Car South Africa-world - April 2023

CARmag.co.za CAR APRIL 2023 51 WHERE WE DROVE IT Franschhoek

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CARmag.co.za CAR APRIL 2023 53 DRIVE I t was fitting that the cloudy and wet weather conditions during the clandestine testing session of the all-electric, all-new Rolls-Royce Spectre mimicked that of the English climate. Affixed with the Deutschland symbol on the bottom left of the European numberplate, the only real reminder this was still summertime in South Africa was the warm, humid air paired with an occasional local accent. After a stint in -40˚C at a specialist facility in Arjeplog, Sweden, the new model would have to survive the spectacular Augrabies Falls region in the hot, dry Northern Cape, where the mercury reached the complete opposite. Thereafter, it would find refuge in the comfy confines of the Cape Winelands. Rolls-Royce invited us to join select motoring media representatives from round the world for the unveiling of the eagerly awaited model. Limited to fewer than a dozen drives over the week, it was time to witness history being made with the first-ever electric model from Goodwood along Franschhoek’s finest stretches of road. Accompanied by breathtaking press photos during an electrical storm, the presentation revealed the official performance statistics ahead of the drive. Would the Spectre live up to a prophecy Rolls-Royce cofounder Charles Rolls made in early 1900; that vehicles bearing his name would be perfectly suited to the clean and noiseless form of propulsion? I thought it remarkable that the previous testing phase of the coupé was a 2,5 million kilometre journey in the French Riviera. Our own French corner would be where our group would garner first driving impressions of the momentous prototype. Leading our convoy was the BMW X5, followed by the Spectre, moving with dignity and grace. We ventured out of the hillside wine estate, which required some masterful manoeuvres as we navigated through narrow private roads and into the heart of the quaint town. It felt almost like a presidential parade, minus the Price: TBC Engine: 2 x permanent synchronous electric motors Power: 430 kW Torque: 900 N.m 0–100 km/h: 4,5 seconds Power consumption: 21,5 kWh/100 km Rivals: Mercedes-Benz EQS, Porsche Taycan + perfect waft-ability, instant torque awkward passenger rear-view mirror placement, hefty mass *Claimed figures

54 CAR APRIL 2023 CARmag.co.za DRIVE 01 Imposing Pantheon grille remains a styling staple, but no V12 behind it. 02 Starlight doors feature myriad LED lights that mimic the night sky. 03 Simple digital instrumentation with classic power-reserve reading. 04 Impressive handling on Franschhoek’s winding passes for such a heavy car. vexing blue lights, and necks craned to catch a glimpse of the opulent Spectre. We made our way up the steep, misty incline towards the Theewaterskloof Dam. I glanced at the rear-view mirror just as the Spectre emerged from the dense fog in perfect silence, like a ghost. Over a century ago, Charles Rolls made a bold statement on electromobility in creations that would go on to bear his name: “The electric car is perfectly noiseless and clean.There is no smell or vibration. They should become very useful when fixed charging stations can be arranged.” It may have taken longer than envisaged for this to become a reality, but the prophecy has eventually been fulfilled. Rolls-Royce – along with almost all other automakers working out of Europe – will no longer be powered by internal combustion engines by the close of the decade and will join the list of elites denouncing sonorous, largedisplacement engines. Unlike supercars that only begrudgingly adopt the new, silent powertrain, in theory, the Spectre should perfectly assimilate into electrification. Summiting the pass along Theewaterskloof, it was time to determine if this would be the case. In the cloud-diffused light of day, its Chartreuse paintwork shimmered against the contrasting dark bodywork. The reverse-opening door was fully extended and invited me in. I sat in the driver’s seat and Jörg encouraged me to depress the brake pedal before anything else, which automatically closes the door for you. Formalities over, Jörg engaged the stalk to the right of the steering wheel in D and off we went. There may be an expectation the Spectre compromises on extravagance, but this is certainly not the case.There are bells and whistles galore. The sleek coupé boasts all the niceties its predecessors have boasted about. For the first time, RollsRoyce has fitted starlight doors; 4 796 softly illuminated “stars” are perforated into the material.The trademark concealed umbrella would even prove its worth in the inclement weather. It may be a step into a postopulent era, but the Spectre is a Rolls-Royce first and an electric car second. It is as stately as you’d expect from a creation born of the Goodwood assembly line. It measures 2 080 mm wide and 5 453 mm long, and as a left-hand drive, Jörg was forced to drive near the centre of the road, narrowly missing the oncoming traffic. 02 01 03 04

