Autonomous Cars: Why they aren’t working

The computing power required to make autonomous vehicles viable on public roads is readily available, so why aren't algorithms driving us everywhere? We consider a few of the technicalities around autonomous vehicles.

Big data is controlling our lives. The reality as depicted in the film Minority Report is slowly revealing itself in our everyday lives. Your GPS-enabled smart devices are serving you location marketing and -services in real-time. These alerts are occasionally handy, but mostly annoying and, philosophically… terrifying.

It’s very much the same technology that is driving the artificial intelligence (AI) transformation we’re being promised in cars. Soon, traffic will flow seamlessly, as thousands of cars, with millimetric precision, merge onto highways and lemming into cities from the suburbs each day. And there will be no more collisions either. Bothersome cosmetic damage crashes and awful, possibly life-threatening accidents can and will be avoided by the omnipotence of autonomous driving technology. These are the promises.

The truth is somewhat different, and sobering. Issues facing AI in cars are potentially crippling the cause of the self-driving machine. And definitions, in the tradition of all things futuristic, are opaque.

Artificial Intelligence in cars: Not all that new

The influence of digitisation on the car hasn’t been all Tesla, Google and Apple. AI isn’t new to the automobile and autonomous driving technology, even less so. When that automatic transmission anticipates your shifting pattern demands, due to having harvested kilometres of throttle mapping data as you drive, that’s AI.

When you were cruising down to the coast – as much of South Africa does over the holidays – and engaged cruise control, perhaps even a radar-guided system where you are not required to cover either throttle or brake pedal, that’s autonomous driving. It’s here, it’s happening – it’s hardly new. The issue is that we’ve become so beholden to the promise of technology having an infallible ability to solve problems, that there’s a lack of scepticism regarding the AI and autonomous self-driving project. A car is not a Smartphone. Its potential for causing physical damage and fatalities is greater by a factor of magnitude.

Original testing of autonomous cars started in the '90s with the Mercedes-Benz S-Class.

The first fully autonomous cars, capable of driving vast distances on public roads amidst other traffic, weren’t Silicon Valley start-up prototypes navigating through northern California. They were 3rd-generation S-Class W140s and the work of a gifted German robotics engineer, Ernst Dickmanns. In 1994, an autonomous S-Class successfully drove more than 1 000 km on the hellishly trafficked autoroute 1, which passes Charles de Gaulle airport, outside Paris, without hindrance or endangering others.

A bit more than two decades later, with exponential increases in computer processing power and cameras with far greater sensory capacity than anything available to Dickmanns in 1994, why does the concept of a viable, self-driving car remain on the horizon of delivery?

The problem: everyone else

Tesla has been foremost in claiming that its cars are capable of fully autonomous driving. As a brand founded on principles of disruptive technology and peerless digital innovation, one would expect no less – but there are a great many things that Tesla’s autopilot cannot do.

Foremost amongst these, is operating with absolute safety. The closest engineering analogy to autonomous driving technology is the autopilot function in aviation – which is robustly tested and rarely has to contend with the complexity of multiple collision objects on its exact flight path. Driving on a road, there are collision prospects everywhere – all of the time.

Just as much as Bosch would never release a new, highly sophisticated ABS braking or ESP stability system to the market if a fatal accident had occurred while the system was being tested (during its developmental phase), Tesla’s claims for autopilot are at odds with the evidence. This system has failed – fatally – at least once, and it’s limited to the quality of data gathered by cameras and sensors to achieve safe autonomous steering, throttle and brake inputs. And that data is what its multitude of cameras can see – which are road markings and infrastructure.

In California, home to most of Tesla’s market and the world’s cutting-edge AI engineering, the road infrastructure is excellent. In many other parts of the world, it is not. Volvo’s championing its autonomous driving technology too, with testing being conducted with a fleet of XC90s in Gothenburg – a Nordic city with near perfect roads and obsessively obedient and disciplined drivers, cyclists and pedestrians.

One of the current pioneers of autonomous cars, Tesla has not been without incident.

Faded road markings and undefined shoulders are the undoing of autonomous driving technology. What works in San Francisco and Sweden will not be applicable to Soweto – or even Sandton. Compounding the issue of data sourcing – the huge disparity in road infrastructure and marking quality – is an even greater challenge: engineering into the autonomous algorithm a capability of human anticipation. There is speculation that a level of aggression will have to be integrated into autonomous driving systems to avoid cars remaining static if inconsiderate drivers refuse their merging behaviour on highways, or pedestrians choose to cross as they wish – in droves.

The detection range of autonomous driving system cameras, on Tesla’s Model 3, are at best 250 metres, within quite a narrow field of recording, and for fog and night driving, you’re relying on a radar system that has a maximum object detection range of 160 metres. In view of the exponential braking distances required as speeds increase, a margin measured in a 100 or 200 meters seems uncomfortably slight.

The autonomous ecosystem: an impossible dream

Volvo has promised a self-driving customer car by 2021. Most German premiums models have a credible level of semi-autonomous driving functionality already – and Tesla’s autopilot can do certain things, on a predictably unchallenging highway.

Therefore, a true autonomous driving experience, a car which will navigate city traffic, safely climb, crest and descend a technical mountain pass and drive itself on a gravel road in the Karoo is highly unlikely anytime soon. AI engineers have done a magnificent job of integrating systems and leveraging the latest camera, graphics card and sensor technology to saturate autonomous systems with a stream of decision making data. Their biggest encumbrance is something beyond the control of car companies. Unless there’s a massive infrastructure project to engineer all roads to a standard of autonomous driving function, with high-contrast road marking, the data stream will never be 100% reliable, and therefore, never 100% safe.

Volvo has promised self-driving cars for 2021, even partnering with Uber to speed up development.

The same logic applies to fellow road users: unless everybody has a car with 360-degree camera coverage and radar, the ecosystem remains imperfect and liability for collisions will have to reside with someone – which is the reason Mercedes-Benz never evolved those aforementioned autonomous W140s from 1994 into production. Globally, the insurance industry and local traffic legislators don’t know what to make of AI and fully autonomous driving, because all laws subscribe to some principle of a human driver being in control, and ultimately, responsible.

South African conditions are a headache

South Africa is especially symptomatic of all the issues enveloping and strangling the autonomous driving project. Our roads vary from amazing to abysmal. Average speeds are high and lane discipline low. Unlike many other parts of the world with quality highways enabling sustained cruising speeds, South Africa’s multi-lane roads are often randomly crossed by pedestrians or wildlife. None of those issues exist in California or northern Europe, where the world’s cleverest AI engineers are attempting to perfect a sovereign driving algorithm.

Could a car that will recognise the reduced braking surface friction of black ice in Russia, anticipate wildlife crossing at night in Namibia and safely navigate treacherously loose gravel corners on a Karoo mountain pass ever come to fruition? The onboard hardware unquestionably exists to execute all three, but there are millions of kilometres of real-world testing that will have to be done before algorithms governing the behaviour of autonomous driving sensors work in all conditions with absolute confidence.

The achievable end might be fully autonomous driving validation packages for each country, tailored to specific risk profiles, but that could be a cost too far for both the motoring industry and customers. A double-cab bakkie that's capable of merging with the morning N1/2 traffic, then trailing the car ahead of it all the way until it reaches the off-ramp to your office? That’s a laudable and achievable aim. But self-driving cars capable of driving you everywhere? Not soon. At all.

Audi RS5 vs BMW M4 Competition Pack vs Mercedes-AMG C63 S Coupe [w/Video]

In the world of business class high-performance coupes, this trio rules the roost. Audi has the newest car and Benz the oldest (but most powerful) and BMW has added a Competition Pack to bolster the M4’s credentials. Which is best? We find out, on road and track.

