyer,
there have been a host of beauts like, of course, the gorgeous
redesigned 2010 Sportage, the speedy Stinger and the funky Soul.
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LIFESTYLE
SHOTGUN
SIV
WITH
Ngesi
RIDING
SIV
I
Hand of the king, or a king himself? We catch
up with the sometimes funny, sometimes
controversial, but always lovely guy, Siv Ngesi.
V
Words: Vann van Staden winewheelsandwatches
Photos: Brandon Jacobs snapchangemedia
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LIFESTYLE
I have wanted
to catch up
with Siv Ngesi
for the longest time, but our schedules
never allowed this. So when our stars
eventually aligned, we had a date.
Now to find the perfect car to match
this giant of a personality. It wasn’t
challenging; I knew exactly what I
needed to do. A quick call to Herman
at Ford Tygervalley, and all was set. I
went to collect a current-generation
Ford Mustang GT. I’m not sure who
turned the most heads, Siv or the
Mustang, but once he got in the car, it
didn’t matter anymore because heads
were turning non-stop.
Brother, finally! Jislaaik,
this took long enough.
SIV In my defence, the previous car
you wanted to put me in looked like a
keychain. So this was worth the wait.
Ja flip, almost like 18-yearolds
with their Polos here.
SIV But here, we have a far greater
appreciation for them.
You have been hella busy!
I watched a trailer for The Woman
King. I haven’t had goosies like that
in years just from watching a trailer.
That must have been quite the vibe.
SIV It was great. A truly fantastic
experience working with such a great
cast. Almost as great as driving this car.
(Siv clearly digs a Mustang.)
You have been super busy,
and I have followed you for years.
You are still one of the funniest guys
out there. Are you planning anything
new on the comedy front?
SIV I am busy writing a new
comedy show. I want to take it on tour
internationally and locally. It’s mostly
about masculinity, femininity, drag and
pole dancing, the new things I’m into.
I am trying to learn new things and
unlearn old things. We learn so many
things growing up, and now it’s about
unlearning them. I’m all about that.
I fight injustices. I fight for equality. I
have a voice, and I need to use it.
SIV I’m just playing around with
the vegans. No one gets upset anymore
with me; they know I’m just messing
around. I make light of most things, and
veganism is one of them. But it's all in
good fun. I respect everyone and their
decisions. I strut around in high heels,
so I’m all about respecting decisions.
I saw a clip of you pole
dancing in heels. You have got
some pretty sick moves!
SIV I am blown away at the
response I get every time I put on heels
and do my thing. People are fascinated
by it. They try and place me in a box of
“he must be gay” or something along
those lines, but in actual fact, I’m just a
person who wants to live and let live. I
don’t wear heels to be different. I just
love wearing them. My view on life
is that I just want to be what I want
to be! As long as I don’t hurt anyone.
I’m just about people living. Life is too
short to be judgmental. Do what you
want, as long as you don’t hurt anyone;
that’s the golden rule. There is no
growth in the comfort zone.
We parked the ’Stang and said our
goodbyes. Love him or hate him, Siv
Ngesi is here to stay, take people out of
their comfort zones, and challenge us
to be better and do better. I salute you
for that, my brother! A
(A little awkward chuckle
ensued) Like they say, good things
come to those who wait. I hope you
approve of the wheels today.
SIV I do! The first time I came across
Mustangs was in the States.
They are so common there. You see
16-year-olds driving them around.
At 2022’s EatOut Awards,
you said, “Everyone must enjoy their
food other than the vegans.”
SIV How do you know someone
is vegan?
They’ll tell you.
Price: R1 084 900
Engine: 5.0 L, V8, petrol
Transmission: 10-spd AT
Driven wheels: R
Power: 330 kW @ 7 000 r/min
Torque: 529 Nm @ 4 600 r/min
0-100km/h: 4.8 seconds
Top speed: 250 km/h
Fuel consumption: 12.3 L/100km
CO 2 : 279 g/km
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Special thanks to Herman from Tygervalley Ford
for lending us one of their gorgeous Mustangs.

