Early signs are that in the years to come, South African Brad Binder could be a real-world championship title contender in motorcycle sport.



South African phenomenon Brad Binder has been excelling in his first season in MotoGP, stunning the sport with victory in the Czech Republic in just his third-ever race in the class as talk of a new global superstar reverberates around the sport. 



MotoGP is the motorbike equivalent of Formula 1 and Binder is the first South African to compete in the class since Jon Ekerold in 1983, and the first-ever to claim victory in a race to firmly announce his arrival as a new hero on the bike.



Binder, 25, is racing for the Austrian Red Bull KTM team and early signs are that in the years to come, he could be a real-world championship title contender, with skill, speed, and zero fear on the track. His victory in the Czech Republic came after a steep learning curve in a truncated 2020 season that only started in July and will see 15 race weekends, with a number of others canceled due to the Covid-19 pandemic.



“The first race I made a mistake and went off track, and managed to fight myself back up to 13th position, which was really disappointing because I had the same pace as the guys in the top three,” Binder tells FORBES AFRICA.



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<blockquote class="wp-block-quote is-layout-flow wp-block-quote-is-layout-flow">“They put an absolutely insane motorbike underneath me.”</blockquote>
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 “It could have been a good day for me, but unfortunately with the mistake, it was tough. The second race weekend in Jerez [Spain], I thought we made some positive steps forward. The qualifying pace was better and I was feeling better in general. “Unfortunately in turn one I had a good run off the line, but when I turned I didn’t see the Ducati on my inside and ended up taking out [teammate] Miguel Oliveira, so that was not good. 



“And then after that I ran off on the gravel as I was trying to fight my way back. I got past four guys, but I lost it in the front.”



Binder has taken those lessons on board though and that shows his race intelligence, culminating in his maiden race win at the Brno Circuit.



“It is a day I have dreamed of since I was a little boy and now it has come true,” Binder said of his maiden win. I can’t thank my team enough, they put an absolutely insane motorbike underneath me. I had no idea we had a chance of winning, but I thought it would be good. I hope this is the start of many more.”



Binder started racing globally in the 125cc category as a 15-year-old in 2011, and had spent the last three seasons in Moto2, winning five of the 19 races last year before earning his spot in MotoGP.&nbsp;



He finished second in the riders’ championship in Moto2 last year, having won the Moto3 championship in 2016.&nbsp;



“It is an honor to be the first South African in a while to be in the MotoGP class,” he said. “It has always been a dream to get here and now that I am, I want to get as close to the front as possible and I want to be winning races.&nbsp;



“The goal was always to get to MotoGP, but the end goal now is always to win. That is my plan, and that is what I am striving for and working for every single day.



“I am looking forward to this whole situation I am in right now, where I have to chip my way through the order and it’s going to be a great challenge.”



Binder has received rave reviews from opponents, who have picked up his fearlessness for the fight and ability to push his bike to the limit.&nbsp;



Frenchman Fabio Quartararo and legendary former Spanish rider Jorge Lorenzo are two that have spoken highly of Binder.



<blockquote class="wp-block-quote is-style-large is-layout-flow wp-block-quote-is-layout-flow">“Lorenzo has always been someone I have really enjoyed watching ride and to hear him say good things about me is really great, so let’s hope we can have some positive results and keep things on a roll.”</blockquote>



What is clear is that the South African has a bright future in this class, and is with a team that values his ability. He is also on a bike that has the potential to win him many more MotoGPs.



“It has gone much better than I could have expected, the bike is feeling fantastic, I am feeling super comfortable on the bike and the team is working well,” he said.&nbsp;



“Our bike has made an incredible step forward, it is fantastic to see how this whole package has come together just in time.&nbsp;



“I feel that since I joined KTM, this new bike they have brought has been a whole lot more competitive and we have seen it [in results].



“It is all really positive and just to be able to fight among these top guys is an incredible feeling, especially as a rookie. I need to keep the same work ethic and hopefully, in time we can turn it into solid results.”



