Just in case you haven’t noticed – the personality of the top-end sports car has changed drastically in a few short years. Size does count… and the smaller the better.
Well that’s what the manufacturers tell us as virtually every new model emerges with decreased engine size but, miraculously, better top speed, acceleration, fuel consumption and emission figures.
And the clue is in those last two words. Environmental regulations have shepherded us into a sterile new world where normal aspiration is no longer the norm and turbocharging is de rigueur.
If you are suffering from displacement envy, you could still go for a Ferrari F12 TDF 6.3-liter V12 or even a Dodge Viper 8.4-liter V10. But, I fear, they are a dying breed.
And how can you logically argue in favor of cubic centimeters when one of the fastest production cars on the planet is the Tesla Model S P100D – an all-electric family four-door sedan!
The new Porsche 718 Cayman, and it’s virtually identical topless twin, the 718 Boxter, follow the genes of the new generation and are now turbo fours rather than flat sixes and are trimmed down to a mere two liters.
In a weird way it echoes the ethos of the man who founded the company back in 1931.
“In the beginning, I looked around and could not find the car I&#8217;d been dreaming of: a small, lightweight sports car that uses energy efficiently. So I decided to build it myself,” said the late Ferdinand Porsche.
But don’t confuse economy with performance – the new 718 will whisk you to 100km/h in under five seconds and the S (with a 2.5-liter engine) shaves off another half second.
Turbo lag is fast becoming a part of ancient history and, thanks to a crafty fellow called Dynamic Boost, the new models are practically as spontaneous as their predecessors.
The Helshoogte Pass in the Western Cape linking the winelands of Stellenbosch and Franschhoek provided a fine test of the retuned chassis for dynamic cornering and the more direct steering.
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What you may miss are the gutsy aural tones of old and the subliminal thrust of the bigger engine. But get over it; you are helping to save the planet in a vehicle that is technically superior in every way.
So now that performance across the spectrum is merging closer and you can no longer brag about your brutish motor, we can get to the real selling point – looks.
And that can be dangerous ground. How do you compare a Ferrari 488 with a Lamborghini Huracán, a McLaren 570S with a BMW i8?
The difference I see with Porsche design is that they retain a more understated, almost sculptured design throughout the range. And that includes the more “modestly” priced 718 Cayman.
Porsche assert that the 718 embodies the shapes and proportions of legendary mid-engined racing cars like the 550 Coupé , the 718 GTR Coupé and the 904 Carrera GTS, which is all rather romantic.
Yet the new Cayman certainly catches the eye with a front end that is wider and more muscular in appearance, the narrow front indicator lights winking above the enlarged air intakes, and completed by the newly designed bi-xenon headlights with integrated LED daytime running lights.
And the derrière, which really seemed to be unfinished before, gets a major makeover through an accent strip in shiny black with the Porsche badge emblazoned on it and very fancy see-through tail lights.
The interior is everything you would expect from Porsche with all the controls (apart from the hard-to-find hazard button) at your fingertips amidst a tasteful, if safe, blend of leather and metal.
Although the familiar environment has been upgraded with new elements, the instrument cluster could have been blessed with a stronger dose of new age technology. Like the Audi TTS Coupé which has emerged with what is claimed to be the technological benchmark and is certainly impressive.
The virtual instrument cluster is in the form of a high resolution LCD screen that switches between a classic view with round instruments, to a futuristic full-screen view at a touch on the multifunction steering wheel.
It seems that some marques have remained conservative when it comes to forsaking the classic dials and embracing modern virtual displays.
Hopefully Porsche will lead the way in developing the future sports car with their Strategy 2025. The aim is to blend the history and values of the brand with innovative technologies. And they state clearly that digitalization, connectivity and, of course, electromobility will play a major role.
Let’s not forget that Porsche is one of the most profitable car manufacturers per unit in the world and makes more money for Volkswagen than the VW brand itself. Although VW sell about 25 times more cars!
In 2015, Porsche deliveries were up 19% up on the previous year with revenue rising by 25% to $3.6 billion. And in a tough year for global automakers, Porsche managed to keep the Zuffenhausen flag flying high in 2016.
Driven by Ferry Porsche’s dream of the perfect sports car, the company follows a plan called the Porsche Principle – basically to get the most out of everything.
“From day one, we have strived to translate performance into speed – and success – in the most intelligent way possible. It’s no longer all about horsepower, but more ideas per horsepower. This principle originates on the racetrack and is embodied in every single one of our cars.”
So reads the website blurb. And it is the way you feel behind the wheel of every Porsche.

