Waabi, a Toronto-based AI startup that came out of stealth last year, says it’s developed an advanced simulator that can train autonomous vehicles to handle nearly limitless types of driving conditions–in a virtual world–and do so faster and more thoroughly than self-driving rivals that prioritize road tests.



The Waabi World platform is more comprehensive than any used by competitors as it can more accurately mimic real-world scenarios and create the types of rare, challenging “edge cases” that occur on the road only rarely, company founder and CEO Raquel Urtasun tells&nbsp;Forbes. Learning in this elaborate virtual world is happening constantly, preparing the software to eventually drive a range of vehicles from robotaxis to semi-trucks.



It’s the “most scalable, high-fidelity, closed-loop simulator that ever existed and, we believe, the key to unlocking self-driving technology at scale,” says Urtasun, who is also professor of computer science at the University of Toronto and a past chief scientist for Uber’s autonomous vehicle team. “It&#8217;s an immersive and reactive environment that can automatically design tests for our self-driving brain, which we call the Waabi Driver, and also automatically assess the skills of the Waabi Driver. Ultimately, it can also teach the Waabi Driver to learn the skills of driving.”



The company isn’t planning to license the Waabi World platform to other AV developers. Urtasun said the focus is on intense training of its software for now, declining to say when Waabi’s first autonomous vehicles would be on the road. We’re advancing really well, really, really fast,” she said, without elaborating.&nbsp;



The pace of development for the leading autonomous vehicle companies, including Alphabet Inc.’s Waymo, General Motors-backed Cruise, Argo Ai, which is funded by Ford and Volkswagen, Amazon’s Zoox and robotic truck developer TuSimple, has been somewhat slower than anticipated though all the companies are making progress toward broader commercialization. Those companies, which have raised billions of dollars, are doing rigorous on-road testing to verify software and sensors, as well as racking up countless miles in simulation, yet it’s unclear when robotaxis and autonomous trucks will be ubiquitous.



<figure class="wp-block-embed is-type-video is-provider-youtube wp-block-embed-youtube wp-embed-aspect-16-9 wp-has-aspect-ratio"><div class="wp-block-embed__wrapper">
<iframe loading="lazy" title="Waabi World" width="500" height="281" src="https://www.youtube.com/embed/M7xIn2iNytE?feature=oembed" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen></iframe>
</div></figure>



Waabi–a name inspired by an Ojibwe word meaning “she has vision”–emerged from stealth mode in June 2021, announcing an&nbsp;<a href="https://www.forbes.com/sites/alanohnsman/2021/06/08/uber-veteran-launches-her-ai-mindset-self-driving-startup-with-835-million-round/?sh=7e4babe26edf">initial $83.5 million funding</a>&nbsp;round. Urtasun declined to say whether she’s raised additional funds in subsequent rounds. The initial focus will be applying the Waabi Driver software to self-driving trucks, but Urtasun envisions broad usage across all forms of vehicles.&nbsp;&nbsp;&nbsp;&nbsp;



“We talk a lot about how you need a different brain for the self-driving vehicle for it to generalize to all the different things that might happen, but there is one more piece that you need which is a different way of testing, as well as training the system to really handle all situations,” she says. “The industry mainly does this by testing and driving millions of miles in the real world. This is very costly and it doesn&#8217;t scale. &#8230; We need a totally different approach and this is what Waabi World is.”



If Waabi does indeed have a more comprehensive, robust simulation system than any that currently exists, it could prove to be a critical asset for the young company. The current limitations of simulation-based training software is one reason that Zoox is increasing its real-world testing, CTO and cofounder Jesse Levinson told reporters this week.&nbsp;



“In many ways the simulator is actually more useful than real driving but of course you can’t just not drive in real life either because simulations are not perfect, yet, We have not built the matrix for self-driving cars such that there are absolutely no differences between the simulated world and the real world,” he said. “It&#8217;s getting better and better so there are fewer and fewer things that you learn in real life that you can&#8217;t learn in simulation. But I do think it&#8217;s going to be a long time before there&#8217;s nothing you can learn in real life that you can&#8217;t learn in simulation.”