-By Nick Said

Brad Binder

Motorsport: The New Fearless Hero On The Bike

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

Lexus launched an expensive plan to enter F1 way back in 1983. Not quite Formula One, but a project code named Flagship One which was to take the Japanese car manufacturer into a new realm of luxury to compete with the elite German marques.
It started with a simple challenge from Founder Eiji Toyoda – build the world’s best car. It culminated in the launch of the acclaimed LS 400 after a feverish five years.
The Relentless Pursuit of Perfection took $1 billion, 450 prototypes, 60 designers and 400 engineers. And the expertise of a special “Team One” unit from leading agency Saatchi &amp; Saatchi to pioneer the marketing.
The legend goes that the F1 designers rented a home in Laguna Beach to get a glimpse of the well-heeled American consumer and their motoring minds.
The project wasn’t aimed at the home market – rather the United States. And the core reason was a trade agreement between the Japanese government and US trade officials to restrict the export of less expensive models.
In an automobile version of the Space Race, Honda got into the American arena with the Acura and Nissan reached for the skies with the Infiniti.
Some reports claimed the LS 400 had better handling and performance and shockwaves rocked the Mercedes Benz and BMW camps with Cadillacs and Lincolns being traded in and German luxury vehicle sales dropping by almost 30%.
<a href="http://www.forbesafrica.com/life/2017/08/04/golden-road-ahead/" target="_blank" rel="noopener">The Golden Road Ahead</a>
By 1999 Lexus had recorded the millionth vehicle sold in the US and in 2005 there was an organizational separation from Toyota, with dedicated designers and engineers working exclusively for the brand.
Despite the fact that the Lexus offering was comparable to the German leaders and left the showroom floors with some fancy features included in the price, it wasn&#8217;t a package to get the adrenaline pumping.
The sporting badges of Merc AMG and the BMW M division had been wheel-spinning to capture the drivers who want more than a quiet and leisurely jaunt to the shopping center and certainly relish the looks and audio levels to get noticed en route.
The Japanese reply, fresh off the drawing board of the F-Sport Division, came in the form of the IS F, launched in 2007 and the much vaunted LFA – custom built to the last detail. It was only in production for two years and the allotted 500 specialized models found relatively happy homes.
“The LFA is an icon now and possibly always will be – we don&#8217;t need to replace it to keep that status. It is a car we can reference for another 25 years if we choose. Its status is assured,&#8221; said European boss, Alain Uyttenhoven.
“It is possible that we will one day create another supercar, but in my view a super high-end machine is not what we need right now.”
Enter highway left the Lexus LC 500. The concept car drew gasps five years ago and Lexus have been one of the few automakers brave enough to take a dream design to the production line.
Maybe not a supercar – the definitions vary – but not light on the wallet at a retail price of $130,000.
“Not only has Lexus delivered a design with high visual impact, it has also developed ground-breaking engineering and technology for the LC 500. This isn&#8217;t simply a car that looks good – the LC 500 has been engineered in every dimension to deliver a very special driving experience,” says Calvyn Hamman, Sales and Marketing Senior Vice president of Lexus South Africa.
And with such a long title, he should know! While sportscar designs can be hotly debated, this one is hard to ignore. It almost seems to perch on the tarmac like a squat sprinter waiting for the buzzer.
