Armed with the latest iPads, loaded with sophisticated analytical software, 26 of the country’s top motoring journalists will soon gather at a country hotel outside Johannesburg with a single aim in mind: deciding the South African Car of the Year (COTY) 2018.
It may seem like an insurmountable task to compare the wallet draining German marques with a Japanese or Korean compact costing a fifth of the price – or less. But the South African Guild of Motoring Journalists, which operates on a quasi-military basis when it comes to membership, has had a mountain of experience running this competition since 1986.
From an extensive list of 35 semi-finalists, just 10 models have made the cut and the finalists will be put through their paces with routes and handling tests that weren’t designed by Lewis Hamilton, but rather to emulate the average driver’s capabilities and desires.
The jury will score the mixed band of automobiles on a long list of criteria, from aesthetics to ergonomics, from fuel consumption to environmental friendliness – and most importantly on value for money.
That’s how the modest Opel Astra was able to trump the likes of the majestic Jaguar F-Pace and edge out the Audi A4 by a mere handful of points.
That was after three Porsche victories in a row and the Volvo XC90 scooping the honors with the resultant prestige and sales in COTY 2016.
“By virtually unanimously approving of the Opel Astra, the jury has again proven that experience is the key to the success of the competition,” says Car of the Year convenor Bernard Hellberg Jnr.
“The Astra is a worthy winner of South Africa’s ultimate motoring accolade.”
And it wasn’t for the first time. The Astra 160iS was top of the podium when the Springboks won the World Cup back in 1995.
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In recent years it is the model series, and not specific engine variants, that gets adjudicated and the manufacturers are discouraged from loading their entry with optional extras to impress the panel of motoring journalists.
Just like judging a forward 4.5 somersault in tuck position at the Olympics, radical low and high scores get eradicated to prevent over-enthusiasm or any hint of bias.
So, onwards and upwards to the title aspirants for 2018 and the ranges that you might be tempted to chalk down for your festive season shopping list.
BMW is the most decorated winner in the competition’s history having taken the crown six times.
And the Bavarians are back in the frame with the all-new 5-series.
<div id="attachment_34314" style="width: 509px" class="wp-caption alignnone"><img loading="lazy" decoding="async" aria-describedby="caption-attachment-34314" class=" wp-image-34314" src="https://www.forbesafrica.com/wp-content/uploads/2017/11/BMW-5-series-sedan-e1510127440771-300x188.jpg" alt="" width="499" height="313" />The BMW 5 Series sedan (Photo by www.bmw.co.za)</div>
The marketing blurb may wax lyrical about the exterior styling changes with the signature kidney grille being larger and more upright, the headlight elements going from round to hexagonal and the stretched lines with the rear window being steeply raked to give more of a “fastback” appearance.
But, apart from the awe-inspiring i8 and a few other exceptions, BMW have taken the conservative road and you won’t be staggered by the new look.
Which means that you may not feel such a pang of envy if you pull up next to the latest offering in your sixth generation 528i. But when you open the door of the current 5-series you may turn very green indeed. This is where the “Business Athlete” hits the mark in virtually every aspect.
Daniel Mayerle and the design team have done an astounding job with an interior, that is modern and clean-cut without being brash, and controls and infotainment that are cutting edge yet practical.
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There is a disconnect in the premium motoring world when it comes to technology. The trend is to try and lead the race with touch-screen systems that are designed for techies at Elon Musk’s rocket factory yet it is mainly the stone-age.com generation buying the cars.
And BMW have come up with an intuitive system with enough manual overrides so that you don’t have to go through a painful and distracting series of screen options to turn the aircon up!
I tested the two-liter turbofour 530i which is faster, more fuel efficient, emits fewer pollutants and weighs in at a basic price of $62,000.
