This new version of the car which established Nissan’s presence in the compact crossover market rides on Renault’s CMF-B platform, which it shares with the current Renault Clio and Captur.
Although the styling isn’t quite as outrageous as Nissan’s original Juke, it remains a daringly designed vehicle with the same dual headlight design and a Y-shaped grille. Nissan’s design goal was to create a compact crossover which was roomier inside and retained the distinct presence customers have come to expect from Juke. To that end the Juke has grown by 85mm nose-to-tail, 35mm across and stands 25mm taller. Despite the increase in size, it is 23kg lighter.
Those stretched dimensions yield a cabin architecture which creates a passenger environment that offers 58mm more rear knee room and 11mm greater headroom. Luggage capacity has swelled to 422-litres, which is an improvement of nearly 20% over the first-generation Juke. The Juke features an array of advanced technological features. These include electronically assisted steering, acceleration and braking. There is intelligent autonomous braking too, with pedestrian and cyclist detection.
Connectivity is comprehensive too, which includes Apple CarPlay and Android Auto, controlled via an eight-inch touchscreen. Nissan will offer eleven different colours with its new Juke, and wheel sizes up to 19-inches. Powering the new Juke is a 1-litre turbocharged triple, boosting 86 kW, with two gearbox options: either a six-speed manual or seven-speed dual-clutch.
The new-generation Audi A1 – a bigger, more distinctive car than its predecessor – has arrived in South Africa. We drove the new iteration of Audi's premium small hatchback on the outskirts of Johannesburg to get a feel for it.
What's new?
Well, for a start, the new model certainly looks very different from the previous-generation car. It's got appreciably more attitude and personality than the outgoing model, which, even though its shorter by some 56 mm, looks a bit cutesy and plump by comparison.
Most of that length has come courtesy of the MQB platform, which also underpins the Volkswagen Polo, Golf, Tiguan and Audi Q3). It makes the A1 more spacious inside and along with the scrapping of 3-door derivatives, the A1 seems more of a premium small car than an entry-level hatch.
A much more distinctive front end for the new A1.
The newcomer's interior architecture has been revamped with modern tech, including more smartphone integration and an improved infotainment system. Audi SA has also tried to reduce the length of its optional extras list and grouped linked options into trim packages buyers can select from.
What's on offer?
There are 3 derivatives to choose from, namely a 30TFSI, 35TFSI and a 40TFSI. Audi's new naming convention for its derivatives isn't the easiest to understand, but the 30TFSI makes use of a 3-cylinder 1.0-litre turbopetrol that produces 85 kW and 200 Nm of torque. The 35TFSI uses the group's new 1.5-litre turbopetrol unit with similar outputs to the old 1.4 (110 kW and 250 Nm). It is, however, more efficient with a claimed consumption figure of 5.1 L/100 km. The 40TFSI motor plays the performance role; it utilises the VW Polo GTI engine to develop 147 kW and 320 Nm of torque.
Edition #1 model gets the black badges and dark-tinted lights.
There are 10 exterior colours to choose from, but Python Yellow is bound to be very popular. It shows off all the new lines, bulges and creases of the new A1. What's more, there's an Edition #1 version that gets black badging 18-inch wheels, black contrasting roof and darkened LED lights.
Is it as fast as it looks?
We were only able to sample the 35TFSI during the launch event, but will have a 40TFSI to test in a few weeks. The new 1.5-litre feels smooth and capable but its performance is undramatic. All derivatives feature a 7-speed automatic (S-tronic) gearbox, which is just about as good as it gets: it shifts up and down imperceptibly and allows the engine to ride the torque wave through in-gear acceleration rather than constantly shifting down.
Efficiency wise, the 1.5-litre A1 (35TFSI) impressively returned indicated consumption figures in the low 6 L/100 km region over the 200 km route.
What is it like to drive?
Not a pointy hot hatch but a good mix of sportiness and comfort.
With its new aggressive looks, the A1 might be expected to be a bit of a wild child to drive, but it isn't. It feels familiar (well to anyone who's driven an Audi) and plush. There's a firm feel to the ride, but it doesn't bounce or shake excessively when things get bumpy. The newcomer instils the sensation that it is well-damped; its sure-footedness is particularly confidence-inspiring. When you drive it with verve, the little-big Audi seems to shrink in size and cocoons you. Meanwhile, the planted feel engenders "complete control" over the A1's actions; while it doesn't dig in and corner tightly, it responds quickly and energetically. It's not like driving say, a Cooper S or a Fiesta ST, it's more grown-up but confident in what it can do.