The meshed grille, like a more macho version of the Mercedes diamond front end, reaches out to you with its contoured mould. It is flanked by recessed and diminutive triple LED headlights that blend into the bodywork in a Star Wars fashion.
The “Experience Amazing” theme flows to the rear with L-shaped taillights that have an acclaimed “afterburner” effect courtesy of 80 concentric LEDs per lamp.
<div id="attachment_33715" style="width: 510px" class="wp-caption aligncenter"><img loading="lazy" decoding="async" aria-describedby="caption-attachment-33715" class=" wp-image-33715" src="https://www.forbesafrica.com/wp-content/uploads/2017/09/Lexus-LC500-_7-e1506690463360-300x215.jpg" alt="" width="500" height="358" />Lexus LC 500 (Photo by www.lexus.co.za)</div>
Open the door and the interior is dashing with crisp metallic lines, the controls easily at hand and the seats firm and supportive.
But don&#8217;t plan on taking any six-footers in the back seats – like most GT cars this is really the home of Yorkies on their way to the parlor.
When it comes to infotainment systems, the cry of the decade seems to be for systems to delight a 16-year-old but take a bit of head scratching for the Stoneage.com generation.
So you may have got used to the touchscreen or the round click wheels – or even voice recognition – to command your high-tech steed.
Now we have the track-pad – very much like the device on your laptop. I’m sure it can control anything from heating the seats to ordering a hot take-away. And given weeks of practice it may feel like an extension of your left hand.
But it is finicky, to say the least, and by carelessly resting your elbow near the ultra-sensitive pad you may find the climate control battling the Arctic or iTunes blasting out from your cellphone. Fortunately there are the old fashioned knobs and switches for some of the basic requirements at the wheel!
<a href="http://www.forbesafrica.com/life/2017/07/03/porsche-panamera-kicking-ass-new-boot/" target="_blank" rel="noopener">Porsche Panamera: Kicking Ass With A New Boot</a>
The daring overall creation is wrapped around a normally aspirated 5.0-liter V8 which propels the LC to 100km/h in a swift 4.7 seconds with the most pleasantly guttural sound yet to be emitted by a Lexus. Yet not quite in the league of a Porsche 911 or Jaguar F-Type R and it only really sings at the higher revs.
What is absolutely phenomenal is the 10-speed box which is so smooth that it’s a challenge not to paddle up and down through the gears to feel the silky transitions or get an additional growl from the exhausts.
It is a hefty beast but delivers an engaging drive that sometimes sees you straying over the speed limit. And you have no excuses – the heads up display will give you ample warning.
There have also been many profit warnings in the motor trade in recent years. Lexus doesn’t disclose too much publicly about their financial operations but insiders say the division contributes a healthy share to Toyota’s bottom line.
The Group recently raised its full-year profit forecast by 16%, citing expectations of a weaker Yen. So now they say a profit of $16.8 million is on the cards – slightly down from last year.
“Our organization has been working to evolve with the changing consumer tastes in luxury,” says Tokuo Fukuichi, President of Lexus International.
“The new LC embodies a shift in forward-thinking culture, and is a glimpse into the products and experiences you can expect from Lexus in the coming years.”
South Africans will only get a fleeting taste right now. There are just a handful of LC 500s heading this way and the hybrid LS 500h is restricted to selected overseas markets.
Will the new flagship herald the next chapter in the Lexus tome and feed down the line to all the upcoming models? It has been an encouraging new beginning. &#8211; Written by Derek Watts