Quick Specs

	Audi RS5 Coupe	BMW M4 Competition Pack	Mercedes-AMG C63 S Coupe
Price	R1 285 500	R1 448 636	R1 519 246
Power/Torque	331 kW/600 Nm	331 kW/550 Nm	375 kW/700 Nm
0-100 kph	3.9 sec	4.0 sec	3.9 sec
Fuel consumption	8.7 L/100 km	8.3 L/100 km	8.9 L/100 km
Weight (claimed)	1 655 kg	1 585 kg	1 725 kg

Setting up

With each generation of these coupes, their engines develop more power, their suspensions become more adaptable and the electronics that allow these performance machines to corner at ever-loftier limits evolve further. The only thing that seems to go backwards is steering feel. Oh, how we miss a simple rack-and-pinion steering setup with hydraulic – as opposed to electronic – assistance.

Nevertheless, what we’re left with are 3 cars capable of dispatching 0-100 kph sprints in 4.0 seconds or less, achieving top speeds limited to 250 kph (or 280 kph, in the BMW’s case) and endowed with an endless array of settings and buttons so that their drivers can dial in the perfect driving experience for every circumstance.

We start with the Audi. Why? Well, because A is the first letter of the alphabet. The RS5 is brand new, having been launched in South Africa at the end of 2017. It’s underlying chassis, from the A4, has improved its handling prowess and reduced some of that notorious understeer that front- and all-wheel-drive Audis seem to be perennially saddled with. Under the bonnet is a Porsche-developed 2.9-litre V6 twin-turbopetrol with peak outputs of 331 kW and 600 Nm of torque, and thanks to its quattro drivetrain, the RS5 is claimed to get from standstill to 100 kph in 3.9 seconds (which matches the Benz's stated time). Now with its smaller engine (previously it was a V8), the Audi is 60 kg lighter than before (most of the heft has been reduced at the front end), which should make it a little more pointy and agile on turn-in.

Each with over 300 kW and nothing slower than 4.0 sec to 100 kph.

Audi has also selected an 8-speed torque converter transmission for the RS5; no dual-clutch gearbox here (as fitted to smaller RS cars)… just a good old-fashioned auto. Torque converters have come a long way in terms of 'shift responsiveness' and, besides, they deal with higher loads of torque better than dual-clutch ‘boxes.

Next up is the BMW. The Competition Pack adds R135 000 to the standard M4 Coupe in order to tailor its handling and performance characteristics for track use. Power is increased from 317 kW to 331 kW and torque remains unchanged at 550 Nm. 0-100 kph is clocked in approximately 4.0 sec and the top speed's upped to 280 kph. The Competition Pack includes firmer suspension, thicker anti-roll bars, adaptive damping, a front splitter tuned for downforce and a rather grumpy performance exhaust.

The M4 Competition Pack uses a 7-speed M-DCT gearbox, which is a dual-clutch unit equipped with launch control and 3 selectable settings: for the speed at which the gearbox selects the next gear (up or down), throttle response/engine performance and suspension firmness.

The Benz's coupe lines and shouty exhaust attract the most attention, whereas the Audi goes about its business in a subtle way.

Finally the Mercedes-AMG. The C-Class chassis isn’t holding up in its old age (at least as well as we had hoped), but in true Mercedes-AMG fashion, the Affalterbach-based firm has lopped in a thumping 4.0-litre twin-turbo V8, which is the most powerful unit in this comparison. Lofy outputs of 375 kW and 700 Nm are directed to the C63 S' mechanical limited-slip rear differential and, conditions permitting, the Benz will do its utmost to catapult from 0 to 100 kph in 3.9 seconds, going on to a limited top speed of 250 kph. It’s the heaviest car here (by around 75 kg), so that may drown out its power advantage somewhat.

Doing the shifting is a 7-speed dual-clutch box with a race start mode and a traction control deactivation button that should only be pressed by either foolishly brave… or especially talented/experienced drivers.

The drag strip

Drag Race 2

Judging by the claimed numbers and previous history of our drag races, we expected the Audi to walk it and the BMW and Mercedes-AMG to be relatively close with possibly the Benz’s stronger engine helping it towards the end of the strip.

Ambient temperature was around 20ºC and, as usual, the Killarney surface was slippery around the start area of the quarter mile run. Yet more of a headstart for the Audi and its quattro system, right?

When lining up the Audi against the BMW, in a theoretical fastest vs slowest match-up on a slippery surface, which, in theory, should favour the all-wheel-drive coupe from Neckarsulm, things became confusing. The BMW has a very specific launch control system that’s extremely finicky, but if you get it right, you can adjust the rpm at which it launches with the cruise control switch. This wasn’t working, so we had to launch the Bimmer at a crazy 4 000 rpm.

In a drag race, we suspected the Audi would win followed by a tough duel between the M4 and the C63 S.

Go! The BMW immediately fights for traction, laying down rubber from its 20-inch Michelin Pilot Super Sport tyres. It squirrels its way down the strip hunting for grip before firing off a gear change that only upsets the balance, further loosening the rear end and introducing some sideways momentum. The Audi, despite cleanly launching off the line and not having to fight for traction, is only a half a car length ahead… This could be a close one. Finally, the BMW gains full traction midway through second gear and the fight is on for the finish line. Whatever BMW uses to measure the power on this M4 Competition Pack, it’s inaccurate and it should probably be tossed in the bin. The M4 mercilessly reels in the Audi as if the latter's a family hatchback, and dispenses with it by over a car length by the time the 400 metres is done.

It’s no fluke either, the BMW consistently beats the Audi and then decimates the Mercedes-AMG in the same fashion. The more rubber that goes down, the bigger the gap at the end of the quarter mile!

The V8 lurking under the bonnet of the C63 S. Still abides by the 1 man 1 engine rule at AMG.

The C63 S, by comparison, is a pain to launch off the line. Despite launch control, you still have to fiddle with the traction control settings to find out which setting is best for the current conditions. With traction control fully off and launch control engaged, the AMG performed the perfect burnout – it didn't move for 5 or 6 seconds as the competition made a break for it. The Benz is wild, untamed and an utter handful. When it eventually made a decent launch, the C63 S ran the RS5 close right up to the finish line; it clawed its way back to draw level with its rival, before ultimately passing it with a few metres to spare.

A proper upset for the books: The BMW romped to an easy win, with the Benz second and the Audi last. We were beginning to think someone had sent us a dud RS5.

To the track

With the drag race results upsetting the order of things, the track results seemed a foregone conclusion. The BMW was sure to use its Competition Pack’s handling benefits to extend its margin over its countrymen.

With the temperature starting to creep up to the high 20s, the Audi was first to set its lap. The lightened front end of the RS5 has definitely improved turn in and front end responsiveness; the Audi feels quick to head into an apex and there’s even a hint of lift-off oversteer as you feather the brakes into an apex. Once into the apex, the RS5 is typically controllable. It’s all about spotting the exit and nailing the throttle; there's no need to worry about traction – the quattro system keeps the 600 Nm in line.

The RS5 is surprisingly agile on track with a nimble front end. There's a lot of body roll however when you throw some lateral G its way.

The RS5 does have a substantial amount of body roll as it tips into a corner, you can see this from the sidelines or as you follow it around a bend, the gap between the wheel and the arch is huge, it’s almost comical how much the RS5 leans, but it manages the yaw well. This is one of Audi’s most dynamic-feeling cars in a long time.