How's the interior?
The trickle-down of top-end tech into Audi's entry model is evident: the new infotainment screen of the Q8 has been introduced, there's a wireless charging pad and the Virtual Cockpit digital instrument cluster is available as an option (although standard spec is also digital, just not as fancy).
The 10.1-inch infotainment screen is tilted towards the driver.
The centre of the fascia is angled towards the driver, which makes interacting with the infotainment screen easier and the new software renders navigating through menus and options quick and simple. The A1 separates itself from its Polo cousin by soft touchpoints around the cabin, including the dashboard. Some of the trim around the door and grab handles are made of hard plastic, but feel solid and don't wobble or flex when prodded.
You can also spec some of the trim panels with different colour inserts to liven up the interior to your own personal taste.
The Virtual Cockpit shown here is optional but the standard choice is also digital.
The centre console is a bit on the small side, but thankfully there are dual cup holders and decent storage for keys and phones ahead of the gear stick. Rear passenger space is decent, thanks to the much longer wheelbase, but 3 in the back might be a bit of a squash. The load bay has been increased by a massive 65 litres over the previous A1 to a load capacity of 335 litres, which lifts it to nearly that of the new 1 Series and A-Class.
Summary
The new A1 is a bigger car than before feeling more spacious inside and grown-up.
The new Audi A1 certainly garners attention on the road – during our launch drive, people were keen to point at it and invite others to ogle it.
It certainly feels like a grown-up car with a sporty ride quality, but not to the extent that it will inspire your inner hot-hatch child to wield the A1's 'wheel with reckless abandon. There's even enough space in the back to accommodate people in relative comfort and the load bay is decent too.
Young buyers will be pleased by the levels of tech on offer. The new infotainment screen is quick and easy to use and all the controls are placed within quick reach. Ergonomically, the interior has been well thought out while the materials are mostly soft-touch and seamlessly installed.
The newcomer's pricing is on the high side, however. But bear in mind that the A1 has grown into a car that could steal sales from the Mercedes-Benz A-Class and upcoming BMW 1 Series. With more city dwellers looking for something small and fashionable, the A1 ticks the right boxes.
Audi A1 (2019) Price in South Africa
30 TFSI R359 900
30 TFSI Advanced Line R373 900
30 TFSI S Line R388 900
35 TFSI R429 900
35 TFSI Advanced Line R443 900
35 TFSI S Line R458 900
40 TFSI S Line R488 000
Audi A1 (2019) Spec & Price [Video]
The new Audi A1 has arrived in South Africa! Take a look at specification and pricing details for the newcomer below…
The Audi A1 is Ingolstadt's entry point to the brand. Built on the MQB platform and adopting the latest Audi design language both inside and out, the stylish compact car has now arrived on local soil. We had the chance to drive the all-new Audi A1 at its international launch in Spain in 2018.
All Audi A1 units will feature the S tronic dual-clutch transmission and there's no manual gearbox option at all. The range starts at R359 900 and tops out at R488 000. Kicking off the range is the 30 TFSI, which is powered by a 1.0-litre turbocharged 3-cylinder turbocharged petrol engine. It produces 85 kW and 200 Nm, and is capable of 9.4 seconds to 100 kph. Efficiency is claimed at 4.8 L/100 km. This engine will be available in 3 levels of trim: 30 TFSI, Advanced Line and S Line.
The next engine up is the 35 TFSI, a 1.5-litre turbocharged 4-cylinder engine. It has 110 kW and 250 Nm on tap, and is slightly faster than its 30 sibling. Audi claims a 7.7 second sprint time to 100 kph, while it's said to consume 5.1 L/100 km on the combined cycle. Like the 30 TFSI, it's available in 3 levels of trim: 35 TFSI, Advanced Line and S Line.
Finally, at the top of the pile, is the 40 TFSI. Powered by a 2.0-litre turbocharged 4-cylinder, this model has a performance slant. Packing 147 kW and 320 Nm, Audi claims it'll hurtle to 100 kph in just 6.5 seconds. Despite its performance credentials, Audi claims 6.0 L/100 km. Petrolheads will notice the engine specs and similarities between the 40 TFSI and the Volkswagen Polo GTI, and yes, the two products share platform and engine.