A Concept Car That Captivates

In a decade or two – maybe three – we will look back at how we used to bullet towards each other in tin cans at a combined speed of two hundred kilometers per hour and more.
We can bemoan crime around Africa and the world, but the most dangerous thing we do (apart from cave diving) is quietly press the start button of our car.
Globally around 1.3 million people die in road accidents every year and well over 20 million are disabled.
And while the glorious new future of autonomous driving awaits, for now manufacturers make their vehicles as safe as they can and (at a price) install a range of amazing collision avoidance features that seems to grow by the month.
Volvo have set the bar incredibly high with their vision that by 2020 nobody should be seriously injured or killed in one of their new cars.
But it’s the Mercedes Benz E-Class saloon that makes the top three in the world of safety as rated by the European New Car Assessment Programme (Euro NCAP) after a series of test crashes.
What impressed the testers was the PRE-SAFE system which magically detects if an accident is imminent by the way the car is being driven. It automatically tightens the seatbelts, closes the windows and sunroof and even adjusts the seats to the optimum position.
Now PRE-SAFE even links with the new Mercedes “me connect” evolution. The new brand with the guiding principle of “the best for me” means you can interact with your car, the dealership, Mercedes Assistance… maybe even Mars in the five areas of mobility, connectivity, service, financing and inspiration.
There have already been cases where the emergency call system has been triggered automatically by PRE-SAFE after an accident and assistance dispatched within seconds.
<a href="http://www.forbesafrica.com/life/2017/07/03/porsche-panamera-kicking-ass-new-boot/" target="_blank" rel="noopener noreferrer">Porsche Panamera: Kicking Ass With A New Boot</a>
On a less dramatic level: You leave your car with your husband (now that’s a PC thought) and while sitting at your board meeting in London you can see on your smartphone that the left back tyre is under inflated and the fuel is low. And, because he is so absentminded, you lock the car with a flick of the screen and tell him its Uber from now on!
By now you may be thinking that the E-class is a nanny sedan. Well let’s dispel that idea in far less than 140 characters. Mercedes-AMG E63 S 4MATIC+.
The most powerful E-class of all time, with the new and versatile 4.0-liter twin-turbo V8 under that sculpted bonnet, will take you to 100km/h in just 3.4 seconds. And then show its softer, efficient personality by deactivating cylinders when you haven’t got right foot frenzy.
It just lapped up Kyalami with a terribly nervous instructor in the passenger seat and I haven’t had as much fun on a track since the Audi R8 V10. That clever 4MATIC+ fellow seems to counter most driving sins.
According to the specs, this brand new all-wheel drive system is fully variable for the first time, instead of favoring the rear axles when dishing out power. Which means, if I’ve got it right, that the electronics are working overtime to make sure that you are getting the best traction, on every wheel, on every road surface.
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So, if you want performance with a touch of class, and also need to get two kids to school, you may have to part with $142,000 and order this beast. But it is not all that easy. Because flattering its xenon headlights in the wings is one of the most mouth-gaping Mercs on the market.
The Mercedes-Benz E-Class Coupé gives new meaning to style. It had distinguished parentage with the E-Class winning the 2017 World Luxury Car Award.
Upfront is trademark Merc with the Diamond grille that Mark Fetherston and his design team boldly fronted the new CLA with in 2013. Even back then some scribes found it a tad brash, but it has certainly lasted the pace!
So you will probably only appreciate the exquisite lines of the coupé when you draw alongside and get mesmerized by the smooth flowing lines all the way to the cloned C-Class tail.
The frameless windows are accentuated by a polished aluminium strip that runs the perimeter of this very lean profile and also highlights the elongated doors which allow (fairly) easy access to the rear seats.
It is longer and slightly wider than the saloon with a decent amount of legroom for a long stretch of misery like myself.
If there is any bad news, it’s the fact that there is no four-liter AMG version. Your top choice is the E 400 4MATIC with a three-liter V6 turbo with respectable acceleration of 5.3 seconds and a smaller dent in your bank account – $78,000.
And if impressing at the lights really isn’t your game, the Merc E-200 Coupe comes in at $57,000 with the E 220d and E300 lining up in the power ranks.
<a href="http://www.forbesafrica.com/life/2017/06/04/ready-to-race/" target="_blank" rel="noopener noreferrer">Ready To Race</a>
Looking at the balance sheet, Daimler AG announced that net profit doubled in the first three months of the year, rising from $1.6 billion in the last quarter of 2016 to $3.2 billion. Revenue rose 11% to $44 billion.
The reason? CEO Dieter Zetsche gave full credit to the strong sales of the E-Class and its advanced driver-assistance and safety features. Just a shame that, as with most marques, advanced safety has to come in at a price.
The Mercedes-AMG E 63 S 4MATIC+ and the E 400 4MATIC Coupé are destined to keep the cash register ticking.
And it is something of a birthday gift. It’s the 50th anniversary of AMG performance and the quirkily named “Stroke Eight Coupé” was launched in 1968.
A couple of golden anniversaries indeed. &#8211; Written by Derek Watts