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LONG TERM
Ford Ranger 2.0L
BiT 4x4 Stormtrak 10AT
CHAPTER 1/2
FUEL CONSUMPTION
10.2 L/100KM
DISTANCE COMPLETED
1500 KM
Words: Vann van Staden
winewheelsandwatches
You always have
questions when
a long-term test
unit arrives in
your driveway. One of the first
checks I do is how much it
has on the clock. I was pretty
stoked to get handed the keys
to the Ford Ranger Stormtrak
after finding out it already
had well over 20 000 km.
It has been driven in, ready
for the taking.
Now in my first-month stint
with the Ranger Stormtrak, I
have added another 1 500 km.
I drove it like I wasn’t paying
for the fuel it guzzled (I don’t
know what dream world I
was living in, as I knew full
well I was footing the rather
large fuel bill).
In any other car, this
distance wouldn’t have
seemed like a big deal, but I
felt the impact of this gentle
giant on my wallet. I got an
average of between 9.5 and
10.7 L/100km. The claimed
(emphasis on claimed) figure
is 8.4 L/100 km.
Nonetheless, its thirsty
drinking habits aside,
the Stormtrak was a
commendable daily driver.
I towered above most people
in traffic, so this sense of a
dominating presence follows
you, and you get used to it.
Parking, on the other hand,
was a challenge. I spent most
of my time in Sea Point, so if
and when on-street parking
spots became available, I had
the task of fitting a largerthan-life
car into a small
parking spot but the reverse
camera and parking sensors
did come in handy here.
Another cool thing on
the Ranger Stormtrak is the
Mountain Top power roller
shutter that locks with the
car, so whatever is left behind
in the loading bay is kept
safe. A massive leap forward
from those traditional canvas
covers that could easily be
sliced open. A
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LONG TERM
Suzuki Celerio 1.0 GL MT
CHAPTER 1/2
FUEL CONSUMPTION
5.8 L/100 KM
DISTANCE COMPLETED
226 KM
Words: Marius Boonzaier
mariusboonzaier
Suzuki has a knack
for building small
cars, from the firm’s
city hatchbacks to its
capable compact off-roader,
the Jimny. I recently hung up
the keys to my Jimny. In their
place is a set belonging to
the box-fresh Celerio, my first
long-termer since starting as
editor of APEX. I was excited.
Over the years, I’ve grown
fond of the Japanese firm’s
compact cars. Of course, they
have cons – most cars do –
but they remain endearing
despite their drawbacks. I aim
to unearth its shortcomings
during the long-term test
period. The Celerio is an
honest little hatchback and, so
far, the, the scales have tipped
towards the pros.
Starting with the first
chapter of my time with
the Celerio, it’s been a boon
travelling about town. The
diminutive dimensions and
this top-tier GL model’s
standard-fitment rear park
distance sensors made
parking a cinch. I believe this
variant (in five-speed manual)
is the model to go for. Usually,
the mid-spec derivative in a
line-up offers the most value.
However, I’d argue that, with
Suzukis, the top-tier model is
well worth the extra money.
Priced at a hair below R200
000, the GL features a 7.0-inch
touchscreen infotainment
system with Apple CarPlay/
Android Auto and manual
air conditioning, among
other items.
Whereas these items have
become a common sight
on budget cars, the Celerio
outshines them regarding
safety. It’s the first car in its
segment with an electronic
stability programme (ESP).
There are also two airbags,
Isofix, ABS and EBD.
Memories are made on
adventures in long-term
vehicles and they tend to win
us over. The Celerio should be
no exception. A
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Rocking& &
Rocking&
BIKE
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If a music genre, the BMW R18 B is pure
rock ’n roll. Cue ZZ Top’s La Grange…
riding
Words: David Donde
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BIKE
It’s best to
describe the
motorcycle
I have been
riding as a
piece of music.