Design and features
The sleek, driver-focused cabin can be customised to your tastes and needs.
The new Audi A1 is offered with a choice of 10 exterior colours and a contrasting roof can be had as an option. The A1 is also highly customisable to suit customer tastes and preferences. Equipment lines include Standard, Advanced and S line.
Audi offers customers a range of packages to simplify the buying process and these packages include:
Comfort
Technology
Sport
Lights (for 30 TFSI only)
S line interior
A Black Styling Package and Contrast Package is also on offer.
The interior design is modern and edgy in design with neat, high-quality finishes providing an upmarket look and feel. The A1 is fitted with an 8.8-inch digital instrument cluster as standard which can be upgraded to Audi's Virtual Cockpit if you so desire. In terms of infotainment, an MMI radio plus is fitted as standard but a larger 10.1-inch MMI touchscreen is on offer if you choose the optional MMI navigation plus. The Audi smartphone interface is also optional and it offers Apple CarPlay and Android Auto. Another option to consider is the Audi phone box which is able to charge your smartphone inductively via wireless charging according to Qi standard. For music lovers, a 560W Bang & Olufsen sound system with 11 speakers is an option.
In terms of practicality, the A1 is more spacious than before and the load bay has increased by 65 litres to now offer 335 litres, increasing to 1 090 litres with the rear seats folded down.
If you wish to make a sporty statement then perhaps the Edition 1 is for you as it's based on the S line equipment line and is finished in Python Yellow and rides on 18-inch Audi Sport alloy wheels. It also features a contrasting roof and exterior mirror housings and the LED lights (front and rear) are dark-tinted for added effect. The Audi rings on the front and back are finished in black for a trendy look.
This is the most powerful and fastest Lamborghini ever, and it’s a hybrid…
The new Sián is Lamborghini’s first-ever hybrid vehicle and it’s the brands most powerful and fastest model to date. The Sián name means ‘flash’ or ‘lightning in Bolognese dialect and represents the first step towards an electric future.
The Sián is built on the same platform as the Aventador and while it features a potent 6.5-litre V12 engine that’s been uprated to 577 kW, the gearbox also combines a mild-hybrid system with a 48V, 25 kW electric motor that delivers immediate response while enhancing performance. Low-speed driving such as parking or reversing is done on electric power supplied by the motor. Total system output is pegged at 602 kW and the Sián can reach a top speed of 350 kph.
In an effort to save weight, the Sián uses a supercapacitor instead of the more common lithium-ion battery which was first pioneered in the Aventador. Now though, the supercapacitor can store 10 times the power and is said to be 3 times more powerful than a battery of the same weight. An advanced regenerative braking system allows the system to be fully charged every time the vehicle brakes which means that the driver has access to additional torque at pull off which inevitably improves acceleration.
With a claimed zero to 100 kph sprint time of “less than 2.8 seconds”, the Sián is the fastest-accelerating Lamborghini on the planet.
The Lamborghini Sián will make its official debut at the upcoming Frankfurt Motor Show on 10-22 September 2019.
After a series of agonising teasers, Porsche has finally revealed the production version of its first electric vehicle, the Taycan.
Billed as perhaps the most important vehicle in Porsche’s esteemed history, the Taycan will be available in 2 derivatives: Turbo and Turbo S. Despite being powered by batteries and electric motors, Porsche has chosen to associate its Taycan with the company’s legendary Turbo naming heritage.
Both Taycan trims are powered by a similar dual-electric motor drivetrain, fed by a 93.4 kWh lithium-ion battery pack. To place its battery capacity in perspective, the latest iteration of Tesla’s Model S, is powered by a 100kWh battery.
The electric motor power outputs are deeply impressive. Although both the Turbo and Turbo S run in a default 460kW mode, additional power is available on demand. The Taycan Turbo can deliver up to 500kW when its launch mode function is enabled, and Turbo S amplifies that to 560kW.
As with all contemporary electric vehicles, the Taycan is a heavy vehicle, at 2 295kg. Despite this, acceleration is starling, with Porsche claiming 0-100kph in 2.8 seconds for the Turbo S and top speed is limited to 260kph.
The Taycan's interior design is impressive with digital screens dominating the cabin.