The Golden Road Ahead

It is April 16th, 1964; the day before the launch of the Ford Mustang.
For three years, motoring mastermind Lee Iacocca had nurtured plans for his “baby” – a sleek and exciting sports car that would sell for less than $2,500.
Ford runs commercials on the three major television networks at 9.30 that night.
The next morning there is a buying frenzy at showrooms around America. Ford sell 22,000 Mustangs that day and 418,812 models that year. Wilson Pickett’s Mustang Sally adding to the equine fever.
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It is one of the casebook success stories of motoring history. Forget the fact that it was based on the compact Falcon, the Mustang was to become the American standard. Once again, the production plant in Dearborn, Michigan was pushed to the limit.
On the famous date of the Soweto Uprising, June 16th, but way back in 1903, the company was founded by Henry Ford after a sequence of financial flip-flops in the evolving motoring world.
Even in those early days, the ability to optimize production under the stress of burgeoning order books became a part of the Ford work ethic.
Starting with the Model A, the designers energetically worked through the alphabet and the engineers and mechanics sweated blood to piece together 10,000 Model T Fords in 1909.
The basics of an assembly line were slowly developed and by 1920 Ford were turning out a million cars a year! From then on, assembly lines ruled. The 200 carmakers in the United States (US) were trimmed down to just 40 over the next two decades.
More than a half century after the first pony car stunned the US, the Mustang has arrived in full livery on South African soil – the first country to get the right-hand drive version.
Apart from a clichéd ride down Sunset Boulevard in a hired topless Stang more than a decade ago, I can’t claim to have the stallion’s blood running through my veins.
We were on a trip to interview the modest New Age guru Deepak Chopra in La Hoya and there was a certain irony in showboating in Los Angeles. It was hard to be humble when driving the new Mustang 2.3 Ecoboost convertible around Sandton streets – especially the Race Red version with black cloth roof. Although, it does snap closed in a few seconds if you are feeling the heat of glaring motorists – possibly tinged with envy.
The Mustang has often been referred to as a muscle car, but the sixth generation would definitely be earmarked for a steroids test. Angry headlights, angry grille to host the iconic emblem, and a fastback rear that screams catch me if you can.
That galloping horse, uniquely running right to left, will not only light up your life – it will light up your feet as well. A bright image of the pony shines on to the tarmac as you open the door.
You will be greeted by a stylish black and silver interior with a clinical instrument layout and a battery of controls on the steering wheel. The class and design, dare I say it, more German than American. The clumsy handbrake nestling by the passenger seat, however, is surely the relic of a bygone era.
The speedometer in the entry model reflects an optimistic ‘ground speed’ of 260 kilometers per hour (kph), and to get yourself in the right mode you can choose normal, sport, race or snow/wet. Pothole dodging would be useful addition in South Africa.
What you can’t fault the new Mustang on is being conservative with is detailed feedback. It will tell you about every facet of that churning turbocharged engine, from inlet air temperature to the air/fuel ratio. Maybe I’m not a dyed-in-the-oil petrolhead but I can’t imagine myself checking out the cylinder head temperature on the way to work.
But you are probably not all that interested in the cockpit and coachwork, or the user-friendly MyFord touchscreen, and want to know what is under that long, sleek bonnet.
Well, let’s face it, most long sleek bonnets are a lie these days. With the revolution of small turbos replacing the naturally aspirated gas guzzlers with magically enhanced power and performance, you could no doubt fit most engines into the nose of an old VW Beetle.
<img loading="lazy" decoding="async" class="alignleft size-medium wp-image-4874" src="/wp-content/uploads/2017/05/Radu-Bercan-Shutterstock.com--300x200.jpg" alt="" width="300" height="200" />
I had a nervous feeling of anticipation before flooring the right-hand pedal of the six-gear auto. In terms of stats and performance, it does not disappoint. With faultless response you are thrust back into your body-hugging seat in less than the six-second mark.
It is silky smooth and doesn’t drown out the infectious cacophony that is playing on the radio.
The fact is the 2.3 Ecoboost is a beautiful, stylish vehicle that is not really going to boost your pulse rate or adrenalin levels. Even the terms Ecoboost and Mustang don’t really belong in the same sentence – or the same world.
Or do they?
Although we might always envisage fire-breathing V8s in the lineage of the Mustang, and the pony wars with the Chevrolet Camaro, a teensy engine is nothing new for the marque.
The Mustang II, influenced by designer Ghia in the early seventies, came out with a 2.3-liter in-line four-cylinder engine because of the fuel crisis. Not exactly an Italian Stallion! The third generation in the eighties was almost killed due to diminished sales despite (or because of) the offer of the Ford Pinto pint-sized “power” plant.
Then it was back to the brawn and punch of the big guns – the 2005 fifth generation going back to the Stang shape and spirit with a four-liter basic right up to the awesome GT500 housing a monster 5.4-liter supercharged V8.
Right now, if you still have a vestige of the boy racer in you, you can opt for more ponies under the bonnet with the 5.0-liter V8 which will whisk you to 100kph in less than five seconds.
Naturally you get more of a punch in the kidneys and aural excitement than with the Ecoboost. But not, according to many scribes, matching the trembling thrills of some AMG, M and RS badges.
So, you are looking at a healthy degree of refinement since Henry cobbled together his first auto in his Detroit garage 120 years ago. It’s all part of the dream of making the Mustang a world muscle car not just for red-blooded Americans – described by one hack as putting Bruce Springsteen on stage in a bespoke suit. It’s also available in colors from deep impact blue to triple yellow.
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By the way, that famous quote that customers can have the T in any color as long as it’s black didn’t apply to the early Fords. It was only after the elementary assembly lines came into operation and they found that ‘Japan black’ was the only paint that dried quickly enough.
While your Mustang may emanate from Flat Rock in Michigan, you are supporting a company that has massive financial interests in South Africa with plants in Port Elizabeth and Pretoria.
Now the Gauteng operation has been boosted with a $170-million investment for local production of the Everest SUV and expansion of the all new Ranger program. Creating 1,200 much needed jobs in the process.
It might surprise you that in the incestuous modern motoring world, Ford has owned four other luxury brands – Volvo, Land Rover, Jaguar and Aston Martin.
But now the largest family-controlled business in the world is much more focused – if you’ll excuse the expression. They are really built for the road ahead. Have you driven a Ford lately?