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56 CAR APRIL 2023 CARmag.co.za DRIVE We were initially sandwiched between the Bavarian SUVs, but once there was some distance between all the vehicles in the motorcade, it required effortless acceleration. No matter how seamless an internal combustion engine and its paired gearbox may be, this is far superior. Comfort? Like anything Rolls has done in recent memory, courtesy of the “magic-carpet ride” suspension, – even with the 23-inch rims. These are not only the largest ever fitted to a two-door coupé from Rolls-Royce, but also the largest ever fitted to a production two-door coupé. Within the first kilometre was a stint of straight road before the black tarmac began to ribbon out. It was sufficient to afford us a moment of reflection on the next possible argument from an EV naysayer. Why sacrifice a large displacement V12 for a battery pack and electric motor? In many scenarios with supercar manufacturers, this is difficult to debate.The sound, the vibrations, the sensations … all add to the allure. None of this is present in a Rolls-Royce, apart from the occasional subdued 12-cylinder whine when the taps are fully open. Silence is key. For once, the argument holds no weight. Linear acceleration, minimal noise and almost imperceptible vibrations from the drivetrain mean the Spectre has achieved true “waftability”. As is typical with EVs, the lack of noise frequently uncovers vibrations and a few unbecoming trim creaks, even in the more premium segment. Despite spirited cornering speeds and spurts of acceleration, the prototype Spectre presented none. Until that point, the Spectre’s 2,9 tonne kerb weight had not made any notable impression on performance. Initially, we approached the hairpin bends and flowing corners with caution, but the all-wheel drive and four-wheel steering increased confidence as the speeds climbed. As a passenger, it was possibly one of the less comfortable journeys in a Rolls-Royce, but it did grant me the opportunity to fawn over the plush interior once we hit slow-moving traffic. With 520 km of range, this spirited drive had only vaguely dented the battery capacity. For day-to-day mobility, electric vehicles are more efficient and pleasant to live with and RollsRoyce strongly believes Spectre will predominantly serve its purpose in sprawling urban hubs, rather than as a longdistance tourer. Capitalising on the BMW Group’s expanding battery-electric technology, Spectre should not be deemed a reconfigured BMW i7, but rather a truly unique Rolls-Royce, the first of its kind and a model to prove a ghost of the past right. 01 Hot-weather testing took place in Augrabies in the Northern Cape ahead of the Cape Town press event. 02 The very first Rolls-Royce to plug into the grid. 03 Those floating wheel hub fixtures keep the Rolls-Royce badge upright at all times. 04 Spectre’s frame is classic Rolls-Royce, but there’s an air of EV modernity about it, too. 01 03 04 02

CARmag.co.za CAR APRIL 2023 57 DRIVE No matter how seamless an internal combustion engine and its paired gearbox may be, this is far superior.

Price: R808 600 Engine: 2,0-litre, four-cylinder, petrol + electric Transmission: CVT Power: 107 kW @ 6 000 r/min + 80 kW/202 N.m electric Torque: 188 N.m @ 4 400 r/min 0–100 km/h: 8,5 seconds Top speed: 177 km/h Fuel consumption: 4,5 L/100 km (combined) CO2 emissions: 103 g/km Rivals: Alfa Romeo Tonale, Audi Q3, BMW X1/X2, Mercedes-Benz GLA, Volvo XC40 WHERE WE DROVE IT LEXUS UX 250H EX *Claimed figures + overdue tech improvements, premium interior feel shallow boot, hybrid adds negligible driving appeal, rivals are sportier ETA: NOW Cape Town By: Braam Peens Say yes to UX Baby Lexus gets tech treats aplenty; untouched hybrid and CVT reaffirm it’s more suited to Silicon Valley than Silverstone 58 CAR APRIL 2023 CARmag.co.za DRIVE F or anyone from ruling parties to market leaders, the benefit of incumbency is a powerful enabler. It allows those in command to look forward, whereas in its wake, the pack keeps chasing. In the realm of automotive hybridisation, for Toyota, this defining market standing was institutionalised with the introduction of the Prius in 1997. In consumer minds, this cemented the brand as a pioneer in its field … until its competitors inevitably caught up. Amid the fallout from the 2008 cash crunch that notably affected the American automakers and their European counterparts, which embarked on chasing forced induction until 2015’s diesel scandal broke, an unruffled Toyota persisted with hybrids. Today, the Japanese giant owns this landscape in South Africa. The lion’s share of its passenger applications boasts a hybrid offering and the same can be said of its more urbane sister brand, Lexus. Naturally, when the UX compact crossover (the most minute in the Lexus stable) saw the light in 2019, it featured an electrically assisted petrol powertrain option. However, four years in the current era of techtransitioning mobility is worth a lifetime in evolutionary terms. Whereas there’s been a degree of head-scratching from OEMs in deciding what form the nextgen fuel source will take, the