In the realm of electric vehicle engineering, Tesla has been without rival but Taycan has emerged as a legitimate challenger. It features the calibre of engineering detail and commitment that Porsche is celebrated for.
The Taycan’s electric motors are permanent synchronous, instead of a cheaper asynchronous configuration, which means that Taycan is a lot less susceptible to heat-induced power loss. Porsche’s technical people have also managed to wind the electric motors in such a manner that copper content could be increased by 70% in the stator coils, compared to a conventional electric motor. More copper means a greater power yield.
There is a 2-speed transmission too, allowing for those stupendous acceleration runs – when required.
Both these technologies, the electric motors and 2-speed transmission, were incubated by Porsche’s engineers and not acquired from a supplier.
Porsche’s chassis engineers have also fitted Taycan with an upgraded version of the brand’s 3-chamber air-suspension system, which has been carefully recalibrated to account for the Taycan’s weight, lower centre of gravity and shorter suspension stroke. At the rear there is an electronically controlled limited-slip differential, biasing the all-wheel drive system.
Range and recharging? Porsche claims the Turbo S will run 412km and the slightly less potent Turbo, 450km. To recharge either of the Taycan derivatives to 80% power density, requires 22 minutes if you are plugged int a 270kW capacity fast-charging station.
Without the presence of a conventional petrol engine or driveshafts, Taycan has a split luggage capacity of 81-litres at the front and 366-litres in the boot.
It's a car of predictable technical excellence by Porsche. But it does not come cheap. Positioning for the Taycan starts at $150 900 (R2.2 million) and peaks at $241 500 (R3.5-million).
An unlikely match-up? Maybe. But when you consider that the Golf R has all-wheel drive, versus rear-wheel drive in the Supra, and the Golf R's legendary launch prowess, a quarter-mile drag race seems like, at the very least, an entertaining idea.
We secured the latest examples of these 2 cars and lined them up on the Killarney drag strip for a good old-fashioned quarter-mile drag race head-to-head shootout.
If you haven't seen the other videos in this series, check them out here:
M2 Competition vs Toyota Supra drag race:
M2 Competition vs Toyota Supra track race:
BMW X2 M35i (2019) Review
The BMW X2 hasn’t captured the imagination of South African consumers as much as many expected it would. Will a powerful engine under its bonnet change matters? We drove the new M35i derivative to see if it holds more appeal.
We like: Smashing 4-cylinder engine. More spacious than it looks.
We don't like: Not immediately pretty to look at, uninspiring interior.
The X2 M35i utilises all-wheel-drive only when it's absolutely necessary.
The X2's packaging is… eurocentric. It’s a chic premium compact crossover that favours design flair over everyday practicality, which is probably why it hasn’t done as well in our market as BMW SA had hoped; to be fair, the same can be said of the Audi Q2, which also has a niche target market. If you want a small car for the city, it’s awkwardly sized, but still not ideal for transporting a family and its detritus to holiday destinations.
So what about making it a performance SUV or SAV (sports activity vehicle, as BMW calls it)? Well, that’s exactly what the Munich-based firm did by fitting a powerful 2.0-litre turbopetrol and xDrive (all-wheel-drive powertrain) to the X2 and then adding an M Sport differential to its front end.
Interestingly, the turbocharged 4 cylinder under the M35i's bonnet is arguably BMW's first real attempt to create a performance 4-pot since the E30 M3. It will also be the engine to power BMW’s future compact performance cars, such as the M135i xDrive and possibly a few JCW-badged Minis.
How it fares in terms of…
Going fast
Until now, BMW’s turbo-era 2.0-litre engines have not been all that inspiring. The 330i's motor is a bit droney and its engine note is artificially (read: electronically) enhanced. Its acceleration is not particularly linear either, which makes for a meh driving experience, which does not befit a BMW.
Bored out pipes (by 10 mm) give the M35i a throaty roar that sounds more natural than the 330i.
The M35i's powerplant is a development of the 330i's engine, but has been tinkered with to develop peak outputs of 225 kW and 450 Nm of torque. Those are excellent numbers for a performance hatch, even if it's technically a crossover/SUV! BMW has achieved them by redesigning the motor's cooling system and fitting a larger turbocharger and air intakes. Different pistons and a reinforced crankshaft top off the changes for the M35i unit.