A Muscle Car On Steroids

The Mercedes-Benz S-Class has always been the pinnacle of luxurious motoring and the latest incarnation is no different. This car has leapt forward and completely redefined the future of motoring.
The S-Class is an engineering masterpiece loaded with technology that is so well infused into the design of the car that it seems completely natural. The beauty of great tech is that one doesn’t think it is necessary until it is presented to you.
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The contours of the S-Class strike the perfect balance of elegance and subtle sportiness. It certainly looks like an S-Class but the 5.24-metre length is suitably disguised to make it seem like a smaller car from the outside. Step inside and you will be completely blown away.
The cabin is a state-of-the-art master class in interior design. There is nothing I have had the pleasure of driving that brings together top-quality metal, leather and wood in such a perfect blend of comfort, luxury and ease of use. Every function is performed by a button, switch or swivel that has been crafted to the highest level of quality. All driver information is displayed with two 31.2-inch TFT screens which present incredible graphic layouts.
From the pilot seat you will experience redefined refinement. It exudes comfort beyond what you thought possible through the car’s Magic Body Control. This system constantly scans the roads ahead and adjusts the damping systems to best deal with the road surfaces. The cabin has been impeccably insulated thanks to double glazed windows and enhanced door seals. It’s a cabin in which you could conduct business meetings without any interruptions from the outside world flashing by.
From the driver’s seat one can also experience the pleasures of being able to afford an S-Class: seat heating and cooling; seven massage functions, including hot-stone treatments; seat support that can be tailored to suit any shaped body, including active side support that hugs you when cornering; an impressive Burmester sound system; an easy to use COMAND online system that includes the operating manual in electronic form, something that is absolutely necessary in a car that is as complex as this.
At this level and price, safety need not be mentioned, but in the S-Class these features have shifted the paradigms of what I thought was possibly another 10 years away. The latest generation Mercedes Intelligent Drive system ensures the safest way to travel. The Distronic Plus cruise control reduces the need for driver inputs by braking and accelerating to maintain a pre-determined speed and distance from the car in front. It will even go as far stopping the vehicle if the car in front of you comes to a halt.
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The Night View Assist system is another intelligent safety feature that alerts the driver of any animals or pedestrians before they can be seen with the naked eye. The beauty of this system is that it will automatically warn the driver of impending danger which could not always be said with some of the previous systems like this. An incredible array of parking assistance systems is also included. Part of this is the 360-degree camera that superimposes the car graphically into the surroundings by employing the views of the various cameras around the car. The result is an accurate bird’s eye view of the car as you manoeuvre in tight spaces.
The S-Class will be bought by distinguished gentleman, even presidents, and as such the rear passenger compartment is just as important, if not more important, than the front seats. In this area, the magic continues. The rear seats are soft, supple and comfortable, which have electrical adjustment to find the perfect position. As optional extras, rear passengers can also enjoy an electrically operated footrest as well as a business console that includes two AUX and USB ports, two 12V sockets and heated/cooled cup holders, folding tables as well as fridges and phones. You can also enjoy all forms of media on the screens. Thankfully, these screens can be operated from either the occupants themselves or by the driver, which when traveling with children can become a necessity.
The entry-level S-Class is the diesel powered S350 BlueTEC that is powered by a 190kW engine. The petrol powered cars are the S400 Hybrid, the S500 that is powered by a V8 4.7-liter bi-turbo motor, and the range-topping S63 AMG and S65 AMG derivatives. All these motors are amply suited to provide the thrust for this spectacular car and ultimately, the choice will most probably be swayed by a budget rather than a preference.
If looking at an executive, luxurious grand saloon, then you also have the option of the recently face-lifted Audi A8. Having spent some time in this car as well, I can vouch for the fact that it is superbly built, very comfortable and amply spaced in its long wheelbase guise. The 4.2-liter TDI Quattro is the pick of the bunch in my opinion but at the end of the day, it is still an older car with cosmetic and aesthetic revisions. The most talked about new feature of the Audi A8 is the introduction of Matrix LED headlights. Composed of 50 individual LEDs, the lighting system sets new standards in night time driving. The system works automatically and dims the light that shines on oncoming vehicles, while still keeping a full beam on the areas next to the car. So, as a driver you are able to see more of the road without fellow drivers being blinded. This fascinating technology extends to the indicator lights by allowing them to flash in the direction you are turning.
That said, the Audi A8 L 4.2 TDI Quattro is the same price as the Mercedes-Benz S500. Although the Audi is a good car, it is nowhere near the S-Class in terms of safety, comfort, innovation, technology and most importantly desirability. At this price, the S-Class is, dare I say it, fantastic value for money.
The Mercedes Benz S-Class has not just redefined its segment, it has redefined the future. Nothing else comes close.