05 03 01 02 04 CARmag.co.za CAR APRIL 2023 59 digitisation of active safety and in-car entertainment has roared on relentlessly. For example, as a mid-life upgrade, the UX was recently updated to include a large 12- inch infotainment screen, cloudbased navigation with real-time traffic updates and Apple Carplay/ Android Auto. Strangely, users can only interact with the former wirelessly and this necessitates the inclusion of a pair of USB-C charging points installed below the dashboard. The introduction of a touchscreen tablet presents a welcome break from Lexus’ unwieldy trackpad to operate its on-screen cursor (try this while negotiating washboard surfaces) that appeared in the previousgen UX and others. Killing the makeshift mouse has cleared the transmission tunnel and made space for seat ventilation (heated and chilled) controls and the EV-only mode button. The driveand traction-mode selectors still inelegantly reside as turn dials on either side of the top of the instrument binnacle. The UX line-up has grown by an additional entry in the form of a bi-tonally-hued flagship F Sport derivative (R958 100).This comes fitted with a full active safety suite, essentially consisting of a pre-crash system, lane-keep assist and adaptive cruise control, and bookends the range that starts at R808 600 for the entry-level 250h EX. Adaptive suspension is also now fitted as standard on both F Sport models. As the engine and drivetrain are unchanged, so too is the drone from the engine at high revs, marred by slack from the CVT (it behaves acceptably when free from duress). On the other hand, the UX – which was prone to understeer – is lower than a rival such as the Volvo XC40. As such, it has less roll; dynamically, though, it is still significantly behind a BMW X1/X2 and its only other hybrid adversary, the Alfa Romeo Tonale, when the more exciting curves come calling. On the showroom floor, the UX’s biggest competition isn’t from the opposing dealership down the road, but within the family itself. A top-spec Toyota RAV4 VX is bigger, has the same safety gear and has the option of more powerful hybrid propulsion as well as AWD, all for less than the cheapest Lexus UX. The power of incumbency is a mighty sword. It can also cut both ways. 01 Brakelamps are interlinked via horizontally extending light bar. 02 FWD-only configuration and low ground clearance dispel off-roading aspirations. 03 In Sport S+ mode, fake engine noises often mismatched to engine. 04 To its credit, the fully loaded F Sport is equipped with kit optional in rivals. 05 Large touchscreen has removed cabin clutter.

60 CAR APRIL 2023 CARmag.co.za CLASSIC COLLECTION Entrenched in all things BMW, Colin van Son opens his garage doors, revealing a collection of cars with a strong focus on the most famously Bavarian carmaker By: Wilhelm Lutjeharms WLutjeharms Photos: Peet Mocke Petridish_Mooks T here is nearly a different BMW for every day of the week here, from twodoor coupés to four-door sedans. As Colin van Son pulled out his collection of BMWs, a few remained behind in the garage, as they are currently undergoing full restorations. What is a balanced collection without a project or two? These projects include two sought-after BMWs – the South African-only 1986 745i and a rare 1988 E28 M5 – as well as a 1973 3,0-litre CS coupé. His collection spans a beautiful and exciting era. FROM BAVARIA WITH LOVE

CARmag.co.za CAR APRIL 2023 61 It would be an understatement to say Colin is a BMW enthusiast. His passion runs deep and he has travelled to Munich to visit the BMW museum and explore the firm’s hometown. Although his focus is on BMWs, he is a true car enthusiast and there are other brands in his collection with stories of their own. Apart from his office job, his collection keeps him busy.There are the restorations, general maintenance and the time, which classics demand, and he has individualised several with reversible additions. For example, a short shifter kit has been fitted on some manual-equipped cars to add to driving enjoyment. Ask him about his history and love of cars and he can retrace the path. “My love for vehicles I got from my father and uncles. Long before I could read, I was able to name all the brands I spotted along the road. I simply recognised their shapes and badges. “My dad used to buy CAR magazine, and I would have to wait until he had read it cover to cover before I could have my time with the magazine. “My one uncle was the first person in the family to purchase a BMW, it was a 1969 2002. It arrived in Durban harbour and he and my father flew down and drove it back to Johannesburg.” The car still exists and is in good hands. Colin enthusiastically confirms this Sahara Beige 2002 was at a prior BMW Car Club Gauteng Concours d’Elegance and, thankfully, is being perfectly kept by its current owner.