BMW’s M4 Competition Pack barks to life by virtue of its louder and tinnier exhaust pipes. Set traction control all the way off, gearbox ferocity to maximum, engine into sport plus mode, along with the suspension and steering in comfort. Any more than comfort on the steering and it just feels too darn heavy and artificial.

Competition Package of the M4 turns the wick up on the engine. It ups power from 317 kW to 331 kW – the equal of the Audi.

On anything but sticky new rubber the Competition Pack M4 is difficult to keep under control… it constantly wants to break away at the hint of a sharp throttle application. You sit much lower in the M4 than the other 2, the weight of the car is also lower, so it’s easier to feel what’s going on and it rolls less in the bends because of that. The lower centre of gravity makes it steady under hard braking and turn-in is precise and balanced. When exiting bends, things get tricky. You have to introduce the throttle carefully, cleanly and with small flexes of your big toe. You’re under constant threat that the rear is going to swing out and ruin a clean, precise lap. If you just want to have a wild time and slide the M4 about then it’s easy to hold a slide. What's more, excellent chassis feedback allows you to control long, drifty slides with the throttle.

As expected, the M4 Competition Pack dominated on the track. It has a twitchy rear but with a bit of throttle finesse, you can get a stellar lap out of it.

The AMG is the final car to complete a hot lap of Killarney. The engine needs to be given sufficient time to cool down as Mercedes-AMGs do tend to get hot and bothered on balmy track days, when they're prone to default into limp mode midway through a lap.

If ever there was a car that resembled a blunt weapon, it’s the Benz. It’s a sledgehammer in a straight line, but point it towards a corner and it has all the finesse of a burly front-row prop trying his hand at dancing in Swan Lake for the very first time! The centre of gravity is higher than in the BMW and you feel that when applying the power; the C63 S rocks from side to side as it scrabbles for grip and requires constant corrections through the wheel. Traction is hard to come by even when feathering the throttle in higher gears. This experience feels very old-school AMG and, unfortunately, galaxies removed from piloting that precision track tool that is the AMG GT-R. The C63 S was made to eat tyres, bellow white smoke and shout as loudly as possible. Do not apply within if you’re looking for a precise driving machine.

The brakes on the Merc were extremely good, considering it had to stop the most weight.

It’s no wonder that the BMW beats the Audi by nearly 2 seconds and the Benz by 2.1 seconds. Both the M4 CP and C63 S use their raw speed advantage down the straights to pull away from the Audi, which makes time up at the exit of corners because it’s able to get its power down easier than the rear-wheel-drive, tail-happy duo.

Back to the road

Track driving shows up every car’s limitations; it highlights aspects that everyday driving never would, but, then again, probably 99% of driving is done on the road at legal speeds and within a car’s limits. It’s here where the Audi is a class above the others: its suspension is more adaptable to a wider range of conditions, making the RS5 more comfortable for everyday use and, for quick spurts out of corners, there’s plenty of speed. Where it lacks a little, is in terms of the other 2's aural drama.

The BMW M4 in Competition Pack spec, with its firmer suspension and lower ride height, is much harsher during everyday use. It struggles on abrasive tarmac and when it traverses cat eyes at speed, it can feel like a wheel has fallen off. It’s not unbearable, but a long drive would test your patience in terms of road noise and bumpiness.

The Audi and Merc are more comfortable in an everyday road situation.

Meanwhile, the Benz's chassis is starting to feel a little dated. We praised the C-Class when it first arrived for its adaptable ride and classy cabin, but the game has moved on so much that neither its relatively pliant damping nor luxurious interior can be considered class-leading anymore. The interior creaks as you push and prod the panels and now feels a trifle plasticky compared to what's on offer in the Audi. The ride is firm – admittedly not as much as the M4's, but doesn’t quite match the RS5 for ultimate adaptability. The C63 S does have the most presence out on the road, it gets the most looks and its soundtrack, thanks to that sonorous V8, is most provocative.

Verdict

Judging by what you’ve read above, it would be easy to say the BMW is the winner. After all, it won the drag race and annihilated the others on track. It can be used every day, but there are some notable drawbacks, such as excessive road noise and discomfort on bumpy roads. The Mercedes-AMG is crazy; it seems it was let out of the looney bin so that it can bludgeon its way from 'light to 'light in a blaze of smoke, thunder and crackles from the exhaust pipe. It’s not a track car and it lacks the refinement for everyday use that the Audi has, but if it's entertainment you’re after, it’s certainly the one to have, just make sure you have a tyre sponsor signed up.

Each car has something different to offer, but the BMW remains the driving enthusiast's weapon of choice.

The track enthusiast’s choice is obviously the BMW, but where does that leave the Audi? It’s hardly slow, but it is solidly beaten by the Mercedes-AMG and BMW in a straight line. It’s not an awful handler on track, in fact, by virtue of a pointy front end and plenty of traction, it put in a track time that matched that of the Mercedes.

Ultimately, the Audi is the car you want to drive every day. It’s comfortable on long drives, in traffic and even when things get bumpy. Compared with ordinary business class cars, it's stupendously fast, yet doesn’t sacrifice everyday driving comfort… In fact, it feels like a grand tourer more than a performance coupe. Even if it lacks the visual and aural appeal of the other 2, it brushes them aside on build quality and interior appeal. If you can live without having the fastest track car, the Audi's the winner.

Mitsubishi Triton Athlete in SA

Mitsubishi is offering a special edition Triton Athlete in South Africa. Check out the details below…

This special edition Triton athlete is based on Mitsubishi’s Triton 4×4 automatic and comes to market with flashy design details including a two-tone body kit with orange and black design details to give it a distinct look.

The Triton Athlete, which is imported from Thailand, rides on 17-inch black powder-coated diamond-cut alloy wheels and includes a sports bar, integrated tailgate spoiler and black mouldings for the side steps, exterior mirrors, door handles and bumpers. The Triton Athlete is available in White or Grey.

Bright orange and black leather seats create some contrast in the special edition Triton Athlete.

Key interior features include a two-tone interior design with orange and black leather seats and trim, multifunction steering wheel with shift paddles, upgraded instrument display, dual-zone climate control air conditioning and a smart-key system with an engine start button.

Safety specification on this Triton Athlete has been bumped up too and includes a total of 7 airbags, ABS with EBD, brake assist, stability control with traction control, hill-start assist and ISOfix child seat anchors. Moreso, its maximum towing capacity has been lifted to 3.1 tons.

Engine power

The Triton Athlete makes use of the familiar 2.4-litre turbodiesel engine with 133 kW and 430 Nm of torque. A 5-speed automatic transmission is standard as is Mitsubishi’s Super Select II 4WD system which will be useful in offroad situations.

Mitsubishi Triton Athlete – Price in South Africa

The Triton Athlete comes to market at R559 995 the same price as the range-topping Triton Double Cab 4×4 Automatic

The Triton Athlete is sold with a 3-year/100 000 km warranty and a 5-year/90 000 km. Service intervals are set at 10 000 km.

Buy a Mitsubishi Triton on Cars.co.za

Drag Race | Audi RS5 vs Mercedes-AMG C63 S Coupe

After taking on the BMW M4 Competition Pack, the Mercedes AMG C63 S Coupe now takes on the Audi RS5 Coupe Quattro.

Watch the C63 S vs BMW M4 Competition Pack drag race here

Read our comparison between the BMW M4, Mercedes C63S, and Audi RS5 here

With a new 2.9-litre V6 and all-wheel-drive, the Audi RS5 Coupe Quattro accelerates from 0-100km/h in 3.9 seconds, exactly the same time as the Mercedes AMG C63 S Coupe. The RS5 also has the most beautiful interior of the three competitors, but that's not going to help much on the drag strip.