By Alan Ohnsman, Forbes Staff

Key Speakers At The Economist Canada Summit

Can Next-Generation Simulation Build A Better Self-Driving Car? This AI Upstart Thinks So

Honda call the CR-V a comfortable runabout vehicle. A modest description of one of the best-selling crossover vehicles in the world.
Since spawning this new class of vehicle in 1995, they have sold more than nine million CR-Vs in 150 countries and the recently launched fifth generation looks set to keep the cash register ticking.
That’s despite the heated competition from compact SUV rivals like the Volkswagen Tiguan, Hyundai Tucson, Kia Sportage, Mazda CX-5, Toyota RAV4, Renault Kadjar and others.
After a disastrous start to 2015, and the announcement of Takahiro Hachigo as the new President and CEO, Honda Motor Company is putting a lot of faith in their new rival in this high-margin segment.
In fact Hachigo has hiked up the profit forecast for the year to $6.57 billion based on a more favorable currency exchange rate.
But Japan’s number-three automaker is still struggling to make waves in its largest market, North America, where the Civic and Accord are at the back-end of the drive for bigger models, including SUVs.
To put it all in perspective, Toyota Motor is more valuable than GM, Ford and Honda combined – mainly due to Toyota’s cash-rich position thanks to having the highest average transaction price.
There is a fascinating connection between the Japanese duo. Honda’s founder, Soichiro Honda, was a confirmed petrolhead – fine tuning and racing cars. In the late thirties he won a contract to supply piston rings to Toyota… then lost it because of quality issues.
So Honda took himself off to engineering school and visited Toyota’s factories around Japan to get to grips with their control processes. And by the turn of the decade his company was able to mass produce excellent piston rings, even using unskilled wartime workers.
Eventually making his own name a synonym for motorbikes and developing engines that transformed two-wheelers into a global form of transportation.
Soichiro Honda, a humble visionary who liked to join employees on the factory floor and in the research laboratories, died in 1991, from liver failure, at the age of 84.
At that time Honda, admittedly late starters, were firmly established in the automobile industry. And today that’s by far the biggest business unit, generating $1.3 billion in operating profit last year.
Then come motorcycles, growing despite the global decline in car sales and “power products”, which range from generators to snow blowers.
Going back to the CR-V, this is probably not a segment that is going to blow your socks off. Descriptions like practical, economical and safe spring to mind.
Yet the new contender does present some almost daring exterior styling with a bold “H” emblazoned grille perched above faux aluminum scuff plates, rakish headlights and an elegantly sculpted derrière. It’s certainly a load more robust and chunky in appearance than the predecessors.
The interior features a tasteful mixture of black leather (or cloth in the base 2.0 Comfort model), brushed chrome and dashes of wood – or a realistic impression thereof! All really industry standard and I wonder which brave automaker will break the mold?
The seats are soft, yet supportive. But why, despite the import of hundreds of two-meter-tall rugby and basketball players, and catering for an international market, has Honda “flatly” refused to build a car with seats that go all the way down…or all the way back?
There is more room for the driver in an Opel Adam than in the CR-V or any other Honda vehicle that I’ve tested.