The Future Is Now

Range Rover is a name synonymous with motoring excellence. It is a car with impeccable luxury and practicality, by which most other top-end brands are benchmarked. Coupled with this is an off-road prowess that is matched only by cars with the same badge. This badge has enjoyed immense success in the past few years, most notably with the launch of the Range Rover Evoque, a car that soared to the top of all previous sales records for the brand.
The sales success started back in 2005 when the first Range Rover Sport was unveiled. The recipe was to create a car that infused the DNA of the Land Rover with the finesse and refinement of the Range Rover… with a bit of sport added into the mix. It was an instant success, enticing new buyers through dealership doors. And now, it is back.
The design brief for the new car was simply to be more agile and sportier. To achieve this, the Range Rover Sport needed to lose a considerable amount of weight. The result: 420 kilograms less than its predecessor, thanks to an all-aluminum body. Further weight savings in engine construction has resulted in a car that is half a ton lighter than the model it replaces.
The significance of this becomes evident the moment you drive the Sport. It accelerates, brakes and corners faster, with much less body roll and understeer than before. This handling ability is achieved by a host of driver aids, most notably the two-channel active anti-roll system that negates body roll from both the front and rear suspension.
The new car is also offered locally with a choice of three engine derivatives, each connected to an amazing eight-speed ZF gearbox. The 250kW 3.0 liter V6 and the 375kW 5.0 liter V8 petrol engines are both fitted with a supercharger and both sound incredible. The SDV6 diesel engine is the most efficient in the range with 215kW on tap and 600Nm of torque.
To properly understand the capability of this car, you have to drive it as hard, as far and as high as you can. I drove it on diverse surfaces ranging from urban highways to rippled gravel roads; from rocky tracks to muddy terrain; from wading in almost meter deep water to climbing 27 degrees up a man-made ramp into the cabin of a massive DC10 airplane. Yes, in a first for me, and apparently the rest of the motoring world, Range Rover Sport’s launch involved using an airplane to demonstrate its impressive 4X4 capability. The departure angle exiting the DC10 was 37 degrees, which you do not truly appreciate until you are literally hanging on the seatbelt, hoping against all odds that the car will reach the bottom without incident. Of course it does—with minimal fuss.
Prices start at $79,440, while you can expect to pay no less than $121,725 for the supercharged V8. As always, the discerning buyer has so many options to suit a particular taste, including seven interior themes, six interior finishing options, three exterior finish options, three headliner colors, 19 exterior colors, 10 wheel designs and more. The color palette is left entirely to the buyer, but underneath the skin, you will struggle to find a more accomplished and more luxurious vehicle.
The Range Rover Sport has never been as capable a motor car as it is now. There is still a market for the incredible big daddy Range Rover and the Evoque continues to be the talk of the town. The Sport, however, has molded its own fan club and I have no doubt that they will remain devoted to their beloved brand as it remains true to its intended purpose. It is more agile, more sporty and more Range Rover.