Defending The Cayman

Ferrari, Lamborghini, Maserati. There is an exciting ring to those names, but that ring comes at a price.
And you can expect to forfeit a dowry of more than $200,000 to marry into the top-end of these Italian families.
But there is a classy cousin with style, performance and the badge that turns heads… coming in at around a third of the asking price – a shade over $80,000.
The Maserati Ghibli is offering Italian supercar style and status in the luxury executive car segment after an absence of nearly two decades.
Clearly in the sights of the new entry-level Maserati are the Mercedes Benz E-Class, BMW’s 5 Series, Audi’s A6, the Jaguar XF and a host of other sporty saloons which have a slightly leaner price tag.
If the name Ghibli seems familiar, it was originally a V8 Grand Tourer released in 1967 and then a four-seater coupe in 1992.
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It seems that Maserati, now nestling under the massive Fiat Chrysler empire, decided a few years ago to do something special for its 100th birthday and build a scaled-down Quattroporte limo for the moderately well heeled.
And, like the wind it is named after, the Ghibli has blown apart all the tired sales figures for the brand.
In automotive terms it doesn’t really make sense, especially in recent years of conservative global growth, and at times decline.
It’s hard to comprehend that Maserati sold a mere 6,200 units in 2012 and almost seven times that number last year – with the Ghibli clearly leading the charge for growth.
And that’s before the next major model release, the Levante luxury SUV arrives to cross swords with the Porsche Cayenne and Range Rover Sport.
Heady days for the assembly line at the new Giovanni Agnelli plant in Turin and also some extra shifts for Ferrari, in Modena, crafting the Maserati-designed engines.
It’s a belated tribute to the Maserati brothers, Alfieri, Bindo, Carlo, Mario, Ettore and Ernesto, who were all involved with automobiles from the beginning of the 20th century.
It was all about racing in the formative years. Then in 1926 the production of two-liter Grand Prix cars for Diatto was suspended and the first Maserati was engineered bearing the now famous marque.
When you see the Ghibli in the flesh you may want to give Marco Tencone, head of design since 2009, a pat on the back.
It may be called an entry level Maserati, but it lines up against the big guns on the showroom floor without any reflection of the smaller dent in your bank balance.
Its eye-catching, flowing lines which radiate from the iconic, but rather daunting, grille hold your breath all the way to the menacing exhausts without ending in a disappointing Panamera-like rear.
What I like about the interior is the classic simplicity. Essentialism rules in this design, where no controls are there for the sake of fashion, the dials are stark and clear and the multimedia screen and system is superbly logical.
But don’t mistake a lack of frills with a lack of exclusivity and craftsmanship.
“The fact is that, with Maserati, you bespoke your car. The combinations are endless and it’s not a luxury car unless you can personalize and tailor it for the specific customer,” says Rens Rademeyer, General Manager at Maserati Johannesburg.
“The focus is on the quality of workmanship and materials.”
To be honest, I was expecting a rather sedate drive in the Ghibli S. But the acceleration is rampant and at times it’s difficult not to wheel spin at the lights.
All the Ghibli models, including the ground-breaking diesel, are powered by V6 3-liter twin turbo engines. The five-second S gets that extra boost thanks to some fine engine mapping and components.
On the negative side, there was a perceptive turbo lag which seemed to be minimized in manual and the rather sturdy oversized paddles are a lot more fun to communicate directly with the eight-speed ZF transmission.
That’s possibly why the gear selector seemed a tad finicky and seemed to stray into manual if not closely monitored.
The ride is superbly smooth and the Ghibli glides over the plethora of city speed humps without the neck-jarring suspension of some competitors.
And, on a rather personal level, my ungainly two-meter frame felt ever-so snuggly cosseted on those painstakingly padded and stitched seats.
Even if you’re not behind the wheel of a Quattroporte, there is a distinct brand cachet. Without being too esoteric, beyond the nuts and bolts of manufacture, there is an element of prestige riding behind the trident badge. You notice it in the attention of a petrol pump attendant or even the nod of acknowledgement from a fellow motorist at the lights.
But here’s the rub. Even with projections of a ceiling of 75,000 models (across the range), Maserati will battle to keep up with the fast developing technology of the major German luxury trio.
To put it blatantly, you may look like a million dollars in your Ghibli but you will be missing many standard features of the mass produced rivals.
That is the trade-off.
“A lot of these so-called features are gimmicks,” says Rademeyer. “We are giving our customers a pure driving experience, we are not selling smartphones.”
Rademeyer extends the same personal service to the new showroom, in the plush Johannesburg suburb of Bryanston, where he pilots the Italian coffee machine to turn out a pretty mean cappuccino. All the staff have to train as baristas.
But maybe they should offer customers a Foster’s lager after hours. That’s because the franchise holders for Maserati in South Africa are now European Automotive Imports (EAI), who are aiming to build on their success with the brand in Australia.
“Our goal is to transform Maserati’s position in the South African market to offer a new benchmark for exclusivity and customer service,” says EAI Chief Operating Officer, Glen Sealey.
“We have been very successful in Australia and our appointment in South Africa is an outstanding vote of confidence and a clear acknowledgement that we have the people and expertise to succeed.”
What this means is that Maserati is no longer under the wing of Ferrari and is flying solo.
Maserati re-enters South Africa with its complete model offering of the Quattroporte, GranTurismo and GranCabrio ranges.
A Maserati dealership has just opened in Cape Town, on the foreshore near the International Convention Centre, and plans are underway to find a partner in Durban.
Perhaps the critical element of the expansion is to ensure that the resale values stabilize and servicing standards are up to scratch.
“Globally, the brand is ramping up all the dealer management and customer relationship systems,” says Rademeyer.
“But the systems are there to help us manage relationships with our customers, so we don’t depend on automation. But it helps us to manage the personal interaction with our customers. We have volume aspirations but will never be a brand-considered mass-produced [car].”
It’s a swaying tightrope that Maserati have to walk between the prestige of the trident badge and bidding for a bigger slice of the market segment.
As the Italians say to wish good luck: in bocca al lupo!