The two cars are very closely matched, and if Ashley could get the Merc off the line, we were in for a properly close race.

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New Volkswagen Touareg Revealed

We recently published spy photographs of a production-ready version of the next-generation Volkswagen Touareg SUV which gave us a clearer look at what it will look like. Now, the new Touareg has made its official debut at the Beijing Motor Show and all the details have been revealed! Take a look at what the new Touareg has to offer…

Spy Pictures credit: S. Baldauf/SB-Medien

The big Volkswagen Touareg is a luxury SUV which has impressed us over the years, but it hasn't been able to quite deliver the sales. We suspect the allure of sister brand Audi's Q7 and the calibre of other German luxury SUVs have stifled the Touareg. This means that the next generation of Volkswagen Touareg needs to be better than good.

The third generation Touareg is underpinned by the long-wheelbase version of the MLB platform that spawns models such as the Audi Q7, Bentley Bentayga and Porsche Cayenne.

Engine choices

The Touareg will be powered by a 210 kW 3.0-litre V6 turbodiesel paired with VW's 4Motion all-wheel drive system and an 8-speed automatic transmission. A less powerful, 170 kW 3.0-litre V6 turbodiesel engine will also be offered as well as a 250 kW 3.0-litre V6 turbopetrol engine. Volkswagen will introduce the flagship 310 kW 4.0-litre V8 turbodiesel later in 2018. A plug-in hybrid Touareg is also expected at a later stage.

The Touareg is also equipped with air suspension that can increase ride height by as much as 70 mm for offroad driving. An optional offroad pack will offer additional driving modes, a larger fuel tank and underbody protection. The Touareg's wading depth has also been increased by some 80 mm to 570 mm. More so, new technology for the Touareg includes four-wheel steering which will improve the Touareg's manoeuvrability and enhance agility and directional stability at speed. The new Touareg has a maximum towing capacity of 3.5-tonnes using a retractable towbar.

Key design details

Digital screens dominate the facia of the new VW Touareg, resulting in a very minimalistic, clutter-free cabin.

The Touareg is some 106 kg lighter thanks to its lightweight aluminium construction and its dimensions have increased by 44 mm in width and 77 mm in length compared with the outgoing model.The cabin is larger too and load bay capacity has increased by 113 litres to a capacious 810 litres.

Exterior design details include a bold chrome grille which is flanked by new LED MAtrix headlights with 128 individual LEDs. Wheel sizes vary between 18- and 21-inches and 13 exterior colour options will be available to buyers.

The new Touareg is packed with a wide range of new technology including a stylish Innovision infotainment system that comes in the form of a curved 15-inch touchscreen and a 12-inch digital instrument cluster that provides information to the driver. The screens are completely customisable and can be configured according to individual taste. Thanks to the new fully digital control interface, there are now considerably fewer buttons found in the cabin. The new infotainment system is Apple CarPlay and Android Auto compatible and features a WiFi hotspot that can connect up to 8 devices at a time. A head-up display for the driver will be offered as an option.

Availability in SA

Volkswagen South Africa has confirmed that the new Touareg will be launched locally in the third quarter of 2018. Exact dates have yet to be confirmed. We will keep you updated as soon as local specification and pricing details become available.

Want to buy a Volkswagen Touareg?

Find a new or used Volkswagen Touareg on Cars.co.za

Mini Cooper S Convertible Automatic (2018) Quick Review

The Cooper S Convertible automatic offers oodles of “let’s go boulevard cruising” charm and has a characterful engine, but is the Mini really an effective sporty drop-top alternative to the Cooper S hatchback? We spent some time with it to find out…

We like: Engine/transmission performance, youthful appeal

We don’t like: Firm ride, creaky cabin, compromised handling, not very practical, pricey

Alternatives

Fiery Italian: Fitted with a 1.4-litre turbopetrol engine with 132 kW and 250 Nm of torque, the Abarth 500C 595 Competizione 1.4T automatic offers similar outputs to the Cooper S, but is slightly quicker in the 0-to-100 kph sprint, with a claimed time of 6.9 sec. Like the Mini, it is too pricey at R524 900.
Teutonic allrounder: The Audi A3 cabriolet 2.0TFSi S Line automatic is more than R100k more expensive than the Mini (at R603 000), but it's more accomplished as a drop-top offering. It's powered by a 2.0-litre turbopetrol engine that produces 140 kW and 320 Nm of torque, mated with a 7-speed automatic transmission. The A3 Cabriolet is more sophisticated than the Mini and is likely to find favour with more mature/conservative-minded buyers.

Compare specification of the Mini Cooper S Convertible auto vs Abarth 500C 595 Competizione auto vs Audi A3 Cabriolet 2.0TFSI S Line auto

What is it?

Quirky, fun and full of life is what this Cooper S Convertible is all about. However, it has some issues that can't be ignored…

Based on its Cooper S hatchback sibling, the Cooper S Convertible marries the performance offered by the hardtop 'S with the boutique appeal of a drop-top package. Mini is expected to introduce its facelifted Cooper range, which will usher in mildly revised styling, technology upgrades and more individualisation options, to South Africa around mid-2018. Does this Cooper S Convertible automatic work as a sporty drop-top city car… or will its practical/packaging shortcomings prove its undoing?

The Good

Cuteness Overload

Metallic electric blue is an inspired choice of exterior finish for this Cooper S Convertible, wouldn't you say?

Dressed in an attractive metallic electric blue hue, this Cooper S Convertible drew many gazes from onlookers; it’s arguably the best colour on offer from Mini. Whether the fabric top is up or down, this car brings loads of cuteness and charm to the road. As is the case with all Minis, you can add a bunch of optional equipment to suit your tastes. This test unit rides on optional 17-inch, 2-tone propeller alloy wheels, which come at an additional cost of R2 000, while that gorgeous paint job costs R2 500.

As for the interior, it’s fun in a typically-Mini kind of way and while general build quality is good, its interior styling exudes youthfulness in its design, yet conservative buyers might find it too over the top… what with all those deliberate circular elements, funky LED lighting and the "disco vibe" of the Visual Boost infotainment bezel.

You either love or hate Mini's interior design. We like its youthful vibe…

This test unit was specced-up with a number of optional features including Satellite Grey Leather Lounge upholstery, a particularly entertaining Harman Kardon sound system, Mini Navigation System, a sports steering wheel and reverse-view camera, to name a few options. All these additional features make the Cooper S Convertible that much more appealing, but the price escalates quickly too… in this case, the total as-specced value comes in well over R550 000. Ouch!

Notable standard features include sports seats for the driver and passenger, a height adjustable driver’s seat, cruise control, rear park distance control and automatic air conditioning. Safety specification includes 6 airbags, ABS with EBD, brake assist, electronic stability control with traction control, as well as ISOfix child seat mounts.

Punchy performance

A punchy engine combined with a good automatic transmission makes the Cooper S Convertible feel rather lively on the road.

The best feature on this Cooper S Convertible is arguably its engine. It’s a lively 2.0-litre 4-cylinder turbopetrol unit with peak outputs of 141 kW and 280 Nm of torque and it's mated with a responsive 6-speed automatic transmission that does a good job of picking the correct ratios when the Mini needs to hustle in and around the city.

In such a compact body, this combination delivers a fun and entertaining driving experience; there’s certainly no shortage of power. With your right foot planted flat, the exhaust emits a throaty bark as the transmission swaps cogs, which adds zest to the driving experience. The Cooper S Convertible will shuffle from 0 to 100 kph in about 7.1 seconds, which is brisk. The Mini ragtop is both capable of pacy sprints between traffic lights and can easily execute swift overtaking manoeuvres at highway speeds.