And what a difference those upgrades have made! The M35i's motor delivers rapid acceleration, is eminently tractable throughout its rev range and, significantly, emits an evocative, racy soundtrack. The sound from both the engine and exhaust system are profound and rorty, plus gearshifts are accompanied by percussive bursts from the bored-out exhaust ends. GTI owners will long for a vrrr pha sound the likes of which this X2 flagship delivers.
An 8-speed automatic is the only transmission available in the M35i, at least for now. It does have a habit of finding itself in too high a gear at low speeds, which leads to slow getaways from intersections or traffic circles, but if you engage Sport mode it temporarily addresses the issue. The vehicle also has launch control and it can deliver some impressive sprints from a standstill.
Handling bends?
Special 20-inch rims and M Sport brake callipers feature on the X2 M35i.
While the X2 M35i might not be a sportscar, it's still a BMW, which means it will appeal to driving enthusiasts. And even if some BMW aficionados or purists feel ambivalent about the X2's front-wheel-drive architecture, the M35i's all-wheel-drive capability most certainly increases its handling limits.
The M Sport differential at the front end aids traction and facilitates smooth, progressive acceleration out of corners. The rear wheels are only called upon to provide propulsion when it's absolutely necessary – so there’s a distinct front-end bias in the way the X2 M35i feels to drive enthusiastically.
The wide, low profile tyres (225/40 20-inch) afford plenty of grip and, should you feel inclined to use them, the steering-wheel paddle shifters provide added driver engagement (the 8-speed auto shifts promptly and crisply in Sport). Overall, the M35i is not stirringly exciting to drive, but it satisfies more than most small SUVs and, by virtue of a lower-than-usual seating position, it feels sportier than rivals such as the Range Rover Evoque.
Looking the part
Simple iDrive and drive mode button layout in the centre console makes it easy to navigate infotainment menus and settings.
The exterior execution of the X2 M35i is not wildly different to that of its standard X2 siblings, which leads us to believe BMW is either leaving room for an even more potent version or, that this derivative is aimed at strongly individualistic, rather than flamboyantly extroverted (or showy), buyers.
The M35i gets 20-inch wheels accented with blue brake callipers and a few grey accents on its front bumper. The exhaust tips are bored out to 100 mm, which makes them 10 mm bigger than those of the standard X2. Make no mistake: the BMW’s a distinctive car with plenty of sporty appeal, but in a segment where you also have a Range Rover Evoque and a Volvo XC40 fighting for the limelight, the X2's looks are probably a bit too fussy.
Appealing interior
BMW SA really went to town when it specified the interior execution of this particular X2 M35i. The outside might be a bit "plain grey", but the inside looks like someone loaded it with water, emptied a few tubes of fizzy tablets inside, closed the doors and then waited to see what would happen…
Effervescent Orange (not the real name, but it should be) leather seats are very comfortable and don't diminish rear legroom.
Yep, it’s very orange inside the X2 M35i test unit's cabin, but the ability to individualise models' interiors is one of the major drawcards in this segment. The bucket seats fitted in the M35i look the part and are supportive under hard cornering as well as comfortable on longer drives.
The thick BMW M-Sport steering wheel adds a luxurious feel to the cabin, but beyond that, it’s "fairly standard BMW fare" inside. The flagship X2's interior design is functional and easy-to-use/ergonomically excellent, but it isn’t exciting (or inspiring) once you look past the orange seats and sporty cladding. In a segment in which the ability to stand out is a must, there’s too little of that hey-shoo-wow feeling when you sit inside the M35i.
Aside from that, virtually all the technologies that BMW offers in its compact-car range are fitted, including the slick and smart-looking infotainment system. Consult your options list closely, as the total price can quickly get away from you if you get carried away with adding optional extras.
Rear passenger space in the X2 is better than expected, as is it load bay size, which, at 470 litres, could just about swallow 4 passengers' luggage for a weekend away. One of our testers even managed to load a mountain bike (albeit a dismantled one) in the back alongside a rear passenger.
Price and after-sales support
The BMW X2 M35i costs R815 172, but the recommended retail price for the test unit, as specced, was R919 472 (August 2019). A 5-year/100 000 km maintenance plan is included in the asking price.
Verdict
The M35i is the most appealing of all the X2s, but it doesn't feel like a sure-fire winner, which many of its rivals do.