Italian Beauty Back In Africa

Out of high school and straight to flying school, Nicole Swart seems to have figured out her aspirations at Concorde speed. She acquired her pilot’s license at the age of 19, when most girls are only just beginning to dream of high-flying careers.
Starting out as a receptionist in a cleaning company to save enough for her instructors’ course and clock up enough flying hours, Swart is today officially the first person on the continent to be awarded a license to fly drones – and she is only 23.
To the uninitiated, a drone is an aircraft without a pilot onboard. Its flight is controlled either autonomously by inbuilt computers or by remote control. Two weeks after remotely-piloted aircraft systems were integrated into the South African civil aviation airspace, Swart was handed the license.
Any comparisons with Star Wars and military drone strikes are quickly dispelled by her; it’s a world away from being mere instruments of war.
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“Drones used to be for the military and transporting things, now they’re for crop-spraying. The more advanced the equipment, the more weight it can carry. I don’t foresee drones carrying passengers soon but maybe in about 50 years,” says Swart.
She holds the ‘highest’ pilot’s license – the airline transport pilot’s license. When she’s not flying planes or remotely-piloted aircraft, she is working as a testing standards officer, aviation personnel standards, at SACAA (South African Civil Aviation Authority).
“With flying, it is all about hours. I built up 1,500 hours which is enough for an airline transfer pilot license after I reached the threshold of instruction. I began with the Civil Aviation Authority and was placed in the Unmanned Aircraft department where we had to do research and help develop regulations,” she says.
Working with unmanned aircraft ignited a new passion; Swart went into training and saw an opportunity to learn about drones.
“I didn’t know about it before. They took off in 2007 – the military used it and now unmanned aircraft are in South Africa. It’s crazy,” she says.
A lot of the theoretical components were similar to manned aviation but from a technical point of view, it was an entirely different world.
“The flying side is very different from manned aviation. With an aircraft, you are physically inside it. If you turn right, it turns right. With drones, you have to imagine yourself in the aircraft. It isn’t as easy,” she says.
“This is where aviation is heading to – the future is in unmanned aircraft. You get different types, from 50 grams to seven tons – the range of drones is crazy. I flew a two kilogram remote controlled drone. Basically training is to understand the concept but my interest is in the complex ones where one uses data links and satellites and GPS points,” she says.
South Africa is one of a handful of countries around the world to have introduced comprehensive regulations to guide remote pilot operations.
“Being a third world country, no one expected us or anyone in Africa to be developing regulations. It is a huge deal – we are getting feedback from other countries. They want our advice on how to regulate their countries.”
For Swart, getting her drone license is just the beginning for breaking gender boundaries. She’s setting out to challenge the jokes about female pilots by flying right through the glass ceiling.
“People joke about gender but in the flying world you have to work harder and prove yourself. Once you enter the world you will do anything to be a part of it and work your way up. When I was a student there were 10 girls out of 300. When I left the school, there were 100 females,” she says.
Swart is only just embarking on her journey. She holds the first drone license on the continent and is on her way to becoming a commercial flight pilot, a flight instructor and examiner, but her first few flights have stuck with her.
“I didn’t think I would be ready for my first solo flight – I didn’t even know it was happening. They call the route a circuit. The instructor told me to stop – I thought I had done something wrong but he said ‘now you are flying by yourself’. It was the best feeling of my life. Every time you take off you get a rush and no two landings are the same. I have never experienced anything greater,” she says.
“Once I had a gear emergency, my gear wouldn’t come down which is quite a big deal as you need your wheels. I followed steps and all my training paid off and I had to handle the emergency and land safely.”
Needless to say, she made a safe landing – following protocol to a tee without breaking a sweat. The sky certainly isn’t the limit for this pilot.

Nicole-033

Something To Drone About

It made a thundering entry in 2010, turning heads with those iconic gullwing doors and wheel-spinning performances without the hint of a turbo.
I loved its raw, rumbling power and obnoxious presence. I smiled modestly when crowds gathered at shopping centers – only to find out that they really wanted to see the gullwing doors in full flight.
And then they giggled rudely as I extricated my two-meter frame from the low-slung cockpit.
The SLS, in various guises from Blackbird, to Roadster to the Final Edition last year, sold well and still seemed to have many more years before its sell-by date.
But she has gone. So goodbye SLS and hello AMG GT.
But here’s the good news. AMG have developed their second in-house sports car, with matching performance and more refined driving and racing features, which will leave you with about $75,000 in your back pocket.
The difference is that you won’t be driving a so-called supercar, which comes as a huge relief because it is the most difficult word to define.
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So a Nissan GT-R, with the performance to embarrass virtually all the Italian hotties, is a mere sports car while it seems anything with a price tag of $250,000 or more is a supercar?
The two-seater AMG GT, kicking off at a shade over $120,000, puts you squarely in the classic sports car fold where the Porsche 911, the Jaguar F-Type R, the Audi R8 V10 and the daring BMW i8 are just some of the rivals in hot pursuit.
And thank goodness the AMG GT doesn’t feature those fly-through doors – after all, that look goes back to the 1950s. And they’re bad for your back!
It is being labeled as the 911 fighter and it could give you a headache trying to decide between the two. That’s if having a couple of back seats isn’t a major consideration.
While most sports car manufacturers have busied themselves with making their steeds look more menacing with toothy bear grilles, the Porsche people have focused on classy, flowing lines. This is not a physique that lays down the gauntlet at the lights.
The Merc does have a more macho look with sculpted and slanted LED high performance headlights nestling next to the three-dimensional “diamond” radiator grille and above the daunting Airbus A380-like air intakes.
Head of Design, Gordon Wagener, calls it a “setting in which the driver can experience the consummate combination of beauty and intelligence.”
The design ethic extends to the interior with the cockpit and controls being compared to a fighter jet – albeit a lot more sophisticated and comfortable!
As you pour yourself into the hip-hugging driver’s seat, you are embraced by the high wing-like center console and fairly close windscreen which make you feel like an integral part of the GT’s DNA.
The controls are conveniently spaced on the inclined V-shaped center panel and it’s a huge relief that Merc didn’t opt for the gear lever on the steering wheel. So wrong for a performance car!
I couldn’t understand why some scribes complain that the gear lever it is set too far back on the center panel… then I remembered that my seat is virtually pinned to the boot! So perfectly designed for me – if not for my wallet!
But it’s under the protracted bonnet that the real difference between the SLS and the GT is discovered.
Out goes the naturally aspirated 6.2-liter V8 and in comes the new 4.0-liter bi-turbo produced under the “one man, one engine” principle.  In sheer calculation, it’s not quite such a powerful brute, but test it on the track and you are left in no doubt that the GT is ferociously fast and the handling is much more precise.
With a dab of your right foot you are rewarded with a kick in the back akin to lighting the boosters of a Lightning fighter jet. The GT will hurtle you to the ton in four seconds and the S shaves off an extra two-tenths of a second.
I hope you don’t test the top speed of 304 km/h along Sandton Drive. You have to keep a beady eye on the speedo with this Merc as it tends to gallop when you think it is at a canter – and the traffic cops don’t see this as a valid excuse…
What is a sports car without an aural accompaniment and the throaty roar, which makes Metallica sound effeminate, certainly hasn’t been lost in AMG’s second production.
Turbochargers don’t always improve the exhaust notes, but some careful tuning and variable exhaust flaps (activated at the flick of a switch) make sure that you keep the neighbors awake – and green with envy.
But the GT is also quite happy to quietly poodle along to the golf course on a Sunday morning. And, believe it or not, two sets of clubs can fit in the hatch-like boot.
What is in short supply is visibility. So if times are tight, scratch the Burmester high-end surround sound system at $5,500 off the extras list and get the reversing camera at a mere $400.
The Merc AMG GT is going to demand attention wherever you go and hitting a trolley at the shopping center is going to spoil the show.
The GT is just the start. A Roadster is on the drawing board, possibly a GT3, and expect more exciting variants to boost the division towards a target of 70,000 performance cars by 2017.
But the classic sports car niche is also competitive.
Jaguar has left behind any remnant of its conservative, regal image with the F-Type R V8, which has jaw-dropping looks and also blurs to 100 in around four seconds. It is in the performance and price range of the AMG GT.
And that’s where the Audi R8 V10 is just on the fringe of the classic pack. Audi has launched a new offering which is futuristic, angular and very Star Wars, which we will only see later this year. While the all-wheel drive car is bound to be swift (3.5 seconds or less) it will probably also push the classic sports car budget at a price of around $190,000.
So many decisions… so little time. And to present you with even more of a dilemma there is the BMW i8 gliding quietly onto the starting line.
It is the bravest production from BMW for many years with a galactically molded shell made from carbon fiber reinforced plastic. And the interior is just as evolutionary and exotic. You are given the alternative of going green or putting your right foot down and engaging all the horses – much to Al Gore’s disgust!
So there you have it. Spoiled for choice and what an enviable decision to make.
My virtual money is on the AMG GT. I was in love with the SLS and the GT comes in at an extremely combative price. All that was good about the SLS is enhanced and refined. What was questionable, like those gullwing doors, is siphoned off.
Maybe that’s why it is the World Performance Car of 2015.