Top of the range is the 1.5T Exclusive. As you might guess, a 1.5-liter turbocharged petrol mill mated with the sometimes controversial CVT, or Continuously Variable Transmission. I’m told that the basics are a metal belt and two variable-diameter pulleys to control the input and output of energy and save fuel. But Honda must have tweaked the formula because it’s by no means sluggish.
<a href="http://www.forbesafrica.com/life/2017/10/02/concept-car-captivates/" target="_blank" rel="noopener">READ MORE: A Concept Car That Captivates</a>
The flagship of the range, coming in at more than $48,000, doesn’t flinch when it comes to inclusive features. Which makes it difficult to compare, dollar for dollar, with its esteemed rivals.
For openers there is the handy seven-inch touchscreen infotainment system which incorporates satellite navigation and is naturally Apple CarPlay compatible.
Honda’s first-ever turbocharged CR-V (there is no diesel in the line-up) has what they call an updated Real Time All Wheel Drive with Intelligent Control System. Yes, motoring jargon can be quite tedious!
As I understand it, and not being a qualified engineer, there is a bank of fancy software, hydraulic pumps etc, which take into account the road conditions, gradient and velocity and make instant decisions on how much power to feed to the rear wheels.
So the back wheels kick in when you set off, even on dry tar, get decoupled when you are cruising and stay on standby until you hit a steep hill or need to overcome some rugged terrain. The aim is to improve fuel efficiency without sacrificing performance and driving capability.
<div id="attachment_33844" style="width: 510px" class="wp-caption aligncenter"><img loading="lazy" decoding="async" aria-describedby="caption-attachment-33844" class=" wp-image-33844" src="https://www.forbesafrica.com/wp-content/uploads/2017/10/hondacr-v_05-e1507880489967-300x188.jpg" alt="" width="500" height="313" />Honda CR-V (Photo by www.honda.co.za)</div>
Looking to features that you can actually see or feel, there are electric heated front seats with two memory settings, heated door mirrors (if you get stuck in the Drakensberg mountains in winter), rain sensing wipers, parking distance control and a power operated tailgate.
And don&#8217;t forget the panoramic sunroof.
When it comes to that crucial element of safety, the list continues with the “Honda Sensing” driver assist systems – some of which don’t come standard in the leading German marques.
Lane assist to keep you on track when you might stray without signaling, collision mitigation to throw out the anchors in an emergency, and even your behavior behind the wheel is craftily monitored to assess when you need to take a break.
Automatic high-beam headlights (with active cornering) and LED front fog lamps are there to protect you in the mist and after sunset.
<a href="http://www.forbesafrica.com/life/2017/08/04/golden-road-ahead/" target="_blank" rel="noopener">READ MORE: The Golden Road Ahead</a>
You have to admit that Honda have set the bar when it comes to safety.
The irony is that Soichiro Honda would probably be more enthusiastic about getting the adrenalin flowing. “The pressures of racing challenges people, forces them to find innovative solutions and demands quick, accurate responses to new problems they’ve never faced before,” was his famous quote.
And they have used racing to optimize the manufacture of faster, stronger, lighter and more durable vehicles. And, of course, reliable engines.
It is difficult to reconcile that ethic with Honda’s nightmare Formula One season, with McLaren, which has left Spanish golden boy Fernando Alonso spitting into his helmet as a result of all the engine failures.
As I see it, the challenge left for Honda is to make their racing engines last the distance and their passenger vehicles a tad more exciting.
And get into the modern trend of low slung seats! &#8211; Written by Derek Watts