Driving modes such as Sport, Normal and Eco are at your disposal depending on your driving mood. Mini claims an average fuel consumption figure of 5.8 L/100 km, but we achieved in the region of 9.3 L/100 km during our test, which is roughly what we expected.

The Bad

Poor ride quality

The generally firm ride quite might not be to everyone's taste, but it improves slightly when driven in Normal mode.

By virtue of its low-profile tyres and sporty suspension, the Cooper S Convertible delivers an uncompromising ride quality; its harshest critics would say the Mini can turn otherwise smooth tar into a bump fest. Larger bumps and imperfections are generally ill-absorbed and the unforgiving firmness soon becomes tiring and cumbersome.

Vibrations inside the cabin can be felt (and seen!) as the Mini traverses uneven sections of road. In fact, the windscreen can shudder and shake so much when the going gets bumpy that the vibrations may disturb the driver and other occupants' outward vision, at least until the road smoothes out to an extent… Wincing before going over bumps becomes a natural reaction and you quickly learn to cut lines in the road that provide the least resistance and anguish.

Compromised body structure

A lack of rigidity, owing to the absence of a fixed roof, has compromised the sporting ability of this Cooper S Convertible.

A major letdown for this Cooper S Convertible is the very thing that makes it attractive – its electrically folding fabric roof. Rigidity is diminished because there is no B- and C-pillar support for the car's body and the marginal structural integrity becomes all too apparent in the uneasy flex of the chassis, which is especially noticeable when cornering at speed. If you listen carefully, you'll hear creaking as a result of body flex; much, we imagine, as you would on an ageing sea vessel adrift in a stormy ocean.

The fabric roof, however, folds down gracefully (in a 2-stage process) and takes roughly 18 seconds to retract completely. Pull the switch back and the roof will open halfway, when the retractable cover acts more like a sunroof. Hold the switch in that position for longer and the roof will retract all the way for the full convertible experience, which is rather pleasant on a sunny day in Cape Town. The roof does, however, swallow up some of the luggage space when folded down.

Not very practical

Legroom for rear passengers is almost non-existent and the rear seats are better used as additional storage space.

Although the Cooper S has seating for 2 in the rear, the Mini's rear bench can only accommodate a pair of small children. Yes, the cabin's focused on the comfort of front occupants and seating a tall driver and front passenger in comfort will just about nullify rear legroom (making the rear seats better suited as additional storage space). If you're able to squeeze yourself into the rear quarters, you will find the rear seatback very upright, which doesn't add to what little comfort is available to aft passengers.

What's more, the luggage bay is small; it offers just 160 litres of capacity with the roof down and increases to 215 litres with the roof up. There’s enough space for a small bag and some daily shopping items, but not much more. The author's surf bucket would not fit into the boot, so his surfing apparel had to be stored on the back seat…

Pricing and warranty

This Mini Cooper S Convertible costs R493 710, which includes a 2-year/unlimited km warranty and a 5-year/100 000 km maintenance plan.

Verdict

The Cooper S Convertible, although pretty, is compromised and mostly impractical. However, it still makes a cool statement…

Barring its cute looks and punchy engine, this Cooper S Convertible is difficult to recommend. It purports to be a drop-top version of its genuinely sporty Cooper S hatchback sibling, but due to its compromised body structure, it simply fails to deliver the same level of sporty ability. Sure, it performs reasonably well in a straight line, but it ultimately lacks composed, sure-footed handling ability. Therefore, in our opinion, it's not a “sporty” drop-top city car, just a mediocre one.

To make matters worse, the Mini's ride quality is generally too unforgiving and it's not very practical either, both in terms of rear passenger space and storage space. So, in essence, all this Mini Cooper S Convertible has going for it is its visual appeal, engine performance and the perceived allure of driving a convertible Mini.

Is there any way it could justify its price tag? Logic says no, but it will depend on your requirements… After all, some new cars are sheer heart-over-head propositions. So, if looking cool and hip as you cruise past the trendiest spots is what you are after, then the Mini Cooper S Convertible might pass this test, but only just. Consider a more affordable, moderately specified Cooper Convertible if you cannot resist the Mini wind-in-the-hair experience. Alternatively, if you can live without the indulgence of a folding fabric roof, but want engaging driving dynamics in a pugnacious compact package, simply buy the Cooper S hatchback. It will be far more pleasing to drive…

Interested in buying a Mini?

Find a new/used example for sale on Cars.co.za

Toyota Hilux Turns 50: 8 Bakkies That Made it a Legend

South Africa’s most popular bakkie is half a century old. Here are the vehicles that helped the Toyota Hilux achieve legendary status.

A half-century can be a bittersweet milestone to celebrate… At 50, it’s too late for regrets and, often by that age, whoever or whatever is being celebrated shows the battle scars and signs of wear and tear that years of hard use can cause. And so, forgotten among the theatre of impossibly-powerful hypercars being revealed at the Geneva auto show, the reveal of the new X-Class pricing details and all Mzansi's other motoring news, a very important date will pass into time in March 2018.

It’s a birthday that cannot be ignored: South Africa’s most popular and, some would argue, influential vehicle is 50… It's been 5 decades since the 1st Hilux was produced and, through its 7 generations, the legend of the bakkie has grown to a point that all marketing spend, influencer mentions and clever hashtags can't quite do it justice.

For many South Africans, the Hilux is not a Japanese product. Mzansi's motorists feel such a sense of ownership towards the bakkie that one may be forgiven for thinking Toyota’s global mid-sized bakkie is inherently South African, right down to its bolts. Considering that the Hilux has been a critical transport cog that helped the local economy turn over for decades, that’s not surprising. When farmers don their extreme weather gear to fix fences or retrieve wandering livestock, a Hilux takes them there; when geologists go surveying for new mineral deposits, they go in a Hilux; when goods are distributed to rural retail networks, it’s on the back of a… yes, Hilux!

South Africa’s sense of ownership about all things Hilux is rooted in the fact that the bakkie is built here too – at Toyota factory's south of Durban. The renowned Dakar racing Hilux V8s are designed and fabricated locally, in Midrand. All told, Hilux is the definitive South African vehicle. Technically, the first South African Hilux bakkies only arrived in 1969, but global production began in 1968, hence this March is the venerable vehicle's 50th birthday. To celebrate its half-century, a genealogy is in order.

1st-generation N10 (1968-72)

The original… and an unlikely candidate to establish Hilux’s legacy. In the late 1960s, South African farmers, construction crews and miners were decidedly all-American in their bakkie choices (the Ford F-150 was particularly popular). To understand how outmatched Hilux was at the time, just consider the engines: F-150’s smallest option was a 3.9-litre inline 6, whilst the Hilux’s powerplant was a humble 1.5 litre. Reliability was key, and Toyota’s excellent manufacturing standards started convincing buyers who were counting costs per kilometre that Hilux made more sense than its appearance – or specification – suggested.

2nd-generation N20 (1972-1978)

Whereas Hilux was initially mocked for its small engines and overall lack of size, the 1973 oil crisis effectively killed off any appeal the big American bakkies had had in South Africa. Fuel rationing made farmers and other bakkie users realise how vulnerable they were in their V8s and as a result, buyers flocked to the N20 Hilux, which gained a slightly larger engine than its N10 predecessor (all of 2.2 litres!). That's a capacity that would serve it brilliantly in the years to come…

3rd-generation N30/40 (1978-1983)

With Hilux’s reputation for solidity and reliability well and truly established (and its popularity as a true workhorse accepted by most South Africans), the 3rd-generation bakkie introduced two crucial features: diesel power and all-wheel drive. Until now Hilux had been a gravel grinder, but it’s ability to go where Land Cruisers could go, was sorely limited. Well, those manual-locking front hubs graduated Hilux to its status as the weekend adventure-seeker's bakkie of choice. For bakkie fans of a certain age, there will be many not so fond memories of trying to turn those manual-locking hubs with frozen fingers on a winter morning.