Beauty And Intelligence  With A Kick

The gathering of the nerds. You would think you wouldn’t hear yourself over the explosions and crossfire on their screens. Instead there is barely a whisper; the silence of the nerds if ever there was. It’s an eerie experience watching 2,500 gamers in Africa’s largest LAN (local area network), held at the Really Awesome Gaming Expo (rAge) in Johannesburg, South Africa, in almost monastic silence.
Just a gentle tip tap on their keyboards and the odd click of a mouse with 2,500 pairs of eyes glued to their screens for three days and nights.
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Row upon row of geeks sit at their orange tables with their computer towers glowing in the dark and two-liter bottles of cool drink never far away. Some nap on inflated mattresses; others merely sleep on their keyboards.
It’s not a question of come as you are, rather come as you want to be. They call them cosplayers, or in English, the people who dress as the characters on the screens. One of them is 23-year-old au pair by day and cosplayer by night Lauren Mutch, who enjoys dressing up as Naruto, the Japanese based cartoon anime hero. Mutch is learning Japanese so she can go to the Mecca of anime to teach English and, one day, become a narrator in an anime series.
“I love anime. I thought to dress up as these characters would be something really cool, so why not try it? It’s a way to celebrate your fandom with other people. I wish I had my Naruto contact lenses now to show you, I left them at home,” says Mutch.
Someone who didn’t forget his anime eyes is Douw ‘Silver Angel’ Kotzé, dressed as Uchiha Itachi, another character from Naruto. His creepy Mangekyou Sharingan lenses are hard to miss. Elsewhere a thin Batman hangs out by the shawarma store, an award-winning married Legends of Zelda couple look for new games to play and a 20-year–old Syndra from League of Legends is at home posing for photos with zealous followers.
Just an ordinary weekend for the 33,000 nerds who flock to catch a glimpse of the latest in all things geeky; from computer games to comic books.
“Overall we’re seeing gaming and the geek tech genre growing all the time, if the show is anything to go on,” says Michael James, rAge owner.
Speed is everything for a LANer. It’s so popular; James had to install a 2-gigabyte-per-second line (Gbps) to provide enough bandwidth to keep the gamers happy. This is a thousand times faster than what most South Africans live with on their 2-megabyte–per-second lines.
“We even had a hiccup with the internet one year when we couldn’t supply enough bandwidth. But now we’re 100 percent sorted out and we’re 100 percent sorted out with the network,” says James.
But rAge is a small drop in the ocean for an industry that’s worth $217 million in South Africa, according to a report by PricewaterhouseCoopers (PwC): South African entertainment and media outlook: 2014 – 2018. By 2018, it is expected to grow to
$335 million.
It’s not just Africa that is enjoying the boom. Nerds worldwide are making millions in eSports. Twenty million people tuned in through online streaming to watch The International 2014 finals of DotA 2, a strategy game where two five-man teams face off in a battle to destroy each other’s base.
Ironically DotA started as a custom map in 2005, made by fans of World Craft 3. It became so popular that it launched a whole new genre of computer gaming Multiplayer Online Battle Arena (MOBA). The winners of the finals, Chinese team ‘Newbee’, pocketed $5 million from a prize pool of roughly $10 million.
This is not the only game to rake in millions of viewers. In 2013, the League of Legends finals drew 32 million viewers. Still not as close as the Super Bowl XLVIII final which drew 111.5 million.
It’s not just computers – mobile games are on the rise. In 2013, PwC noted that King’s Candy Crush Saga, a mobile social game, was downloaded 500 million times. By 2018, it expects South Africa’s mobile gaming market will rival console games for the leading platform for video games.
“Digital is making a huge inroad, so guys like Steam [an online gaming and shopping store], people are buying games there instead of in a shop,” says James.
Gaming has become so big that it’s believed to be larger than the movie industry.
“If you add the consoles and all the hardware involved, it’s probably getting around to where the movies are at the moment. Every avenue I’ve kind of looked at or investigated has gone onto speculation. It’s not a very definitive thing because gaming is so wide and broad. But it must be very close,” says James.
Disney’s Iron Man 3 took 23 days to hit $1 billion in sales, and is now currently the 6th highest grossing film according to Box Office Mojo. Rockstar’s Grand Theft Auto V, the violent role playing game, grossed $1 billion in just three days after being released by its parent company Take-Two Interactive.
The nerd herd in their rising millions will be sure to argue this in front of their desktops long into the night.