The introduction of BMW's new performance-oriented 2.0-litre 4-cylinder turbopetrol motor has endowed the (resultant flagship version of the) X2 with serious sporting credentials. First of all, it's a potent performer that emits a memorable soundtrack. Secondly, it handles well for a compact crossover/SUV, replete with predictable limits and enough traction from the all-wheel-drive system to keep driving enthusiasts relatively happy.
The Bimmer's exterior may not be as pretty as that of the Range Rover Evoque or Volvo XC40 (tastes differ, but the X2 certainly has its critics). Even so, the X2 M35i does have nonconformist appeal. Its lower driving position is engagingly car-like, but in premium compact crossovers that’s currently bang on-trend. The personalisation of the interior trim and seats adds some fun to what is a smart, if rather predictable BMW, interior.
The starting price of R800k is hard to swallow when you consider that rival models from BMW's fellow premium manufacturers are priced similarly to the X2 M35i; some of them arguably offer more universal appeal, better practicality and, once you step inside them, a greater sense of occasion. It’s also hard to ignore something like a Volkswagen Golf R – a time-honoured SA favourite that is likely to appeal to the X2’s prospective clients too. What may go down particularly well, however, is if this new engine finds its way into the Mini Countryman; we'd certainly like to have a go with that.
Some of the most immaculately prepared classic cars in South Africa competed for the coveted "Best in Show" title at the weekend's Concours South Africa, staged at Steyn City in Gauteng. We were there.
Photos by Roarke Bouffe & Duwyne Aspeling
Now in its fourth year and sponsored by Nedbank Private Wealth, the 2019 edition of Concours South Africa saw higher standards than ever before, with the ultimate winner decided not from the traditional Top 10, but from 12 cars, because the scoring was so close. In the end, it was the Campher brothers' immaculate 1971 Dino 246 GT that scooped the top prize. The 3 previous winners were; De Tomaso Pantera (2016), Ferrari F40 (2017), Ferrari 328 GTS (2018). Seems like the judges do like their classics with an Italian flavour…
Contestants started arriving on Friday, off-loading and registering their vehicles at the Steyn City entrance, before driving in convoy to their final parking spots on an immaculate lawn in an 8-hectare area dedicated to Concours this year. Besides the vehicles competing for top honours and class victories, several cars were also on display just for enjoyment. The Daytona Group was there in full force, with several of its modern supercars on show, but the vehicle that probably attracted most attention was a completely unrestored Rolls-Royce Phantom III.
Third place overall went to Neville Forssman's 1960 Alfa Romeo Giulietta Sprint.
Also on display, but not competing, were 2 unrestored uniquely South African legends, in the shapes of the BMW 745i and 333i. Friday's activities closed with the induction of Basil Green and Graham Duxbury into the South African Hall of Fame.
The next morning saw the gates open at 7 o'clock, allowing participants to prepare their cars for judging, which started at 9 o'clock. It was at this stage that we finally grasped just how competitive this event was. As first-time participants (with our recently restored Opel Kadett Superboss, one of 3 on display), we could only stand and marvel at the level of perfection the competitors were striving for during this prepping period.
This unrestored Rolls-Royce Phantom III drew lots of attention. It will soon be undergoing a complete rebuild.
There were numerous South African "specials" competing for the overall prize this year. We were particularly impressed with Gavin Roberts' Superboss (a top 10 finisher from the previous year), Wynand Mulder's Ford Cortina XR-6 and Raveen Sewchand Ramlakan's immaculate BMW (E30) 325iS. Among the other contenders, we were sure that the Dino 246 GT would be a strong contender, as would the achingly beautiful Giulietta Sprint of Neville Forssman. Matthew Kreeve's Porsche 356 was also an object of sheer beauty and perfection.
The judging panel had 15 minutes with each car, looking at overall condition (showroom fresh is the target), orginality etc. The judges also checked that the cars' lights worked and that it would start. It was at this moment that our Superboss's recalcitrant personality reared its head again (remember #CarsAwards ?) and refused to start with the judges staring at its engine. For good measure its left indicator also froze. It was a big disappointment for sure, but nevertheless a valuable experience… We'll be back better prepared next year, and with more cars – one of which will be Italian!
A big favourite of the crowd (and the judges) was this Volkswagen Type 2 (split-window Kombi).