4th-generation N50/60/70 (1983-1988)

By the mid-1980s, oversized American bakkies were but a memory in the South African market and it was at that point where Hilux’s dominance, a dominance which would be challenged — but never snapped – was first secured. By introducing a double-cab, Toyota virtually doubled the marketability of its bakkie. These 4th-generation bakkies were incomparably good off-road too, despite being crudely uncomfortable due to their solid front axle suspensions.

The acronym for this Toyota bakkie was SFA and even today, SFA Hilux 4x4s command immense respect on the most testing of off-road trails. Despite being cruelly underpowered (the range-topping engine was a 2.2-litre 4-cylinder, which was good for only 70 kW – later upgraded to 75 kW), amazing approach and departure angles, virtually unbreakable components and very cleverly chosen gear ratios made these Hilux 2.2s legendary.

There was a better engine available globally, but it never came to South Africa. We were teased by it too, in the original Back to The Future film trilogy, as Marty McFly’s automotive object of desire: an SR5 Hilux, powered by a 2.4-litre turbo, good for 101 kW, which was an amazing power output for a Hilux back in 1985.

5th-generation N80/N90/N100/N110 (1988-1997)

This is where things get a touch complicated because even the most ardent local Hilux fanatic won’t recognise any of these 5th-generation bakkies. Why? Because we never got any of them. Around the time that Mzansi was transitioning into a democracy, local content laws that governed automotive production in South Africa meant that it was cheaper for Toyota to keep producing the 4th-generation Hilux past its international discontinuation date. For South Africans, the 4th-generation bakkie gained very few cabin comforts in this time, but by the mid-1990s there was the option of 2.4-litre petrol power (all 85 kW of it) and a locally developed 2.8-litre turbodiesel.

6th-generation N140, N150, N160, N170 (1997-2005)

The Hilux would finally become civilised. Sort of. The most significant platform change was an upgrade to independent front-suspension, which revolutionised ride comfort and did little to affect off-road ability. Toyota traditionalists were aghast that their favourite bakkie had "gone all SUV", but it was an unavoidable trend.

Initially, the flagship diesel engine was an amazingly slow naturally-aspirated 3.0-litre 4 cylinder, but that weakness eventually became the 6th-generation Hilux’s strength. Toyota pandered to customer input and introduced a turbocharged version of the 3.0-litre motor, codenamed KZ-TE.

It was to become a legendary bakkie: powerful enough to cruise to destinations at highway speeds, and sufficiently durable to run in low-range for days on end when navigating the toughest terrains. Need a reminder of how legendary the KZ-TE Hilux is? They’re 300% more valuable than comparable Mercedes-Benz sedans of their time. Don’t believe us? Search our classifieds…

7th-generation AN10, AN20, AN30 (2004-2015)

With its rounded corners this Hilux had loyal Toyota bakkie followers worried, but beneath the softer appearance was a significantly more potent vehicle. Finally, Toyota would no longer lag behind its rivals when engine outputs were compared as the 7th-generation Hilux debuted that legendary D-4D moniker and a V6 too, cranking out 120 kW for 3.0-litre turbodiesel and 176 kW from the 4.0-litre petrol. Durability remained unaltered, but cabin comfort improved remarkably.

The 7th-generation Hilux is particularly important in the story of Toyota’s South African sales success because it spawned the Fortuner Adventure SUV, which has become a phenomenon all of its own. An ambitiously heroic motorsport development, which started Hilux’s Dakar campaign, was also evolved from this series.

8th-generation AN120, AN130 (2015-)

There's not much that needs to be said about the current Hilux, is there? Although Ford has engineered a thoroughly accomplished rival in the form of the Ranger, South African acceptance of all things Hilux remains undiminished. It remains SA’s favourite vehicle and although the long overhangs have drawn criticism of the bakkie's exterior styling, they are a necessary crumple zone safety feature dictated by Euro NCAP. The only local bakkie to retain a powerful petrol engine, that awesomely melodious 4.0-litre V6, Hilux has evolved into exactly what South Africans require from a true all-terrain, all-purpose vehicle. At 50, Hilux’s reputation is undiminished.

Interested in buying a Hilux?

Find one for sale on Cars.co.za

All-new Toyota Auris arrives at Geneva Motor Show

Toyota has used the 2018 Geneva Motor Show as a platform to launch its new Auris. Are these changes enough for the Auris to become a strong Golf rival?

The new Toyota Auris has grown up. Built on the Toyota New Global Architecture platform, the new Auris is 40 mm longer, 30 mm wider and 25 mm lower. Toyota has been in the hybrid game for 20 years and the new Auris will be benefiting from the latest in this technology.

The new Toyota Auris will offer customers just one conventional engine. It's a 1.2-litre turbo petrol which we've experienced in the Toyota C-HR. There will be two hybrid engines available. The 1.8-litre is the motor we've seen before in the Lexus CT200h and Toyota Prius, while the new 2.0-litre hybrid features 130 kW and a sportier drive. Stay tuned for updates.

Update: 23/03/2018

Images have appeared for the American spec Corolla Hatch (local Auris) which show off the new interior. An 8-inch touchscreen does duty as an infotainment system and features app connectivity as well as Apple CarPlay and Android Auto. Debuting in the states is a 10-speed/step CVT gearbox that is said to bring a bit more sportiness to the generally dull CVT gearboxes. The level of spec for American versions differs vastly from our local models, but some of the safety kit available is extremely upmarket. Pre-collision detection for pedestrians at day and night time as well as a fully dynamic adaptive cruise control that works from 0 kph.

Know Your Roadblock Rights

What are your rights when you get stopped at a roadblock? Can you film an officer? Can you be arrested for outstanding fines? Herewith a list of important things you should know when it comes to roadblocks in South Africa.

You’re happily driving along, you haven’t had any alcohol to drink, your licence is valid and you have no outstanding fines. Then, you see those blue flashing lights up ahead and instantly fear sets in. Your palms start to sweat, you start to question when you last had a drink, “Was it yesterday? Or the day before? Will a breathalyser test find me over the legal limit? Has my licence expired?”.

Why do we panic the minute we know we have to head through a roadblock? Is it because we have to deal with the authorities, or maybe it’s because we all know someone who knows someone who was arrested at a roadblock, or maybe it is just the unknown that scares us. Do you really know your rights at a roadblock? Let’s take a look.

Not all roadblocks are the same

First of all, you need to know the different types of roadblocks. There is an informal roadblock which usually pops up on major roads and off-ramps and the primary goal is to check for drunken driving, speeding or unroadworthy vehicles and outstanding fines. The other kind of roadblock is the K78 which is approved by the National Police Commissioner. These are usually set up to find a specific criminal or a vehicle already on the authorities’ radar.

The main difference between these two types of roadblocks is the police’s ability and right to search your vehicle and person. A search cannot be performed at an informal roadblock without a warrant unless the officer can prove extraordinary circumstances. With that said, even at a K78 roadblock, you can ask the police officer to present you with the warrant or authorisation from the National Police Commissioner.

Both the police officers as well as you as the driver have rights. You should know both sides to feel safe, calm and informed.