The Nerd Herd

When it comes to an Aston Martin you immediately think of noble British heritage, breathtaking design, stellar racing pedigree, unparalleled beauty and, of course, James Bond.
The Aston Martin Rapide S ticks the boxes for all of these categories. It is one of the most provocative cars I’ve ever laid eyes on. It is modern yet proudly asserts its heritage. It’s bold but not obnoxious; commanding but not dictatorial; and proud but not arrogant. It turns heads and causes hearts to flutter.
The Rapide S is almost entirely handcrafted. Every stitch in the seats and every inch of the dashboard, steering wheel and door inlays have been tirelessly and carefully sewn by human hands. Some of the aluminum body panels have been molded in the same way. The engine, similar to that of the Mercedes AMG, has been entirely put together by one person. The leather on the sumptuous seats is from the famous Bridge Of Weir leather company. They farm their herds of cattle in a location in Scotland where the conditions are so perfect that the cows are blemish-free.
The interior spec options include every type of trim – from bamboo, mahogany or walnut woods to carbon fiber woven panels. The Aston Martin key fob is topped by a Swarovski crystal, within which is embedded the Aston Martin logo. The badges that carry the same logo and sit gracefully on the boot and bonnet are made by an old and trusted jewelry company. They too, are entirely crafted by hand.
The fairy tale continues when you learn of the Q division – derived from the James Bond movies. This division is where the real magic of craftsmanship happens. Q division offers owners a unique personalization service, where an owner can design the car they have always dreamt about. Obviously the basic mechanical design and architecture of the car won’t change but everything else can. Q by Aston Martin is defined by detail, individuality and design statements. Bronze control rotaries, uniquely crafted carbon fiber fasciae and painted front splitter blades are just some of the options available to create a car that is as unique as its owner.
Amid global pressure to reduce emissions, Aston Martin is adamant that they can lessen their impact on the environment with the use of naturally aspirated motors. In the engine bay of the new Rapide S sits another work of art in the form of a white Aston Martin 6.0 Liter V12 handcrafted engine. It’s the same engine inside the DB9 and Vanquish models, albeit with slightly different outputs. Push the crystal key start button in the middle of the center stack and the car bursts into life like a beast that has just been awakened. The sound is glorious.
Controlling the transmission is done via buttons on the center stack as well. They have graced Aston Martins for some years but they haven’t lost their beauty and add a touch of class to the fairly complex control panel.
In Normal driving mode, the car is exceptionally comfortable; more than you’d expect from a GT car with a V12 engine and intentions of immense performance. The ride is soft and smooth, befitting of a luxury four-door saloon. But the Rapide S is not a saloon; it’s a sportscar that happens to have four doors and four individual seats. When you bury your foot into the floor, the true excellence of that V12 engine is evident. The delivery of power is smooth yet the gathering of pace befuddles the eyes. Again, the soundtrack is spectacular especially as the active bypass valves open in the stainless steel exhausts.
The car will reach speeds close to 306 kilometers per hour, the claimed top speed. It’s a car that involves the driver entirely. You need to rev this car hard in order to truly capitalize on its talents. At times, it feels slower to respond than you’d expect, until you eye the speedometer and realize you’re gathering immense speed. That’s just how the V12 works. 0-100km/h is claimed to take 4.9 seconds.
Switching the adaptive dampers to Sport mode changes the suspension characteristics significantly and the comfort I mentioned before is thrown out the window to make room for an expectedly harder ride and sportier suspension. In Track mode this is even more evident and the car can be thrown around bends with gusto; enough to make you forget that this car is a two-ton machine. It is not as sharp as a Porsche Panamera but it’s certainly in sports car territory. On turn in, you can feel the weight playing against you a little and in hard corners it feels slightly uncomfortable. It’s a car more at home playing the GT game, out on the open road eating up the miles.
The Rapide S costs over $302,000 but one has to wonder if the car really needs to be measured in numbers. Possibly not. It plays in a league that is as much about engineering as it is about romance.
It does have some flaws though. The rear is very cramped and there are also varying levels of quality on the central console. There are some beautifully crafted buttons that sit in the middle of material that is on the opposite end of the quality scale.
The Aston Martin Rapide S is a car that has a sense of occasion; a car that is more about leaving and arriving, a car full of magnificence that leaves you in awe. It should be described as a classy choice; a car that you know is better without any logical explanation; the car you buy with your heart rather than your head.