And this one was more Bach than Brahms, that's for sure. No
Toccata and Fugue in D-minor, either. No, not this one. This
BMW R18 B, with its beautiful pinstriping and Marshall speakers
and sound system, is heavier than that. No, this bagger-style
motorcycle required a genre that needs driving guitars and a
bit of a kick and, let's face it, a heavy dose of redneck.
The engineering masterpiece that BMW produced went all
ZZ Top on my posterior. Yes, this bike is personified by
La Grange. An intoxicating thrum at idle and warm up, leading
you astray into all kinds of hooliganism as things get going.
With its three riding modes, I left it in ‘Rock’, with ‘Roll’ a bit
too mild-mannered for this 1 800 cc bike and ‘Rain’ reserved
for the one time it rained during a nighttime ride. I foolishly
trusted the weather report. The low screen and exquisitely
crafted analogue instrument panel glowed jewel-like above the
digital display. But those caricature-like and way over-the-top
protruding cylinders kept me relatively dry. The heated seat
and grips kept me toasty, too. It is the first time I have needed to
turn down the latter’s setting on a cold ride because they were
so darn hot through my thick gloves. With five modes, I found
that toasty was precisely halfway to melting off my paws just
below the wrists.
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BIKE
The massive digital screen is a delight,
displaying the fuel consumption and
tyre pressure, estimated range and the
like. I still cannot get to grips with BMW’s
clumsy computer controller experience, a
combo of a twist ring with left and right
pushes and a menu up-and-down button
that conspire to thwart quick access.
Though they are a treat with gloves, other
brands have solved the user interface far
better and far more simply.
So with ZZ Top’s La Grange playing over
the delightfully thumping notes of the
drivetrain, if you need to get somewhere
effortlessly with a huge smile on your
mug, the adaptive cruise control is flawless
from 30 up to 160 km/h. The radar system
handled traffic efficiently and proved
helpful on longer rides and in traffic
that doesn't warrant lane splitting. The
handling was excellent for a big heavy
bike with almost too much power. It is
surprisingly easy to counter-steer the
nearly half a tonne of rider and steed
rapidly from one side to another. It was
quite playful ... until the footpegs began
issuing sparks that let you know you are
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BIKE
reaching the limits. Having said that,
the foot pegs scraping was less of an
issue on this particular version of R18
than those I have had on previous tests.
Regarding handling, the R18 needs
comparison with its peers, Triumph
Rocket and bigger Harleys, I guess. I
found it more settled, less likely to lose
composure on bigger bumps and lumps
mid-corner, and downright predictable
while being on the firm side of plush on
the freeway. In my humble opinion, it is
class-leading in its segment.
With two side bags that lock
electronically with the keyless go, it was
excellent during the commute. I wish
there was somewhere to store a helmet, however. Ridden with
care, it returns a fuel consumption figure under 4.5 L/100 km. I
got 5.5 L/100 km, mostly. With a low seat height, the bike is quite
manageable at low speed, with its reversing gear and all, but it is
a handful if you lose its balance. It is the one time it feels like it’s
just under 400 kg.
The attention to detail on this deco-looking masterpiece is
incredible. There is cooled storage for your phone and the BMW
Motorrad Connected app enabled me to pre-programme routes
and gave feedback on the bike.
Things I didn’t quite like? Well, mostly just those useful
saddlebags block the glorious view of the exposed driveshaft
and its jewelled knuckle. For the rest, I could get used to a bike
that isn’t my usual. It just makes you happy riding it. At
R418 750, it is a heavy investment. Is it worth it for its style,
chrome, heritage and performance? I’d say so, yes. A
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LIFESTYLE
THE
READING
ROOM
Enjoy some downtime this season with
our selection of good books.