According to an article originally posted on Carte Blanche, a police officer must be in full uniform when working at a roadblock. They can pull you over for any of the following reasons:

To complete a routine check of the vehicle and the driver. Depending on the type of roadblock, they may request a full search.
The driver committed a traffic offence like failing to stop at a stop street or speeding.
The vehicle is suspected to be stolen or the vehicle is believed to contain criminal individuals or contraband.

The officer is then legally allowed to do the following:

Request your driver’s licence and ID.
Check for outstanding fines.
Check the vehicle’s licence disk and ensure the car is roadworthy.
If the officer requests to search the car, he/she must provide you with a copy of an official warrant stating the reason for the search. Bear in mind that if a police officer has reasonable grounds to perform a search without a warrant, he/she may do so.
If the officer suspects you are driving under the influence he/she can ask you to exit the car and a breathalyser test may be requested. If you refuse, the police officer can detain you and have blood tests performed at the nearest police station.

A K78 roadblock is a bit different in that a police officer can search any vehicle or person without a warrant and seize items from the vehicle or person should these be illegal or suspected to be linked to a crime.

IMPORTANT NOTE: Should a police officer request to perform a body search, it is illegal for an officer of the opposite sex to search you.

If you find yourself at a K78 roadblock you are within your rights to ask for a copy of the authorisation letter given by the National Police Commissioner. It must state the date of the authorised roadblock, the duration of it and the purpose of it.

IMPORTANT NOTE: The South African Constitution makes no provision for cops to insist on the payment of fines on the spot. The only time you are legally obliged to pay a fine immediately is when the officer can provide you with a copy of the official warrant or summons. If an officer can’t provide you with a warrant of arrest but still wants to arrest you, ask to call your attorney immediately.

Safety

It is quite normal to feel unsafe at a roadblock, especially if you are driving alone or at night. The best thing to do is remain calm and call 10111 and inform them that you feel unsafe pulling over at a roadblock. If you are already stopped and feeling unsafe, you are at liberty to ask the officer for their badge number and calmly inform them that you wish to call 10111 to confirm their badge number.

Filming an officer

You are legally allowed to film or photograph an officer for evidence purposes in cases of threats or police brutality. It is illegal for a police officer to confiscate or damage your recording equipment or to force you to remove footage or images.

What will get you arrested at a roadblock

You are found to be driving under the influence.
You have been driving recklessly, carelessly or dangerously.
You are willfully obstructing the roadway.
You are found to be driving with a cancelled or disqualified licence.
Police suspect you may have committed or are about to commit a crime.
You verbally or physically abuse an officer. Any racial slurs, threats, crude gestures or physical contact could result in arrest. Also preventing an officer from doing their job is a criminal offence.

It can be a rather unsettling ordeal, but if you haven’t done anything wrong, you shouldn’t experience any problems. Pull over when you are flagged to do so, remain calm, cordial and respectful and follow the police officer’s instructions. If you have been caught doing something wrong, don’t argue! Accept responsibility and never engage in bribery. The police are doing their job, respect that.

Ciro’s Mustang Road Trip to Lesotho

Join Ciro De Siena as he recounts his recent road trip to Lesotho behind the wheel of a Ford Mustang…

When we received the invitation to travel to Lesotho for the first-ever Mustang Road Trip on the African continent, I initially felt confused. Why would anyone want to drive a fleet of Mustangs to Lesotho? Visions of scrambling up dirt roads fighting for grip in the country with the highest low point on earth didn’t seem like a particularly good idea. So, of course, I accepted.

Departing Cape Town on the red-eye, my trip began with a 5:00 am uber to Cape Town International Airport and I watched in horror as the N2 inbound resembled a parking lot – at 5:15 am. My flight to Johannesburg was painful! I had a busy Sunday and completely forgot to check-in, resulting in the cruel and unusual punishment of occupying the middle seat for 2 hours.

By the time the wheels hit the ground in Jozi, I was cramped, sleepy, annoyed and yet to have a coffee, which multiplies any negative morning emotion by at least a factor of four.

On the road

A total of 7 Mustang's welcomed us on what would be a memorable road trip to Lesotho.

Thankfully, breakfast was the first item on the agenda and rounding the hotel to the rear parking lot, we were greeted by the sight of 7 Mustangs parked perfectly in a row. After a mercifully brief briefing, we were on our way.

With plans to swop cars between the members of the media over the next few days, myself and my driving partner, Pierre Steyn, group editor of the travel titles at Media24, were not phased in the slightest to be driving the smaller-engined 2.3-litre 4-cylinder Mustang for the first leg.

In a stroke of genius, Ford had ensured that all the Mustangs were fitted with heated and cooled seats, which, as I would find out over the next 4 days and 1 200 km, is quite possibly the best invention in motoring since the windscreen wiper.

A beautiful scene somewhere in the Free State…

Gauteng’s urban sprawl quickly gave way to the rolling green pastures of the Free State. South Africa’s agricultural heartland, the expansive vistas are framed by increasingly tall sandstone cliffs. The Free State is often derided as a sort of no-mans land, a “fly-over state” in American parlance. But the reality is that it has a unique and endearing beauty. At this time of year, the road is framed on either side by a seemingly endless carpet of Cosmos blooms; a delicate white and purple flower, the seeds of which farms in the area export all over the world.

It is, however, particularly difficult to take in this beauty on some stretches of tarmac, especially as the driver, as some roads in the area are absolutely littered with potholes. Fortunately, no one in our 12-car convoy suffered a puncture, which was frankly miraculous, but we were encouraged to keep longer following distances to the car in front to allow for more time to react. However with no shoulder to speak of, combined with oncoming traffic, dodging the potholes is often a test of faith rather than driver skill.

The Ford Mustang 5.0 Fastback GT pulls into Rosendal, home to only 70 people!

Our first stop was a town I didn't know existed until we turned left off the N5 and a large, hand-painted, sun-faded sign declared that we were now in Rosendal. Pronounced “Roo-sin-dal”, the local glass-blower informed me that it was a town of 70 people. Only 70! There was one tar road through the middle, with wide dirt boulevards darting off east and west, each road featuring a rough centre island dotted with tall trees, in many instances creating green and leafy tunnels.

Lunch was in a curious old home, the dining tables surrounded by antiques and bric-a-brac, the buffet table housed in a personal library, surrounded floor to ceiling with dusty literature. The food was innovative, yet homely, and everyone was delightfully fussed over by the owner, a short, square man in perhaps his 60s. Whispers of his fame quickly spread as he was recognised as the star of a long-running South African soapie which I’ve never watched. It turns out this was his country hideaway.

Galloping horses

The Mustang fits like hand to glove on this stud farm in Moolmanshoek.

Departing Rosendal earlier than planned as the crew had discovered the town had run out of unleaded fuel, we hopped back on the N5 and cruised towards the Moolmanshoek stud farm. A fairly tricky dirt road led us down to a ravine, where a beautiful old sandstone building was perched on perfectly manicured lawns.

We were told to get our cameras ready while welcome drinks were poured. The sun had dipped below the mountains behind us and across the ravine, the sandstone cliffs gradually glowed a warm orange as the last of the sun’s rays lit up the cliffs.

A distant crack of a whip reverberated through the cool evening air and the sound of hooves grew louder. Seemingly out of nowhere, a herd of perhaps 50 horses barreled towards us, running past the cars which the Ford team had parked on the lawns. It was a phenomenal spectacle; an experience which you felt as much as you witnessed, the vibrations of the stampede rushing through the ground and up through your feet.

The horses wandered back towards us and the cars, some came up to the guests for a closer look while a few licked the windscreen of the cars, curious about these metal oddities which had been parked on the tastiest piece of lawn.

Onwards and upwards into Lesotho

Lesotho provided scenic views and roads that would make any car enthusiast giddy with excitement.