A Car For Your Heart,  Not Your Head

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

It’s no secret that Porsche remains one of the most profitable car companies and when you understand the DNA of the company, it makes sense. Ironic as it may appear, I’ve chosen to demonstrate this by using the most unlikely candidate of the range: the new Porsche Cayenne S V8 Diesel.
The new generation of Porsche Cayenne differs greatly from the inaugural SUV. The car has adopted a safer design and is more at home within the wider Porsche family range. It is one of the better looking SUVs on the road, but perhaps not from a macho viewpoint, like a Land Rover Discovery or Toyota Prado. In true Porsche spirit, form follows function. The sharp bonnet, slimmed flanks and flowing mirror design hint at the fact that  it was designed to be a sports car, and the rear spoiler pays homage to the iconic and jaw-dropping Carrera GT—all this for an SUV.
Although you would never guess it judging from the outside, the Porsche Cayenne is larger than its predecessor. From the inside, your guess would change, as the airy cabin provides ample space, especially for rear seat passengers. The rear seats can be moved forward or dropped to reveal a cavernous 1,336dm3 of load space. The cabin is typical of Porsche, with solid metal pieces and inserts for door handles, seat controls and air vent surrounds. The control panel rises to meet your hand, very much like the Panamera models. As beautiful as the design is, the ergonomics are spot-on with everything simply laid out and easy to use.
What must be stressed with the Porsche Cayenne S and other Porsche models, is the extent to which the owner can tailor the car to suit their taste. This so-called Porsche Exclusive experience allows for the personalization of each car. Most brands provide a list of exterior and interior appointments from which to choose, but Porsche allows you to craft your own unique Cayenne with options not commonly found on brochures. Think embossed seats and armrests in your own name; backlit doorsills or outrageous paint schemes, such as painting the inside lining of the wheels. Imagine it and Porsche will do it. Of course, this exclusivity comes at a cost because vanity has a price tag.
The jewel of the Cayenne S Diesel is the 4.2 liter twin-turbo V8 engine. With a whopping 850Nm and 281kW torque, it is the most powerful diesel engine in its class and is superb. It will outperform and outgun most cars. The time it takes to accelerate from 0-100km/h (5.7 seconds) shouldn’t be relevant in this type of car, but it is because it’s a Porsche after all. It is a beast to drive especially when you have the optional PASM (Porsche Active Suspension Management) system in Sport mode. This electronic damping control system makes the car run like a sports car. It is planted, surefooted and composed, even in the most dire of circumstances. Another option is the Porsche Torque Vectoring (PTV) system that enhances the overall dynamics of the car by varying the torque to the engine and chassis to optimize handling. It’s brilliant when you consider that this is still an SUV that weighs more than two tons.
In Normal mode the car is everything you would expect in the way of comfort and road manners. I found the ride a little harder than the likes of a Mercedes-Benz ML, but not uncomfortably so. The model I test drove was fitted with 20-inch wheels, which would affect the ride to some degree. It’s a car that is as at home in comfortable driving situations as it is when driven with a bit of gusto.
That being said, the off-road capabilities would come into question when considering its sporty dynamics and impeccable road holding. While less than 10% of Porsche Cayenne owners use their cars in serious off-road conditions, that hasn’t stopped Porsche from producing a car that is as capable off the road as it is on.
This car is packed with off-road ability and Porsche has made it as easy to use as all the car’s other features. You can raise the ride height; engage Off-Road mode and Hill Descent Control (HDC) with just a few clicks of the rocker switch on the console. The immense torque will do all the heavy lifting and the system distributes the most power to the wheels with the most traction. I’ve tested all of the Porsche Cayenne models in serious off-road situations and I was genuinely impressed with its prowess.
The Porsche Cayenne S V8 Diesel costs around $96,000 and is good value for money. This particular car is the pick of the entire range but it must also be a consideration across all other SUV brands. It is Porsche South Africa’s best-selling model with more than 110 sold every month.
The car remains true to the traditional sports car enthusiasts but also lures many of the non-traditionalists. It’s flanked by a classy and personal ownership experience and is backed by an impressive piece of engineering.

A Family Car That Packs A Punch

Meet the BMW X6 M50d, a rare turbo diesel-powered machine coming straight out of BMW’s motorsport division factory. Similar to the electric-powered 1 series active E and Mini E, BMW is proving with the X6 M50d a Sports Activity Vehicle, that you don’t need petrol to have fun.
Diesel motors, once considered dirty, grafting tools for the working class, are now intertwined with luxurious high performance motoring. In essence, what was utilized as the means of production is now on the high performance menu for the bourgeoisie.
The styling of the X6 has been debated, but it’s what we’ve come to expect from vehicles targeted at the left wing, SUV niche market. As subjective a topic as design is, I think the X6 dressed in an M-Sport body kit hits the nail on the head. On to the exterior, the X6 M50d looks impressive with the M-Sport signature hallmarks and the 20-inch double spoke BMW motorsport alloy wheels are menacing to the eye. A visible M-Badge on the boot lid rounds off the finishing touches and will certainly keep those behind you in check.
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Distinguishing it from the initial model is a nip and tuck on the exterior, which includes a broader grille, repositioned fog lights, rejuvenated rear lights and new color shades, that accentuate the big bodied BMW.
The interior is awash with quality leather with alcantara stitching. All the controls fall easily into the driver’s hands. The front electrically-adjustable sport seats are both comfortable and offer good lateral support in the mid corner.  As we’ve come to expect with BMW’s high-end cars, fit and finish is exceptional and there is an aura of quality as you open the door.
Interior M-Sport hallmarks come in the form of an M-badged leather steering wheel and gear shift, summed up by door sills bearing the M-Performance logo.
The talking point is the triple-turbo 3.0 liter diesel engine, which is the most powerful six cylinder diesel. It’s an advancement of the twin turbo 3.0 liter six cylinder engine that powers the X6 3.0d and X6 4.0d variants, and is the first diesel fueled vehicle that sits right below the petrol powered V8 M-badged vehicles.
The 3.0 liter diesel is not a creamy smooth affair. When idling, it exposes its agricultural traits but that’s the price you pay for free-flowing power, which comes at the command of your right foot. As you sweep through the revs the engine emits a growl that finds its way into the cabin, through the hi-fi loudspeaker Logic 7 system. The remapped eight-speed gearbox was well composed and decisive during gear changes, and with sports mode engaged the revs fly upwards.
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The X6 M50d is not oxygen starved, and is supported by the most advanced life support system yet. There are three turbos feeding the motor, two small ones and one big one. Lag is virtually non-existent at low speeds. More turbos equal more thrust, and that is what sets it apart from the regular BMW range. The lag, which presents itself at take off in the twin turbo variants is covered by the third blower under the lid that features a dome shape for obvious reasons. Adding a third turbo alters living conditions.
More pressure equals more output and torque. These three blowers return a mammoth torque delivery of 740Nm trumping the 680Nm of torque the X6 M possesses.
M-specification chassis set-up produces accurate steering and precisely controllable, agile handling, when driving on the road. Regular reality checks of the speedometer are recommended or you risk finding traffic fines in your post box.
It’s safe to deem the triple-turbo X6 M50d suspicious, but not guilty. This could be BMW’s guerrilla warfare against Audi’s S line and Mercedes Benz’s AMG tuned cars. However, the X6 has no direct competitor so it’s cunning to think which performance model it’s gunning for.
On paper it’s not far off the rival petrol-powered performance cars, achieving a zero to 100km/h in 5.3 seconds—not shabby for a vehicle weighing two tons. In return you get a low consumption of 8.0 liters per 100km from the 280kW monster. Once again BMW has successfully put its dynamic efficiency philosophy into play, turning expectations onto their heads.
Expect to pay over R1 million ($100,00) for the BMW X6 M50d, however, if the winds of change continue to blow, diesels with the help of turbo charging may soon become the ultimate performance machines.
What you are paying for is perhaps thrilling raw power, economy and a long list of standard options. That’s enough to make you feel
empowered.