Honed Honda

In the Porsche hierarchy, the Cayman S was penned to fit snugly below the mighty and ever so iconic Porsche 911, that gem of a sportscar that continues to be the success story of the brand. The Cayman was asked to play second fiddle to its elder and more accomplished sibling but I don’t think everyone at Porsche was in agreement. Second should not be this good.
The Porsche Cayman S was designed from scratch, adopting a mid-engined, rear wheel-driven layout that is the perfect recipe for motoring perfection. Located just 30 centimeters behind the driver, the 3,4-liter flat-six engine provides the shove and the soundtrack as you exploit the dynamics and sheer breadth of talent that comes from this car. The car’s 239 kilowatts (kW) and 370Nm of torque may not sound substantial on paper, but from helm, it’s blisteringly quick. The performance figures start to sound more convincing. It claims a 0-100km/h time of 4.7 seconds and reaches a top speed of 280km/h.
The partnership of Porsche’s booming, normally aspirated engine with the PDK double clutch system is true automotive genius that allows the driver to capitalize on the full potential of this car in all driving modes. The more willing the driver, the more rewarding the driving experience, particularly in Sport or Sport Plus mode when performance is at its peak in steering, throttle, gearbox, engine management and suspension responses.
The metal-forged paddle shifters behind the steering give you the option to take control yourself, but if its absolute speed and immediate, unfaltering gear changes you are after, let the box do it for you. Sport Plus also allows you to go beyond the edges of traction as it allows a small degree of slip to make even the most unskilled drivers look like pros. The steering feels perfect and the response is flawless; all adding to a visceral experience of high performance motoring.
In complete contrast, driving the Cayman S in Normal mode is as comfortable and easy to drive as a B-segment hatch. This is, in part, due to the optional dynamic gearbox mounts that adapt their stiffness and damping characteristics in accordance with the driving conditions and changing road surfaces.  A softer drive yields a more comfortable and more compliant ride, the opposite being true for when you floor the pedal. The car is also more practical than other sportscars with enough room in the storage compartment, located at the front of the car, for at least a medium-sized suitcase and some more. For the smaller things, such as quick-stop shopping bags and laptop cases, there is some space behind the seats. In true Porsche spirit, the interior can be customized to suit any tastes, all at the risk of inflating the price and the ego.
At R838,000 ($75,800), it’s difficult to quantify the price in comparison to the Cayman S’ competitors. The Audi TT RS; Nissan 370Z Coupe; BMW Z4; Mercedes Benz SLK 55 AMG and Lotus Evora could be deemed its direct rivals and on this level, the Porsche could be seen as expensive, especially if you are besotted with ticking options. In truth, however, the Cayman S operates in an entirely different league which renders these cars as mere heel-snappers and makes the price argument more interesting. Firstly, consider that a Mercedes Benz SLK 55 AMG costs R999,000 ($90,500). The Lotus Evora costs R900,000 ($81,500). Such is the competence of the Cayman S that it allows us to start making comparisons to other inspirational sports cars such as the Jaguar F-Type (more expensive); and dare I say it, the entry-level 911 Carrera (a lot more expensive). You do the maths.
The Cayman S has many positive features, a lot of which are on the options list. I would strongly recommend to any potential buyers to purchase the Cayman S PDK with the optional Sport Chrono package as well as the Porsche Active Suspension Management. This will ensure you own a car at the height of its accomplishment. The Sport Chrono Package will include interior detailing such as analogue and digital clocks, a stopwatch/timer for recording your lap times and a g-Meter for displaying how brave you are in the corners. But, more important than the interior changes is the fact that the optional Sport Chrono Package enhances the engine, gearbox and chassis to deliver the sharpest and most rewarding driving experience. In Sport and Sport Plus modes the damping is hardened, the steering is more direct and the throttle blips on the shifts down the gears.
The Porsche Cayman S has oodles of competence and this makes it a very difficult car to fault. Using the contrast of its weaknesses would have made an easier conclusion for me but I’ve failed to find a kink in its character, its engineering and its value. The South African Guild of Motoring Journalists have also noticed this, as the Porsche Cayman S sits pretty in the line-up of finalists for the 2014 Car of the Year. I would award it the title without a doubt.
The Cayman S is good… possibly too good. And while Porsche may be attempting to attract buyers of competing products, I fear that the Cayman S may not be too content playing second fiddle any more. Murmurings of a more powerful Porsche Cayman GTS breaking cover add to my argument.