Agility And Sport In A Business Suit

Among motorcycle brands, none are more luxurious, or expensive, than the limited-production bikes made by ECOSSE Moto Works. It was founded in 2001 by mechanical engineer, Donald Atchison, and the company has since made a name for itself as the maker of extreme, unique and desirable motorbikes. The company’s tag line sums up its position nicely: “Exquisitely engineered for a fortune few.”
The first bike to roll off ECOSSE’s production line was the Heretic; named after Atchison’s desire to go against the grain in terms of traditional bike manufacture and design. Named by FORBES as Bike of the Year in 2006, the Heretic boasts the finest materials. All ECOSSE bikes make use of aluminum and carbon fiber parts, with attention to detail, the likes of which were unheard of on a two-wheeled vehicle. Every possible part is handcrafted and machined at its Denver headquarters. The power plants (available in engine capacities ranging from 1,640cc to 1,966cc) come in the form of hand-built American V-Twins, producing up to 130hp at the rear wheel. This, combined with a light curb weight, enables the Heretic to hit 60mph in 2.8 seconds. Bringing this bike to a halt are six massive pistons which arguably have more stopping power than a Moto GP bike. The Heretic has three riding modes: dragster, cruiser, and road racer, and 12 different foot control positions make it suitable for any size rider. Each bike is engraved with its own unique production number as only 100 have ever been made, and the price? Anywhere between $69,000 and $79,800 (excluding import duties and so forth).
A steal for only $120,000 is the MV-Augusta F4CC. Only 100 of these fighter-jet inspired superbikes have been made, and they sport accoutrements one would expect to find on a bike at this price point: Brembo brakes, titanium exhaust, mechanical slipper clutch, carbon fiber bodywork, a saddle made of Alacantara, a weight of just 187kg and power tipping the 200hp mark. The F4CC was designed as a tribute to company founder Claudio Castiglioni, and was intended to be the finest bike ever made. The engine has titanium valves and the engine is mated to a magnesium gearbox. Each bike comes with a number-matched Girard-Perregaux watch—just to sweeten the deal.
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A bike with an equally crazy price tag is the MTT Turbine Superbike. It’s the second motorbike ever to be powered by a turbine engine: a Rolls-Royce Allison model that produces 320hp. The Guinness Book of Records has named it the most powerful production motorbike—and it’s yours for $150,000. You’ll need a bit of spare cash handy; the MTT runs on jet fuel (but it can deign to run on diesel if necessary). Giving the bike a jet fighter feel are the optional extras: radar detection with laser scrambling, a rear-mounted camera and optional passenger seat. Oh, and the MTT isn’t governed. It can be expected to reach a mind-altering 370km/h.
The ECOSSE Titanium Series is a sub-genre of the Heretic range. As the name implies, it has a chassis and exhaust system made exclusively from this lightweight yet intensely strong material. The pinnacle of the Titanium Series is the FE Ti XX which has a 2.4-liter aluminum engine that produces a scintillating 225hp. The Titanium’s gas tank is made of carbon fiber, Kevlar and fiberglass, which help to dissipate energy in the event of a crash, and thus prevent a costly rupture. Not to be outdone by MV-Augusta, when a customer buys an ECOSSE Titanium Series bike, they receive a BRM timepiece from the French boutique watchmaker. The watch echoes the unique design elements of the owner’s bike and each wristwatch bears the bike’s serial number. And the cost of this motorbike plus watch combo? A gargantuan $300,000! A client from China ordered one of these machines without fluids with the intention of displaying it in his home as a work of art.
When it comes to innovation and class-leading technology, all of the vehicles mentioned here pale in comparison with ECOSSE’s mighty ES1—arguably the world’s lightest, fastest and best handling superbike (albeit still in production). The ES1 started life in a virtual world and only 10 of these 1,000cc vehicles will ever be manufactured. The bike weighs an astonishingly meager 120kg and develops 200hp. So how did they skimp so much weight? By ditching the frame, of course. Instead, the ES1 has a double swing arm attached directly to the engine. In addition, the ES1 has 50% less drag than any current superbike. This has been achieved by lowering and ‘narrowing’ the rider. In other words, the foot pegs are placed close together. Power is delivered to the rear tire via a centrally mounted countershaft that carries the chain. Rather than the usual offset method, this allows the riders feet to be positioned more narrowly. The ECOSSE ES1 is expected to command the most expensive price tag of all production motorbikes: $350,000.
The Dodge Tomahawk was the world’s most expensive non-street legal concept ‘bike’ back in 2003. Powered by a liquid-cooled 8,277cc V10 engine—sourced from a Dodge Viper—the power plant kicks out a whopping 500bhp. This behemoth weighs in at 680kg and has two front wheels and two rear wheels which move independently. Back when the Tomahawk first appeared and was offered up for sale, the asking price was $555,000. And if you thought this would make it unsellable, think again. Nine units were actually purchased. Chrysler is rumored to be contemplating going into mass production with these bikes for a far less jarring $250,000 (R1.98 million). We’ll take two, then.

Tag: Motoring

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