The Seat Of Power

I’ve driven a Lexus before, I know to expect the trademark luxury, refinement, comfort and the executive feel but the Lexus GS450h F-Sport is so much more&#8230; It’s a hybrid that’s super fast.
Lexus’ new baby is a hybrid car and the first of its kind I’d ever driven. It made for a good start. In one moment I could pose as a tough businessman who’s made it and has a howling V6 rear wheel drive executive sports saloon to prove it. In the next moment, and at the push of a button, I could be the world-peace advocate who hugs trees.
The car has four driving modes. EV mode is when only the battery is being used. The battery has to be sufficiently charged and this mode is ideal for driving at low speeds. It’s eerily silent but highly entertaining when you sneak up on people before honking. ECO mode is when the car is powered by a combination of the electric motor and the engine. It delivers decent performance with reduced fuel consumption and emissions. Sport and Sport+ modes transform the car’s throttle response and handling to give you a sharpened, engaging and, dare I say it, a fast car to drive.
The GS450h is driven by a V6 petrol engine that delivers 213kW of power but it also features an electric motor that is capable of delivering 147kW of power. However, don’t add these figures together to work out the combined power because it isn’t 360kW. These systems work seamlessly together to deliver a combined output of 252kW of power and that is all carried to the road through a CVT gearbox.
Hybrid cars are not new to the market and they are clearly becoming more popular as consumers look for a cleaner, greener drive. BMW has recently released its hybrid models and the 5 Series ActiveHybrid is in direct competition to the Lexus GS450h. BMW claims 6.7l/100km and Lexus claim 6.2l/100km, both of which are fantastic consumption figures for cars of this size. I managed to average an 8.8l/100km and that was on the combined cycle.
Let’s not forget that we are talking about a luxury sedan capable of seating five adults in a contemporary cabin with an oh-so-crisp Mark Levinson sound system. I particularly liked the simplified facia design that has been made possible by Lexus incorporating a huge multimedia unit into the dashboard. The 12.3-inch display is one of the best on the market and carries a lot of information, should you want it. Lexus has made use of a “mouse” type controller for the multimedia display and though it is placed in an easily reachable spot it isn’t user-friendly, especially when driving on uneven surfaces. The idea is good, but the system is way too sensitive and can be quite annoying.
Further experience of the interior of this car makes you realize the levels of craftsmanship and detail surrounding you. The electric-powered seats feature heating and cooling and has technology to only feed air to the seats that are actually occupied. (These guys take energy-saving seriously). I had no issues of space in the front and rear and the boot space has not been compromised even with the battery packs being packed in there.
It’s a car that will turn heads. Looking at it, you’ll appreciate the new wave of Lexus design. The angular “spindle” grille is apparent on all new Lexus models and not counting the LFA hypercar, the design suits this car best. It’s a good looking car with some aggression and some sophistication thrown in.
You’ll also notice the Lexus logo on the front and rear of the car is surrounded by a blue hue. The color indicates the hybrid version of the car. The F-sport version that I drove also wore 19” charcoal alloys that gave it a unique presence especially as the car I test drove was black.
Choosing a Lexus GS450h F-Sport would be an easy choice for me if I was in the market for this level of car. At $88,400 it’s competitively priced especially considering the fuel-saving and emissions saving this car offers. You do have the choice of diesel alternatives from other brands, but this car does everything you may need a diesel car for. Fuel-saving? check. Reduced emissions? Check. Entertaining drive? Check. It arguably has the last word in refinement, luxury and comfort too. It looks classy but has a flair of sportiness. The drive is whatever you want it to be—civilized should you choose, or tail-wagging fun. And isn’t that what technology should be about? Giving you power and freedom to choose when you’ll use that power. This car gives you everything; you just decide how and when let it really roar.
Recent research showed that South Africans are not in love with the Lexus brand as much as they are with the likes of VW; Audi; Mercedes Benz and BMW. A few months ago, I possibly would have been in that group of South Africans, but now, I am a big fan of the brand because I’ve had a taste of luxury as Lex