Could It Be Too Good?

Ever since the first steam-engine automobile (capable of carrying people) was developed in 1769, manufacturers have constantly sought to improve their vehicles; not only in terms of technology, performance and safety, but also with regards to their luxury offerings. An exemplary brand is Bugatti—founded in France in 1909 by Italian-born Ettore Bugatti. Raised in a family consisting of artists (his father Carlo was an importer of art nouveau furniture, as well as a jewelry designer); Bugatti emphasized design when he strove for success in competitive motor racing.
Ettore’s attention to detail was such that Bugatti engines were hand scraped to ensure gaskets weren’t required for sealing. Rather than bolting springs to their axles, Bugatti’s springs were passed through a perfectly measured opening, which proved a far more elegant solution. Ettore famously described Bentleys—whose name has become synonymous with luxury—as “the world’s fastest lorries”, which highlights just how prestigious he believed his rare cars to be.
Other notable brands that offered unsurpassed creature comforts (along with their extravagant price tags) were Delage, Delahaye, Rolls Royce, Jaguar, Cadillac, Lincoln, Buick, Packard, Peerless, Pierce-Arrow, Marmon, Mercedes-Benz, BMW and Audi, along with newcomer, Lexus. In modern times, the three German marquee carmakers have dominated the luxury (or premium) market, but French and Korean companies are now challenging their global dominance.
China, South Korea’s closest car-manufacturing neighbor, has one of the largest and hungriest luxury car markets in the world; this segment grew more than 30% last year. Audi has been the dominant supplier for this insatiable demand with some 313,000 units making their way into Chinese hands last year. In 2008 and 2009 respectively, Hyundai began tapping this lucrative market with its Equus and Rohens offerings and more recently with the Genesis. Termed ‘Intelligent Luxury’, Hyundai, in taking on the Teutonic powerhouses, has delivered competitive quality, power, performance and customer service without a hefty price tag.
The global luxury segment has room for expansion, especially in China says Audi’s sales chief, Peter Schwarzenbauer.
“We expect the premium segment to grow much more strongly than the overall market. China has 304 cities with at least a billion people and, so far, we have dealers in only 187 of them. The premium market still has extremely good growth prospects. We’re scratching the surface in China,” he says. China is expected to overtake the United States as the world’s largest luxury car market by 2015.
As a sign of things to come, Hyundai’s Genesis was named ‘Near Luxury Car’ segment leader in 2010 according to Strategic Vision’s Total Quality Index (TQI) ousting rivals BMW (3-series), Mercedes-Benz (C-Class) and Audi (A4). TQI measures are taken according to the complete experience the cars have to offer, from purchasing to owning, driving and performing. The Genesis scored well thanks to its competitive price, warranty, many standard features and reliability. Hyundai also provides its Equus owners with a service called ‘Your Place, Your Time’. Owners simply schedule their service appointments on a mobile application and a customer care representative collects the car and leaves a loan vehicle (another Equus) in its place. Such endeavors have seen Hyundai rated among the Top 5 Brands, on the basis of brand value, according to a recent Consumer Perception Survey.
Sister company, Kia, is mirroring this bid to take over the premium segment. Sketches of its upcoming Cadenza–to be released in the Korean market in the first half of this year–which is code-named KH, have garnered much interest in the press. Kia will make use of Hyundai’s existing platform and thus shorten its learning curve. “Our new flagship sedan integrates all of our key capabilities such as design, performance, high-tech features and infotainment,” claims the director of overseas marketing for the group, Soon-Nam Lee. Kia and Hyundai plan to appeal to first-time luxury car buyers who can’t afford the traditional German juggernauts.
Naturally, the greatest stumbling block to dethroning the competition has been the fact that Hyundai, Kia, Citroën, Peugeot and Volkswagen’s brands were built on the concept of producing economical transport. Ominously, Nissan Motors CEO, Carlos Ghosn, believes the strategy of mass-market car companies branching out into the higher echelons could backfire.
“The definition of a luxury brand is a brand for which you’re ready to pay a higher price tag for what it represents. If you start to be a bargain, yes, you’re going to have a boost in sales in the short-term, but you’re going to lose the luxury halo after a while,” he says.
His view isn’t a commonly held one as other manufacturers feel that by providing premium products, they can compete in the same space.
“Volkswagen is positioned as ‘Das Auto’ or ‘The Car’ and we are the volume premium brand in SA. This is manifested in both the type of vehicles we produce and sell and in the quality, finish and materials found in our vehicles. In addition to this, while we are the market leader in South Africa, we offer a premium range of vehicles which includes the Passat, CC and Touareg,” says Matt Gennrich, general manager of Communications for VW South Africa. “The big three—BMW, Mercedes and Audi, account for the majority of sales while other players such as Jaguar, Land Rover, Lexus and, of course, Volkswagen, are all competing for a share in the premium segment which accounts for about 19% of the total passenger market. It takes time to build a brand, and we have invested substantially in the last few years in television, print, and outdoor advertising. The Touareg established its credentials right from the launch of the first generation with the V10 diesel and the class-leading technology offered in the car in the luxury SUV market,” he says
French manufacturer PSA Peugeot Citroën is also not sitting on the sidelines. The long-awaited Citroën DS5 is on the brink of being unveiled, and this will be the flagship model in its premium DS range of cars. Based on the C-Sport Lounge concept unveiled at the 2005 Frankfurt Motor Show, the DS5 combines a coupe with some grand touring features. This car emphasizes technology and luxury embodied in clever elements such as a color heads-up display, individually-selected lighting for the cockpit roof, seats employing the ‘watch bracelet’ design and significant soundproofing. The DS5 even sports a refrigerated storage compartment under the armrest and has Citroën Wi-Fi On-Board so passengers can surf the internet while they’re being driven.
While the mass-market manufacturers are striving to get a slice of the premium pie by offering more for your money, it remains to be seen whether consumers will be swayed by the affordability of the competitor brands, or whether they’ll subscribe to Ghosn’s ideology of paying for the privilege of luxury and exclusivity.