Words: Jennifer Campbell
/ 02
THE STORY OF PORSCHE
Porsche has been synonymous with
luxury and race car manufacturing
for over 90 years. This tribute to the
legendary manufacturer by Luke Smith
studies and celebrates the brand’s
story and success. The book features
insightful text, as well as striking photography. The reader is
invited to learn more about the journey of the brand – from its
turbulent beginnings to its ascent to the summit of car design.
Cover price: R290 | Published by Jonathan Ball Publishers
/ 01 / 04
POLITICS
Written by Aristotle and translated by William Ellis, this
is a timeless study of politics and society by one of the
world’s most well-known and respected thinkers. Politics
is a reflection on the role of government, as well as the
individual’s role within it. His philosophies remain as
relevant today as when they were written in the fourth
century. This newly translated edition forms part of a
boldly designed series of classics, which aims to introduce
a selection of the most celebrated works of the last
thousand years to a new audience.
Cover price: R335 | Published by Jonathan Ball Publishers
/ 03
LIKE, COMMENT, SUBSCRIBE:
HOW YOUTUBE DRIVES
GOOGLE’S DOMINANCE AND
CONTROLS OUR CULTURE
Written by Mark Bergen, this is the
story of YouTube and how the global
phenomenon upended traditional
media and transformed Google into one of the world’s
most profitable companies. As a Bloomberg tech journalist,
Bergen delivers the definitive account on YouTube,
explaining how it started, how it actually works, and how
it drives Google’s success.
Cover price: R350 | Published by Penguin Random House
DIDDLY SQUAT: ‘TIL THE
COWS COME HOME
Jeremy Clarkson takes us back to
another year of life on his farm Diddly
Squat. At the end of his first year of
farming, Clarkson had made a profit
of £144 (around R3 000), and he had
certainly mastered the art of moaning.
Now, challenges continue to abound. Expect plenty of laughs
as Clarkson tells tales from life as a farmer and the ups and
downs that come with it.
Cover price: R350 | Published by Penguin Random House
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MW
MAT
WATSON ON
CARS
matwatsononcars
That’s it – I’m done. I’ve driven many
quick cars: Bugattis, Rimacs, McLarens,
Lamborghinis and Ferraris. Now,
thanks to the McMurtry Spéirling,
they are all officially slow. This little
£2 million (R41 494 367.66 at the
time of writing) single-seater electric
hypercar uses a huge fan to suck to
the ground so it can deploy all its 746
kW despite being rear-driven only. I
timed it at 0–60 mph (96 km/h) in
just 1.4 seconds and 7.97 seconds for
the quarter mile, despite hitting its
241 km/h limited top speed after just
5.0 seconds. Bonkers! No wonder the
British firm calls it the wildest electric
car ever to wear number plates ...
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FEATURE
DRIVE INTO A SMART NEW WORLD
THE HAVAL H6 HYBRID
The All-New HAVAL H6 Hybrid combines the power of a petrol engine with the fuel savings of an
electric motor to give you lower emissions and enhanced performance. The petrol engine
charges the battery while driving, ensuring that there is never a reliance on traditional grid
power.
Experience next-gen performance and fuel efficiency. Experience the All-New HAVAL H6
Hybrid.
100 000km WARRANTY
60 000km SERVICE PLAN
APEX
8 YEAR 150 000km BATTERY WARRANTY
139 ISSUE 7

WINNER
2022 | 2023
FIRST PLACE VICTORY
TWO YEARS AND COUNTING
Helmets off to team Toyota Gazoo Racing for leaving their rivals
in the dust and defending their title for the second year in a row.
The competition was tough but driver, Nasser Al-Attiyah and
navigator, Mathieu Baumel came out on top.
And that’s not all – the Toyota Gazoo Racing team came through
and dominated the top five with Giniel de Villiers and navigator,
Dennis Murphy fortifying fourth place, and Henk Lategan and
navigator, Brett Cummings flying into fifth.