After a delicious braai washed down with one of my favourite red wines, the next morning we were back on the road! The convoy, led by one of the friendliest and most capable tour managers I have ever met, made its way to the Caledonport crossing on the South Africa/Lesotho border. The Ford team had sorted our paperwork long before the trip and we breezed through the border post, with customs officials and tourists enthusiastically taking photos of our convoy. This has to be one of the most hassle-free borders anywhere in Africa.

Lesotho immediately felt different. Round, thatched huts dotted the hills. Goats and cattle wandered confidently onto the road and we must have entered the first village just as the schools closed for the day, as hundreds of young learners cheered and waved us through into the countryside.

Another stunning setting, a worthy place to stop and soak in all the beauty Lesotho has to offer.

At this point, my driving partner and I found ourselves in a bright red convertible Mustang, with the same smaller engine as our previous set of wheels. I am really not a fan of travelling long distances with a convertible, so with the roof in place, we meandered through the increasingly steep Lesotho landscape. The gradients escalated quickly and in no time at all we stopped for a photo opportunity, gingerly parking the Mustangs on a tiny layby, the sound of a river drifting up from below.

It was at this point that I suggested we drop the roof and that turned out to be a particularly good idea. The mountain pass became a series of tight switchbacks, with some stretches of road roughly chiselled into the rocky mountain. The road was flanked by waterfalls and deep, rocky streams, and occasionally a hairpin bend would feature a pothole the size of a jacuzzi.

Mountains, waterfalls and sinewy tar provided for an entertaining drive but potholes were an ever-present danger.

The convertible was now really coming into its own. With the sun setting behind us, not a breath of wind in the air, and perfectly clear conditions in a country famous for its low cloud cover, we climbed high into the mountains. Pierre had long since started kneeling on the passenger seat, snapping gorgeous pics of the convoy navigating the pass, while I was simply enthralled by the experience, the slow rate of progress allowing me to stare out of the top of the car at the peaks which were once a faded foreground in the distance.

Climbing that pass in a convertible immediately took the top spot in my (thankfully substantial) list of best motoring experiences of my life. The excitement among the group was palpable as we stopped at a viewpoint at the top of the pass and shared our experience. And then the other side of the viewpoint caught our attention. An impossibly vast valley stretched out in front of us, with the road carved delicately into the slopes. Across the valley, a truck crossed the landscape, rendered miniature by the towering mountains above and below. Having not visited too many mountain ranges, the scale of this landscape, for me, was previously unimaginable.

Afriski Mountain Resort in Lesotho, a place to relax and enjoy.

We made our way to the Afriski Mountain Resort along the road we had traced with our fingers from the viewpoint, but this stretch opened up into much faster sweeps with a significantly gentler gradient. This was a perfectly surfaced black ribbon of tarmac, the beneficiary of massive Chinese investment. This was pure driving nirvana! With barely any traffic on the roads, we powered along, conscious of the fact that we were driving at nearly 3 000 m above sea level.

The Mustang is not a particularly sporty car in terms of handling, but now with independent rear-suspension (finally), it offers more than enough for all but the most hardcore drivers to enjoy themselves on a road like this.

Whatever its prowess, these cars had ensured that, quite casually, we had just traversed the highest tarred road in Africa. The Mahasela Pass’s highest point is at 3 222 m above sea level, a staggering 2 200 meters above the top of Table Mountain. At this altitude, I began to notice that my sinuses were increasingly unhappy about the situation. The air was thin and the temperature had dropped substantially.

The allure of the Mustangs attracted local Basotho men from the mountains to get a closer look.

We pulled over and arranged the cars for a rather special photo opportunity, when all of a sudden, around 20 young Basotho men, camouflaged against the landscape in their widely-renowned blankets, came barreling down the hill towards what must have been an absurd sight: 7 American muscle cars, brightly coloured in some instances, perched high atop the Kingdom in the Sky. Hugely enthusiastic about posing for photos, we shared wonderful moments as we all posed around the cars.

We overnighted at Afriski, sharing the lodge with a contingent of particularly unfriendly Germans who were conducting high-altitude testing of yet-to-be-disclosed Mercedes Benz SUVs. Their test cars were covered in that highly technical camouflage which car makers are so famous for, and finding myself giddy at the prospect of being a spy-photographer for the day, I snapped away at the prototypes while their drivers not-so-subtly death-stared me. It was genuinely thrilling.

'Monster rolling' is a fun but potentially hazardous activity to do at Afriski, but it's definately worth it.

The rest of the story is probably of little interest to you, I’m sure, but it was essentially a sequence of red wine, dinners, a wonderful night’s rest, breakfast, driving…rinse, lather repeat. Although a highlight was “monster rolling” down the slopes at Afriski, which is a thoroughly enjoyable form of coming very close to severely injuring yourself. You’ll have to Google it.

Thoughts on the Mustang

The Mustang is a 'one of one' car with no direct rivals to speak of, making it unique in the SA market.

It was a hugely enjoyable trip, and I as sit here on the plane, bashing out my story before I land back in Cape Town, I have to report on the vehicle which made this all possible, mostly because that’s what I actually get paid for.

The Mustang is a curiosity in our market. It is sometimes compared to the usual German suspects, cars such as the BMW 440i and Mercedes C-Class Coupe. The reality is it is an entirely different proposition to those uber coupes from Europe’s powerhouse economy.

For me, the Mustang is one of one, a car with no segment to speak of, which is not necessarily a positive or negative circumstance. When Mustang launched, I was expecting GM to watch very closely as rumours of a right-hand drive Camaro made the likelihood of that car being introduced into South Africa slightly more realistic. The Camaro and the Dodge Challenger are the Mustang’s natural rivals, but without those on our showroom floors, it occupies a unique space in our market.

Perhaps the Mustang's most endearing quality is the way it effortlessly devours tar, it simply excels at cruising.

Ford is at pains to point out that the Mustang is not marketed as a luxury coupe, nor is it marketed as sportscar. In truth, it does a decent job of being both, but not an excellent job of being either. But what it really excels at, is cruising. The large, naturally aspirated V8 is, in some ways, a bit of a dinosaur, but it’s a lovable dinosaur. Lazy, with lots of low down torque, at 120 kph the engine is ticking over at barely 2 000 rpm, requiring the gentlest effort from your right foot to keep the show on the road. In fact, it cruises so effortlessly, neither myself nor my driving partner used cruise control once.

With a suspension set up biased towards comfort and large lounge-like front seats, the car seems to float over road imperfections in a way the highly strung, sportier Germans would battle to achieve. Importantly, the Mustang also doesn’t feel as fragile as the average German sports coupe. It handled some properly difficult conditions and each car emerged unscathed.

The Mustang V8 automatic is the one to go for, but it's pricey…

At nearly R900 000, the Mustang you want (V8 auto) is pricey, especially given the interior trim which does leave a little to be desired. My biggest gripe is with the engine start button, which looks and feels cheap. The driver’s interaction with that button is arguably the key emotional connection with the car, and the experience is cheapened by the button itself, which is a pity.

Arguably, the road trip is a dying convention. The advent of budget airlines, the ever-rising price of fuel and the very real dangers of travelling on South African roads has relegated this once-staple part of South African life to, perhaps, an after-thought for many motorists.

The reality is that we live in a phenomenal country, with varying, beautiful and dramatic landscapes that are best explored from the seat of a car. And it turns out that a modern Ford Mustang is a particularly enjoyable car to take you wherever your heart desires. Even if that place is the highest tarred road in Africa…

Buy a new or used Ford Mustang on Cars.co.za

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