Luxury On A Budget

Formula One is arguably one of the most technologically demanding sports on the planet. Obscene amounts of money are poured into vehicles that are the pinnacle of design and performance engineering; vehicles piloted by drivers whose talents seem superhuman. Even to the most ardent enthusiast, the complexities of these vehicles is mind-numbing.
A Formula One car is broken down into the following components: the nose, front wing, push/pull rod suspension, sidepods, rear end, exhaust system and rear wing. The grotesque-looking nose channels airflow and serves as a safety mechanism. According to 2012 regulations, the nose must sit 550mm above the base of the car to prevent major trauma to drivers in cases where the side of a vehicle is hit. Configuring airflow over most of the vehicle is the job of the front wing. It creates the aerodynamic down force needed to keep the car in contact with the track—essential when traveling at close to 400km/h. Airflow is a major consideration in the design of Formula One cars, and the suspension is of particular concern as these are areas of great turbulence. The push/pull rods allow for increased suspension geometry and decreased air resistance.
The sidepods of a Formula One car house many of the crucial components such as the GPS locator, oil-cooling radiators, batteries and clutch disengage systems (which marshals can use in emergencies). As they can be obtrusive, many manufacturers use deep undercuts to assist with airflow. The rear end ensures optimal airflow at the back of the car. Tighter paneling and smaller gearboxes are naturally advantageous.
Last year, teams made use of engine mapping that allowed engines to blow “off throttle” which created extra down force in corners. However, this year, the use of “blown diffusers” has been banned. Teams are looking at alternatives, with some directing their exhaust gasses over the rear beam wing (which has proven to be less effective).
Drivers are able to control the amount of drag using the Drag Reduction System (DRS), which in turn equates to greater or less speed, as required. In practice and qualifying, DRS can be used at any time. Mid-competition though, a car must be less than a second behind another vehicle to be activated (the system shuts down when the driver brakes).
Formula One cars are capable of changing gears in only 0.05 seconds. During a race season, each team is allowed up to 30 pairs of gear ratios, but these must be openly declared to the FIA (Fédération Internationale de l’Automobile). Tolerances within the Formula One engine are in the realm of mere microns (i.e. thousandths of a millimeter) and most engines are normally aspirated 2.4-liter V8s.
Formula One cars use the Kinetic Energy Recovery Systems technology we are now seeing in production vehicles. It harnesses heat energy produced by normal braking, which is stored and used to boost acceleration. Lap times can be decreased by anything from 0.1 to 0.4 seconds.
Typically, a Formula One car weighs just 550kg and is 85% carbon fiber. It can speed up from zero to 160km/h and back down to zero in only four seconds. Drivers can be subjected to as much as 5Gs (G-force); that means their bodies weigh five times more than normal. Some drivers have even said that under extreme braking, their tear ducts squirt water onto their visors!
Formula One is a spectacularly expensive sport to engage in, either as a host country or as a constructor team (constructor countries comprise the United States, Italy, India, Spain, Great Britain, Russia, Germany, Austria and Switzerland). Countries hosting circuits are Australia, Malaysia, China, Bahrain, Spain, Monte Carlo, Canada, Great Britain, Germany, Hungary, Belgium, Italy, Singapore, Japan, Korea, Dubai, the United States and Brazil. In 2010, Austin-based company Full Throttle Productions submitted data that helped secure a track in Texas. They claimed that a race weekend would have a direct economic impact of $300 million for that area and produce $26.6 million in new tax revenue for the state.
But such profits would come at a cost. Full Throttle Productions needed $25 million for the next decade, in the form of state financial support—not an easy task for most African states to pull off. The GDPs of countries that host Formula One circuits are in the trillions of dollars, with the exception of Hungary, which raked in a paltry $147 billion last year. Selecting an African country, Uganda say, we can determine from their GDP—$42 billion—that such an investment would be ludicrous when so many other vital aspects demand the state’s attention.
South Africa held the National Formula One Championship series from 1960 to 1975. The death knell was sounded due to spiraling costs and objections to the country’s apartheid policy. Still, there have been two races since—one in 1992 and one in 1993 (won by Alain Prost in his Williams).
If South Africa entered the fray, it would be the only country on the continent to do so—other nations being too poor or embroiled in political turmoil. Rallying has traditionally been more successful here (the Safari, Ivory Coast and Paris-Dakar races). There was some racing undertaken in North Africa where French and Italian influences were felt, and most of these were held in city streets. There was the Tripoli Grand Prix, the Moroccan Grand Prix and the Algerian Grand Prix—the latter cut short by an uprising in 1954. Racing featured in Portuguese-influenced territories in the 1960s, such as Mozambique and Angola. Excessive heat sometimes saw the majority of cars simply failing.
There is talk however, that F1 boss Bernie Ecclestone will be bringing the sport to South Africa. A proposed location for a Monaco-styled course has been suggested along Mouille Point in Cape Town. But, says Francois Pretorius, CEO of Motorsport South Africa: “We have not received any confirmation in this regard.” Despite Ecclestone alluding to the proposal being close to conclusion, environmental impact studies would still need to be done, and the substantial costs would need to be offset against any potential benefits. Hopefully, South Africa will be able to champion the cause for its brothers.