Later in the afternoon, the judges announced the top 12 that would go through to the final round (to be judged, again, on Sunday). The final 12 were;
1957 VW Type 2 Split-Window (Wynand – Generation Old School)
1971 Dino 246 GT (Vic Campher)
Come Sunday and with the pressure of competing now off from our shoulders, we could stroll around the magnificent display area and truly appreciate the views. A surprise arrival (not competing) was a prototype Maserati Khamsin (unrestored), a beautiful Aston Martin DB6 and a vintage 1929 Auburn Boat-tail roadster. We were also intrigued by the oldest contender, a 1902 Oldsmobile "Curved Dash", complete with an E-toll tag on its "tiller".
Extremely valuable, and very pretty… John Sayers' Porsche 911 Carrera RS
A stunningly clean BMW (E36) M3 caught our eye, as did a stock Ford Sierra XR8 (a rare thing indeed).
Just after lunch, it was time for the announcement of the winners. In third place was Neville Forssman's beautiful Giulietta Sprint, second went to a crowd favourite, the "Gusheshe" of Raveen Sewchand Ramlakan and the winner… the beautifully turned-out Dino 246 GT of the Campher brothers.
Our Superboss didn't make the cut this year, but we'll be back to try again next year.
In the "Show 'n Shine" category it was Gordon Johnstone's 2005 Maserati Gran Sport that emerged victorious, while Class 1B was won by Roger Martin's Jaguar SS 2.5 Saloon, with Class 2A scooped by the very well-prepared 1957 VW Kombi Type 2 from Generation Old School. In Class 2B it was that beautiful 356A of Matthew Kreeve that came out tops while Raveen Sewchand Ramlakan's E30 325iS was the best of the SA specials.
Hyundai has revealed the all-new i10 hatchback ahead of its public unveiling at the 2019 Frankfurt International Motor Show. Here's what's new.
At first glance, you'll see a fresh and updated design, while under the skin there are big changes in the connectivity and active safety departments. This all-new Hyundai i10 is designed, developed and made in Europe.
"The i10 has consistently been one of our sales drivers and the historic base of growth for Hyundai in Europe, and we stay committed to our customers looking for an A-segment car by introducing this all-new model," says Andreas-Christoph Hofmann, Vice President Marketing and Product at Hyundai Motor Europe HQ. "The All-New Hyundai i10 is the latest example of our democratisation of new technologies for our customers. We are launching it with the tagline "Go Big." to emphasise the feeling that customers will get from this uncompromised city car – it might seem like a small car, but it makes a big statement!"
When compared to the outgoing model, the new i10 has a lowered roof (20 mm) and a wider body (20 mm), and if you're wanting some more visual oomph, 16-inch alloy wheels are available. The cabin has also been given a refresh and is aimed at a youthful audience. The boot boasts a volume capacity of 252 litres and the boot's lift-in height has been dropped by 29 mm, making access a little easier.
The 8-inch colour touchscreen includes Apple CarPlay and Android Auto, and there's a wireless charging pad to ensure your devices never die. Hyundai is also offering its app as well as LIVE services which range from real-time traffic info to weather. The new i10 also offers up forward collision avoidance tech as well as lane-keeping assist, driver attention warning and intelligent speed limit warning.
In terms of engines, Hyundai is offering up 2 choices. First up is a 1.0-litre 3-cylinder with 50 kW and 96 Nm. The second engine is a 1.2-litre 4-cylinder which produces 62 kW and 118 Nm. Both engines are available with either a 5-speed manual transmission or a 5-speed automated manual gearbox.
South African availability is yet to be confirmed, but we'll be joining Hyundai SA on a trip to the Frankfurt Motor Show and will update soonest.
The updated Hyundai i10 features a smart connectivity package complete with Android Auto and Apple Carplay
After Volkswagen announced a massive investment into its Brazil facilities, it also teased what the factory will be producing.
Volkswagen has announced an almost $600 million investment into its operations in and around Sau Paulo. Volkswagen of Brazil then said it would be building a vehicle which was 100% developed in South America and shared the teaser sketch you see here.
At first glance, we're thinking its a sportier coupe version of either the Volkswagen T-Roc or Tiguan, which should look terrific. Expect a name beginning with a "T" naturally.
Not much else is known about this product, but Volkswagen said it would combine sportiness with a high-driving position. There was also the suggestion of the Urban Coupe being built for the global market. Watch this space as we should start seeing mules and prototypes hitting the road in the next few months.