It may not push your adrenalin to the limit, but will take you to the ton in a shade over six seconds and is smoother than George Clooney sipping a Nespresso.
If you have a penchant for fancy features, you’ve come to the right cabin. How about Gesture Control so that you can just swipe your hand to the left to disconnect a call from the boss or rotate your finger clockwise to raise the radio volume.
And wireless charging for your cellphone by just placing it on the neat pad in front of the gear selector.
The list of options is overwhelming – which makes ordering the right specifications for your new chariot a compelling and possibly expensive exercise.
The Porsche Macan, Cayman and Boxster have all taken the laurels before and now the incredibly roomy four-seater Panamera is in the mix with its controversial rump getting some remarkable aluminium surgery. It is now the complete looker we have come to expect from the Stuttgart stable where the cars are sculpted rather than designed.
And the attention to the rear end is a total disservice to the Porsche team which has been so energetic and visionary in producing a vehicle where virtually only the badge remains the same.
The V-shaped array of controls has been replaced by touch screens which burst into life when you ignite the turbo and it is a bewildering experience getting to know your way around this cyber cockpit. Maybe a prime case of techno overkill?
What I could feel by the seat of my pants is that the Audi-developed 2.9-liter V-6 Turbo, very ably assisted by the new 8-speed gearbox, propels the Panamera 4S to 100km/h in 4.2 seconds.  The series must be a serious challenger.
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Land Rover is yet to take the title as South Africa’s Car of the Year, but the new Discovery, which has shed 400 kilos and has reportedly got astounding off-road ability, may have what it takes to go beyond its rivals in the market.
What the Discovery hasn’t shed is the dollars. With a base price of $72,000 it may battle in the value-for-money stakes.
On the financial front, the Alfa Romeo Giulia is well placed among its obvious rivals in a cash-strapped economy. The base price for the perky two-liter petrol with 8-speed automatic transmission is a touch over $40,000.
Compared to some boring teutonic monikers, the Italian name conjures up images of passion, style and performance and the Giulia doesn’t disappoint in terms of ABS – Adrenalin Boost per Second. After all it is the runner-up in Europe’s Car of the Year.
The winner overseas? The fashionable Peugeot 3008 SUV which is not the first French voiture to strut its stuff on the local COTY catwalk but could be the first to drive away with the prize.
Honda call the CR-V a comfortable runabout vehicle. They have sold more than nine million of them in 150 countries around the world with the more robust and chunky fifth generation set to keep the cash register ticking.
Then there is the futuristically-styled Toyota C-HR which takes crossover sportiness to a new level and undercuts the Honda and Peugeot by a substantial margin.
Toyota won the very first Car of the Year way back in 1986 with the Corolla Twin Cam, and the C-HR leads the charge for the country’s leading automaker.
But heavy competition in the crossover/SUV stakes (along with a bigger dent in the bank balance) comes from the latest Audi Q5. No visually dramatic changes but bigger, lighter and with 10 liters more luggage space.
The pint-sized Suzuki Ignis crossover hits our shores at a quarter of the Q5 price and is practical yet fun to drive with some modern, youthful interior touches. Amazingly it accommodates my lanky two-meter frame with ease!
I’m not sure if the Kia Picanto would do the same, but the third-generation looks set to put some zing into the competition with its “tiger-nose” grille and price tag of under $10,000.
And finally there is the Volvo S90, taking on the likes of BMW, Merc and Audi in the full-size luxury market. Volvo are hoping to complete a hat-trick for the Swedish automaker after are putting a massive capital injection of $11 billion behind the fray.
Now it is down to the motoring jury to tap their iPads at the beginning of 2018 and assess every aspect of the chosen 10. The irony is that none of them will know the final result until the curtain is drawn around the winner of the Car of the Year at the big reveal in March.
Drivers, start your engines…
&#8211; Written by Derek Watts