Gearing Up For An African F1

A supercar has been defined as a vehicle that’s extremely fast or powerful and also commands a high price. The term first saw the light-of-day as part of an advert for the Bentley Speed Six on November 11, 1920, but only really caught on after being revived by British motoring journalist L.J.K Setright in the 1960s. He was writing a review on the Lamborghini Miura and claimed to have coined the phrase himself.
South African-built supercars have been few and far between. Traditionally, home-grown forays into this market have been limited to the making of headers, radiators, exhausts and chassis by Port Elizabeth-based Hi-Tech Automotive, on behalf of Noble, a British supercar manufacturer. These items would be shipped to the head office in Leicester England, to be fitted with engines and transmissions.
It’s no mean feat to have been selected by Noble for this auspicious task, considering that the M400—which made its debut in 2005—has been described by local salesman Neville Ritchie, as “the closest you’ll get to Formula One acceleration”. The extremely high tolerances that are required, along with Hi-Tech Automotive’s supreme craftsmanship, has seen them gain a prodigious reputation drawing delegates from Ferrari, who visited the plant to view their processes. In addition, Carroll Shelby—the originator of the Cobra—was so taken by the company’s quality workmanship, he demanded the replicas produced in the Port Elizabeth factory bore his name.
While South Africa is able to deliver world-class items, the moniker of “South African-made” was rarely attached to a vehicle deemed worthy of supercar status.
In 2009 however, all that changed with the advent of the Barnard. Housed in a secluded factory outside Bloemfontein, the South African-conceived, designed and built supercar can match the performance levels of the upper echelon of European performance vehicles. It boasts a top speed in excess of 300km/h, and sprints from standstill to 100km/h in less than four seconds. Providing the blueprint for the Barnard was the Porsche 962, and it is from this German marquis that the powerplant for the Barnard has been sourced. The twin-turbo V8 engine has undergone significant performance enhancing changes and delivers a staggering 460kW of power.
Despite these technological advances, the Barnard is still a purist’s car, in many respects, shunning the use of power steering, vacuum-assisted or ABS brakes, traction control as well as luxuries such as electric windows.
Borrowing from the advances made in Formula One, the Barnard’s shell is a monocoque chassis made from hi-tech steels such as Domex and Docol—both light and strong materials that can easily be shaped as the manufacturer wishes. The rear of the car is a sophisticated tubular steel cradle which houses the engine, gearbox and rear suspension. The Barnard’s front suspension is mated directly to the car’s rigid structure. Each vehicle is built according to the individual purchaser’s requirements—something one might expect considering these cars command a hefty price tag of approximately R1.1 million ($136,000).
The brainchild behind the eponymously-named vehicle is Chris Barnard. His deep roots in endurance racing were the driving force behind the production of a Le Mans-style race car. “This is a car which has been built with the objective of breaking barriers,” Barnard says. “No expense has been spared to make what I believe is the most single-minded performance machine yet from South Africa.”
More recently, a vehicle going by the name of the Perana Z-One, has come under the spotlight. The South African-built hypercar—assembled again at the Hi-Tech Automotive plant—has been limited to 999 units, and is a two-seater, Italian-designed vehicle that boasts 0-100km/h sprint times around the four second mark. Power is generated from a front/mid-mounted Chevrolet Corvette LS3 6.2-litre V8 engine that produces a whopping 328kW and 583Nm of torque. The Perana’s chassis is made from tubular and box-sectioned fibreglass and has seams so well machined it looks like the car was skinned in aluminium. The man responsible for this immaculate bodywork is chief stylist, Nori Harada.
Power is delivered to the rear wheels by the same six-speed transmission found in a Ford Shelby GT500 Mustang. Of course this hurtling rocket needs to be brought to a standstill and stopping power is provided courtesy of remarkable Brembo callipers. The vehicle’s shocks and springs are supplied by Bilstein and Eibach respectively.
The Perana marks the first collaboration between a Milanese coachbuilder and South African car manufacturer, Zagato, who have a 90-year long history in building fully-functional running concept cars. Amazingly, the car can be built in an unheard of four months’ time.
The Perana has a 50/50 weight distribution, which allows for a balanced and predictable drive. The steering has been described as sharp and gives the driver immediate and accurate feedback of the road conditions. The Perana is nimble and weighs in at an ascetic 1,195kg. Power is delivered to a six-speed manual gearbox with limited slip differential. The price for this sublime vehicle is around the R1 million mark ($124,000), but sadly the cars will be available only to the European market.
So what can we expect from local supercar manufacturers in the future? In recent years, South Africa has been one of the best performing motor vehicle markets globally. South Africa exports cars to some 70 countries internationally and represents all of the major car makers and eight of the top ten vehicle component companies. The Motor Industry Development Programme has helped boost exports and its successive programme, which will come into play in 2012, will reportedly result in more jobs and long-term sustainability for the industry. It seems the local motor vehicle industry is set to go from strength to strength. If the advent of these hypercars and the Joule—South Africa’s first, and much heralded, electric car—is anything to go by, locally-manufactured supercars might very soon be gracing a road near you.