I Spell Love L-E-X-U-S

Unlike the more glorified test of man and machine (such as Formula One), rally racing has for decades been relegated to an inferior position in the hierarchy of tests of endurance. Yet this demanding sport actually predates F1; finding its roots in 1894 when horseless cart races dominated the city of Paris. Monte Carlo was the scene for the first official rally in 1911 and soon, city-to-city road races sprang up across France and Europe.
These races gave birth to those elements we still enjoy in modern rallying, such as time trials and the use of road books and route notes. Drivers had to weave between pedestrians and animals while covering distances as great as 1,178km—sometimes without any rest periods in between. Safety naturally became an issue, as the clunky vehicles got increasingly faster along those inhospitable tracks. The sport was banned in France for a brief period but soon, purpose-built tracks were developed and the sport came into its own.
A name we now associate with two-wheeled competitions, the Tour de France, began originally for rally drivers and kicked off in 1899. The most famous of all rallying competitions began decades later in 1977. Thierry Sabine was travelling through the Libyan desert on his motorbike when he got lost. Struck by the austerity and beauty of the landscape, he vowed to share his discovery with as many people as possible when he finally made it back to France.
Sabine mapped out a 10,000km route from Europe into Algiers, across Agadez and finishing in Dakar. To mark the birth of the Paris-Dakar rally, he coined the following motto: “A challenge for those who go. A dream for those who stay behind.”  But this competition became a nightmare for 58 competitors who, since the inception of the challenge, lost their lives in pursuit of glory. One of South Africa’s most renowned Paris-Dakar competitors, Alfie Cox (who’d made the transition from bikes to cars), narrowly escaped death in January this year when his Volvo XC60 suffered power-steering failure. The car burst into flames and both Cox and his co-driver, Jürgen Schröder, had to be airlifted from the scene. Unforgiving terrain and mechanical difficulties are not the only threats to competitor safety. The rally had to be cancelled in 2008 due to security issues in Mauritania and the competition shifted to South America in 2009. It has stayed there ever since.
Thanks to its challenging conditions, Africa has hosted some other, perhaps lesser-known events, such as the FIA African Rally Championships (which takes place in Zimbabwe, South Africa, Zambia, Kenya, Uganda, Tanzania, Rwanda and Madagascar), the Kenya Airways East African Safari Classic, and the colloquially-termed Put Foot Rally.
Legend has it that the East African Safari Classic grew out of a conversation motorsport enthusiast Neil Vincent had with his cousin Eric Cecil. Vincent is attributed with saying: “I can imagine nothing more boring than driving round and round the same piece of track. But if you will organize an event where we can get into our cars, slam the door, go halfway across Africa and back, and the first car home is a winner, I’ll be in it.” In 1953, the competition took off under the guise of a tribute to the coronation of Queen Elizabeth II.
The Put Foot Rally, unlike all the rest, emphasizes the social element rather than competition. It is aimed at bringing attention to tourism in South Africa and an appreciation for the wildlife and natural beauty that make up this fair land. But ultimately, rallying is about rivalry and economics—it’s a proving ground where manufacturers test their latest technology (which we as consumers benefit from). These competitions also generate financial rewards for the local areas hosting them.
Take the Toyota Kalahari Botswana 1000 Desert Race for example, which takes place on June 22-24 every year. Since 1975, this has been considered the ‘Comrades Marathon’ of all off-road events. At the launch of this year’s race, Onkokame Kitso Mokaila, Botswana’s minister for environment, wildlife and tourism, mentioned that the rally contributed “millions of pula” to their country’s economy with the bulk of the money being spent on food, transport, accommodation, entertainment and petrol. Businesses in the vicinity of the race route also mentioned increased sales during the annual event.
The technology required to build a car that’s capable of taking on extreme terrain is simply astonishing and begins with a frame that’s not only lightweight but capable of withstanding severe punishment. The frame doubles up as a roll cage and, according to FIA regulations, needs to be able to withstand up to 16.9 tons for a defined area. Driver and passenger safety of road-going cars has enjoyed many benefits, all as a direct result of the conditions experienced in rally (and other forms of) racing.
Keeping these cars in contact with the roads—where there is one—is the job of the suspension, yet this needs to allow enough ground clearance (spring travel is limited to 250mm) while still maintaining stability. Production cars make use of these developments, but naturally the emphasis here isn’t only on performance but also on ensuring comfort levels as well.
Four-wheel drive is crucial in rallying, yet the Paris-Dakar regulations stipulate that any form of electronic control is prohibited. As a result, manufacturers often opt for viscous locking for the car’s three differentials. One might think that, as these cars can’t travel as fast as their road-going counterparts, aerodynamics wouldn’t be a major factor—it actually is. A rally vehicle’s drag coefficient enjoys the highest priority in the design phase (which is obviously of great importance for road-going cars; ensuring high levels of fuel efficiency), all the while taking into account the need for short overhangs that allow easy entry angles when climbing over hills or obstructions.
Creating downforce, unlike in Formula One, is not a necessity as sand has high rolling resistance. In terms of bodywork, the carbon fiber shell on the 2012 Volkswagen Race Touareg for example, weighs in at a measly 50kg. Carbon fiber has now been extensively used in production cars where performance is key and many modern vehicles now make use of engines machined from lightweight yet durable aluminum.
Weight distribution in terrain that can easily flip a car demands serious attention. Typically, an equal weight distribution is placed over the front and rear axles and fuel tanks are placed very low to assist with an optimal center of gravity. While packing components in as compact a manner as possible, mechanics need to have ease of access to exchange parts or service the cars quickly. Support teams also need to carry as few spares as possible so they can be mobile and efficient.
Tire development goes hand-in-hand with racing and again, translates directly into the types of compounds available for production vehicles. Tires need to be capable of handling rough terrain, while offering resistance to wear-and-tear.
Stopping a standard 4&#215;4 has become easier thanks to the testing that goes on in rally races, which is why disc brakes have become an industry standard rather than the antiquated drum configuration. Thanks to these brave drivers and manufacturers, road-going cars have become exponentially safer and far more capable and will continue to do so in the future.

Pushing The Limits  Of Endurance

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.

Tag: Speed

FORBES AFRICA SOCIAL MEDIA

Defending The Cayman

Italian Beauty Back In Africa

Something To Drone About

Beauty And Intelligence With A Kick

The Nerd Herd

A Car For Your Heart, Not Your Head

Agility And Sport In A Business Suit

A Family Car That Packs A Punch

The Seat Of Power

I Spell Love L-E-X-U-S

Pushing The Limits Of Endurance

Gearing Up For An African F1