Who Will Be The Best Of The Best?

If history wasn’t your strongest subject at school, don’t try to analyze Audi’s journey through the automotive world. As a crib note, all you need to know is that a fellow by the name of August Horch founded a string of companies using his surname in the early 1900s.
The problem was Horch fell out with his fellow directors and started yet another company under his name. In an ironic twist, he was sued for trademark infringement and the German Reichsgericht (Supreme Court) in Leipzig found that the Horch brand belonged to his former group.
So, he set up a meeting with a few business associates to find a new name.
The old timers were getting nowhere until one of their sons piped up with a logical suggestion. Because “horch” means hark or hear in German, why not call the new outfit Audi – the singular imperative form of audire, to listen, in Latin.
Thus, on April 25, 1910, the Audi Automobilwerke GmbH Zwickau was born. But there have been around a dozen name and organizational changes along the way.
Twenty years later, the rift with August was forgotten. Horch and Audi merged, along with two other German manufacturers, DKW and Wanderer. And the new Auto Union was represented by the now famous four rings.
Yes it is close to the Olympic logo and don’t think the legal beagles of the IOC didn’t notice. They sued Audi in 1995 for copying their trademark&#8230; and got counted out in that fight.
So we’ve got a name and a logo – time to talk cars and money.
To say that there have been some rocky roads on Audi’s journey would be like saying that Stephen Hawking overcame a few challenges.
When World War II broke out, the Auto Union plants were switched to military production. As a distinct target for Allied bombing, they were badly damaged. The entire assets of the company, down to the last spanner, were appropriated without compensation and the name of Auto Union was deleted from the commercial register.
A slight setback to be sure. The flickering flame was kept alight by the former Audi factory in Zwickau starting production of pre-war models in 1949 and a new Auto Union was launched in Ingolstadt with hefty loans from the Bavarian state government.
Today, a new war has broken out. Audi, BMW and Mercedes Benz are battling over sales. But it seems that logic may be flying out of the electric window, with profits being the casualty.
The clash for clients is on three fronts. Develop enviable technology, build a string of new factories and put as many new models on showroom floors.
Audi’s armory for this all-out war may surprise you. Going by last year’s production figures, BMW led the way with 1.81 million cars and Audi were only 70,000 behind, with Mercedes only managing the bronze medal. In fact, Audi led the way in worldwide sales for the first two months of this year and have already sold in excess of 1.3 million vehicles up to September.
Even a motoring hack can tell the difference between sales and profits. Audi has earmarked 26 billion euros for expansion, including new factories in Mexico and Brazil, and is preparing to extend its range to 60 models by 2020.
Audi’s chief bean counter, Axel Strotbek, put a delicate spin on it at a news conference.
“The profit development will continue to reflect our company’s extensive expenditure for the future. We are shouldering massive upfront investments.”
In the heat of battle, the Teutonic trio are boosting sales volumes by building smaller, more affordable cars. But some analysts say that it doesn’t boost the bottom line with Audi’s pre-tax profit running at about $500 per car less than Mercedes Benz.
Yet this is all small potatoes compared to the rise of Audi over the past two decades.