The Heart Of African Supercars

I recently recall conversations I had with purveyors of fine automotive flamboyance, beginning with the Daytona Group’s Clifford Joffe. Aston Martin’s closest iteration of a supercar, the DBS, is an amazing piece of work—all curves, lines, folds and sheer presence. It arrests the senses in all sorts of ways. Clearly the designer was not using a slide rule here. This was sheer madness. Works for me. Much has been said of Aston Martin being a small company without the patronage of a larger parent company but they still stay competitive against rivals in their segment with superlative brand cachet. It barks its presence with sheer authority. Prod the pedal and feel the haunches bristle with expectation. ‘Best of British’ sums up its credentials.
<div id="attachment_294" style="width: 310px" class="wp-caption alignleft"><img loading="lazy" decoding="async" aria-describedby="caption-attachment-294" class="size-medium wp-image-294" src="/wp-content/uploads/2017/04/aston-martin-300x147.jpg" alt="" width="300" height="147" />Aston Martin, DBS</div>
This is a scale above mere utilitarian spec commonly found in ordinary tackle, where one can actually see the millions it costs.
Africans in South Africa make up the majority of buyers of these cars but I never see many on the road or in Soweto for that matter, save for the odd Bentley.
Further up the scale in opulence is the Rolls-Royce. Many, the quantifier many being relative in this instance, have found homes across Southern Africa, from Angola to Zambia.
McLaren’s newly-launched MP4-12C is a mouthful really so we’ll just call it the Mac, or Macca, as the English like to say. But it is a technical tour de force, crowned with plaudit upon plaudit by the world’s hacks lucky enough to drive it. At this level, manufacturers do not skimp on emphasizing their heritage or the emotional equivalent. Invariably, you will learn lots about the race car inspired development program, the car’s previous incarnations, exotic materials for some componentry, cutting-edge telemetry, and so on. And to think all two years of its South African supply has been spoken for!
It would be an injustice to leave out the Teutons when it comes to the power stakes for those running the sweepstakes. The Big Three’s power wars of the last decade have not been in vain. What they could not do in sheer design would be made up for with huge dollops of power. It is no surprise that they snuck up on the exotics and unleashed autobahn-shrinking vanishing acts, leaving lengthy skid marks somewhere in their wake. In the process, they even went one up on the Lambo door-act, bringing home yet more of their racing heritage reaching back to the 50s Silver Arrows and Auto Unions.
Of course, their Latinate brethren further south in Europe could never be undone. They occupy an unassailable place in the heart and minds of any petrol-head worth their, er, gas. They are truly beyond comparison, borne of intense need for speed and a desire to compete. See one pass, and watch jaws drop with sheer wonderment. The more common ones you might run into tend to be either red or speed yellow, and pass with a ferocious whine, leaving you gasping for an answer to a question nobody asked. WTF? Must be a Ferrari.
Now, I know the sun rises from the east, but then I would be eaten alive if I dared detail the similarities between Lamborghini’s first engine and Honda’s Formula 1 V12 engine of the 60s. And yes, Honda’s dithering over the NSX’s successor, developed by the world’s best Formula 1 driver of our time, Ayrton Senna, is tearing apart the hearts of enthusiasts who know it inspired McLaren’s F1—the world’s best sports car ever to some.
Nissan’s GTR35 (pronounced as Godzilla to the non-Japanese amongst us) will eat supercars for breakfast, lunch and dinner, while Lexus’s ode to Mount Fuji will more than hold its own against many a westerner. Cult cars come from the East. But then, Western aesthetic defines how we define sports cars.
For Porsche, looks are for those who like to look. While it may lack the others’ pulchritudinous qualities, it is by and large considered the most practical sports car ever made. The newly launched 911—all 48 years of its shape—will not see any real revision before 2025! It is first and foremost a designer’s car, singularly committed to the realization of one truth and the quintessential sports car. Derision greeted some of the company’s recent offerings—the ungainly proportions of a utilitarian crossover in the Cayenne and the bloated midriff of the Panamera. There will be more gnashing of teeth from self-appointed custodian enthusiasts when the brand launches hybrid versions of its newer line up. But they will once again go on to make Porsche the world’s most profitable sport car manufacturer.
Come to think of it; Ferdinand Porsche was a designer. He displayed in Paris the world’s first hub-centric hybrid system—electric motors to drive the front wheels. In 1901. This is technology that is only about to be adopted by virtually every car maker today. As early as 1904, he was supplying and building four-wheel drive technology for cars. He went on to design the world’s first mid-engine race cars. Then he sought to defy the laws of physics by placing a car’s engine way past the rear axle—just because he wanted to create a more practical sports car. To accommodate rear seats in his first sports coupe, he turned the engine around so it hung over the rear axle. Although no longer called widow-makers and tail happy (the pendulum effect) as a result of much development, 911s still inspire awe in many an enthusiast. And so perhaps there is indeed truth in the conclusion that Porsches are more about development than design. That appears to pervade the Porsche mystic at the company’s Zuffenhausen headquarters. Thank God for Peter Schultz who defied the sceptics in the mid-80s when they wanted to drop the 911 from the line-up. And so Porsche South Africa managing director, Toby Venter will have you believe—all roads lead to Porsche.
In these days of austerity and layoffs, some of these cars will make for more compelling buys. And for factory bosses and bankers everywhere, they are what Clifford Joffe calls permission buys. Workers will not go on strike, and governments will not be reconsidering tax laws upon seeing some of them. These cars are beginning to grace the roads across Africa, opening up new vistas of discovery for car enthusiasts, collectors and poseurs alike.

Tag: Driving Ambition