The early eighties brought some catastrophic setbacks, like the raft of reported incidents of so-called sudden unintended acceleration linked to the Audi 5000 models in the United States.
Although the distinction between a manufacturing fault and driver error was never definitively proven, sales fell dramatically to a pathetic 12,283 units amid the recalls and modifications.
Resale values plummeted, reliability and service levels were ridiculed and the future of Audi looked bleak.
<img loading="lazy" decoding="async" class="alignleft size-medium wp-image-4371" src="/wp-content/uploads/2017/04/Yauhen_D-Shutterstock.com-02-232x300.jpg" alt="" width="232" height="300" />
Audi, however, reinvented itself. New technologies and features, along with engine upgrades and aluminum construction, helped turn the tide. Extended warrantees and service plans brushed the cobwebs from the order books.
Worldwide sales almost doubled in the first decade of the new millennium. Africa, along with the Middle East, Eastern Europe and China, spearheaded the revolution. Audi was on its way to becoming the profit engine of Europe’s biggest carmaker – Volkswagen.
Now the aim is to overtake BMW as the top seller in the German luxury car market.
Going small may be the focus of the crusade for sales, but the latest offering is at the other end of the scale! Enter the all new Audi Q7, which was first launched at the Frankfurt Motor Show a decade ago.
I tested the Audi Q7 3.0 TDI Quattro Tiptronic – a hefty description of a hefty seven-seater SUV – although it has slimmed down by 300 kilograms thanks to the aluminum suspension and weight-saving in almost every department.
Stylish may be an extravagant term in the brutish SUV market, but that massive Audi grille makes a statement and the interior is elegant and contemporary in its simplicity. It’s all about functionality and every control seems to be right at your fingertips.
What is impressive is how smoothly and quietly the new Q7 rolls over South African terrain, which seems to be laced with more potholes and speed humps by the day. You will struggle to find a more comfortable SUV.
The rumbling power belies the quoted 0-100km/h acceleration of 6.9 seconds and this is not a vehicle that wants to take on all-comers at the lights. But then you wouldn’t be buying a SUV of this size if you were still a boy racer.
What you are getting is the very latest technology – from the much less thirsty and more efficient diesel engine to refined driving aids and safety features.
The list of safety aids is endless. Emergency braking for cars, bikes or pedestrians you may not have seen, warnings if you open a door and there is an oncoming vehicle, and even self-steering when reversing with a trailer.
This Q7 could make you feel overconfident as it keeps in the correct lane and plays follow the leader with the car in front.
“Audi is currently the leader in autonomous driving research on a global scale,” says Audi South Africa’s PR Manager, Sameerah Bhabha.
“Matrix LED headlights is another highlight unique to the market,” says Bhabha. They shine around oncoming cars.
While some Audi models are in the late stages of their lifecycle, 2016 promises to be a bumper year with the launch of the all-new Audi A4 in February followed by the exhilarating R8 Coupe and a facelifted A3 range towards the end of the year.
And it’s not all about South Africa.
“We view the sub-Saharan market as a major growth opportunity and intend increasing the Audi footprint to key areas where we are currently not represented.”
The gloves are certainly off for the pretenders to the luxury car market throne. In the process, this trio will probably bring about the biggest changes in the most dangerous thing we do every day… open the car door.
August Horch would be proud.

Let’s Hear It For Audi

The African continent’s population has traditionally been polarized into two opposing groups: the impoverished and the well-heeled, with no socio-economic class to bridge the gap.
According to the African Development Bank (AfDB), the number of Africans who make up the middle class segment of the population increased to 313 million (that’s more than 34%) during the past three decades.  Steady economic growth and a move towards stable, salaried jobs—rather than traditional agricultural activities—have been cited as some of the reasons for the growth.
The AfDB has further stated that: “Over the past decade, despite a continued global food and financial crises, Africa has been growing at an unprecedented rate. There is increased optimism about Africa’s potential to win the fight against poverty even though it may take decades to arrive at that point.”
Rens Rademeyer, general manager of Bentley Motors South Africa, echoes this sentiment. “Bentley South Africa has seen a steady growth in our target market over the last 10 years. The most interesting finding is that we are attracting influential business clients who represent the core of emerging economies. These are individuals involved in the supply of infrastructure solutions, energy, mining and minerals, housing and food.
“There is no doubt that with the economic crisis in Europe and signs of an economic slowdown in the Far East, the rest of the world will look to emerging economies such as South Africa and others in Africa to invest. The steady increase in new customers for the luxury car market gives enough reason to believe that Africa is on track to meet and surpass the growth of other more established economies.”
There is clearly still a huge disparity between the haves and the have-nots. Statistics also indicate there is a ‘floating class’ of people whose hold on their stature is far from concrete. Middle class in African terms has been defined as those people whose annual income is greater than $3,900 (purchasing power), and includes factors such as education, lifestyle and aspirations.
Where the middle classes emergence has been the strongest, is in territories that enjoy a burgeoning private sector, replete with many local entrepreneurs. As a result, North Africa boasts the highest middle class contingent. Tunisia’s concentration stands at 90%, while Morocco and Egypt follow with 85% and 80% respectively (albeit a large number in these countries fall within the floating category).
Growth in the middle class population has been highest in Namibia, Kenya, Botswana, Gabon, South Africa and Ghana while Liberia, Mozambique, Rwanda, Madagascar, Burundi and Malawi represent the weakest African economies.
Africa’s growing middle class has led to an upswing in the consumption and purchasing of goods such as household items as well as leisure and transportation. According to the McKinsey Global Institute, consumer spending in Africa is set to tip the scale at $1.4 trillion in 2020.
There is also growing confidence in the continent, demonstrated in South Africa recently by the entrance of retail giant Wal-Mart. China’s motoring industry hasn’t been shy to take advantage of their gargantuan purchasing power, and have identified Africa, with its wealth of natural resources, as the perfect target for their global expansion.
Jaguar Land Rover South Africa’s managing director, Kevin Flynn, feels that South Africa greatly influences the rate of growth throughout the continent. “The global car industry has identified Africa as an emerging market and is taking the growth in the continent very seriously. South Africa plays a pivotal role in the expansion of this market, as a gateway to the continent, as well as from an investment and infrastructure perspective. Africa will play an increasing role in Jaguar Land Rover’s global strategy as new products come on stream catering for a growing and diversifying customer base.
“Owing to the constant challenges of poverty and unemployment in many countries on the continent, Africa is not expected to experience the massive growth seen in other emerging markets such as China, Russia and India. The continent will, however, provide a completely new customer to the global motor industry—those who are intent on displaying their stature and success while at the same time demanding affordable solutions.”
The phenomenal growth in sales of heavy vehicles in South Africa last year seems to indicate that economic conditions in sub-Saharan Africa are improving dramatically. Medium, heavy and extra heavy commercial vehicle sales notched up an increase of nearly 20%. Tony Twine, an economist at Econometrix, believes the demand for such vehicles stems from the need to transport goods into the rapidly expanding interior to the north of South Africa’s borders. As long as China continues with its demands for African raw materials, Twine believes this trend will continue.
Luxury brands such as BMW, Mercedes and Audi have seen a welcome increase in sales throughout sub-Saharan Africa. The BMW Group experienced a growth of 1,603 units in the last year in this territory, bringing their annual total to 32,890 units. Audi recorded an even higher growth figure of 3,887 (20,344 total units) while Mercedes logged an increase of 441 units (31,575 total units). Interestingly, Lexus actually experienced a decline of some 300 units in sub-Saharan Africa (1,500 total units sold). African sales are still far below those experienced locally, but the trends in South Africa are seemingly being mirrored elsewhere in the continent.
The best-selling BMW in South Africa is the 3-Series, with 11,035 units sold in 2011. This self-same derivative was also the most purchased BMW in Egypt (817 units) and 431 of these vehicles were sold throughout Tunisia, Algeria and Morocco. Additionally, there seems to be a growing trend towards the purchasing of large 4&#215;4 vehicles. BMW sold 113 and 112 units respectively of their X5 and X6 range in sub-Saharan Africa. This tendency is echoed by Audi’s sales figures. The most popular derivative locally is the A4, which also happens to be the most desirable Audi in Tunisia. In Egypt, Algeria and Morocco, the preferred option is the Q5, closely followed by the A6.
It therefore seems that African future and desires are inextricably interwoven with those of South Africa. The prospect of a mutually-beneficial and successful future, appear to be well underway.

Tag: Audi

FORBES AFRICA SOCIAL MEDIA

Who Will Be The Best Of The Best?

Let’s Hear It For Audi

Riding on Africa For Expansion