62 CAR APRIL 2023 CARmag.co.za CLASSIC COLLECTION “At a stage, my father owned a 1978 3,0L and later, an E23 733i. More recently, he acquired an E38 740i. My first classic BMW was an E23 745i manual. I drove it for 25 years and sold it to BMW South Africa. When I bought it, it had 129 000 km on the odo; when I sold it, it had done 393 000 km. My passion for classic cars really started with the acquisition of this 1968 Pontiac Grande Parisienne. I knew about this car back in high school as I had seen it when I cycled to my friend’s house. I eventually convinced my father to buy it and we partially restored it.” Colin worked overseas for two years, and upon his return, he bought a 3,0-litre CS as he always wanted to own a CS. “I did a bare metal respray on the car,” he recalls. “The 1972 Volkswagen was added to the collection in 2010. My dad always had a Kombi and when he bought this one, my father-in-law assisted me. We painted it this two-tone colour combination. I use it regularly and I have covered more than 70 000 km with it. It is fitted with a 1,6-litre, air-cooled engine and, as we call it in South Africa, it is a Kombi bakkie. “The two M5s I purchased around four years ago.The E39 M5 is from 2002 and the E28 from 1988.” 01 The beautiful 3,0 CSL fitted with an M88 engine. 02 The 5,0-litre, naturally aspirated V8 engine delivering 294 kW and 500 N.m. 03 Multi-spoke wheels of the E39 M5. 04 The gear lever of the South Africa-only 745i. 05 Surely one of the most iconic cars in BMW’s history. 06 The rear badge on the E28 M5, a car that is on Colin’s list to receive some work. 07 Two iconic fast saloons: the original E28 M5 next to the E39 M5. 03 04 02 05 01 07 06

CARmag.co.za CAR APRIL 2023 63 It would be an understatement to say Colin is a BMW enthusiast

64 CAR APRIL 2023 CARmag.co.za CLASSIC COLLECTION “My first classic BMW was an E23 745i manual. I drove it for 25 years and sold it to BMW South Africa.”

CARmag.co.za CAR APRIL 2023 65 The collector Colin van Son (45) is an actuary and chairman of the BMW Cub in Gauteng. He has been on the committee since 2009 and the chairman for around a decade. His network of BMW enthusiasts runs far and wide. Be sure to see some of his vehicles at events in and around Gauteng. Do you own an interesting car collection, or know someone who does and would like it featured in CAR? Email us at [email protected] Maintaining a collection like this is no easy task, as there are always several jobs on Colin’s to-do list. “If we don’t drive them frequently, we quickly run into problems. This could mean the petrol has gone off or the fuel tank starts to rust over time. We have to drive them at least once every two weeks to a month.” He moves two cars to the front of the garage, uses them a few times, and swaps them with two in the back.They are all run on a semi-regular basis, and he can pick up any maintenance work that needs to be done. “I think my love for BMWs is grounded in the fact I grew up with them. Also, at the time, the BMWs were sportier than the equivalent Mercedes-Benz. I love the design and especially the shark nose. If you look after them, they are reliable; they won’t cost an arm and a leg to maintain.” One of the highlights in the collection is the 1973 3,0 CSL.To make the car more fun to drive, Colin has fitted an M88 engine and a BMW five-speed manual transmission, although he has safely stored all of the original parts. 01 The Kombi is used regularly and has received a lot of work since it joined the collection. 02 & 03 The cabin and wheels of the 3.0 CSi. 04 The shark nose defined a whole era of BMWs. 05 One of the alluring elements of classic cars: clear and simplistic analogue dials. 06 Inline six-cylinder engine of the rare 745i. 07 Iconic Hofmeister kink design element. 03 04 02 05 01 07 06

66 CAR APRIL 2023 CARmag.co.za COLUMN At first glance, there’s a distinct similarity between the Ineos Grenadier and the iconic, somewhat infamous British offroader, the Land Rover Defender. Acknowledging that it has struggled with reliability issues throughout its long history, the Defender remains embedded in the hearts of many. While the Grenadier may take a good deal of aesthetic inspiration from its British ancestor, it shares none of its mechanical uncertainty on- or off-road. British billionaire Sir Jim Ratcliffe first conceptualised his 4x4 at a London pub called The Grenadier. It had to be reliable, go anywhere and be accessible to the masses. I was fortunate to be among a group of international journalists who tested this beauty in Scotland, a dream destination for four-wheel drive enthusiasts. We travelled from Inverness to Loch Lomond, “the heart of the heartlands” by Ineos’ description. We took the vehicle through all types of conditions, including snow, mud and varying degrees of technically demanding off-road obstacles. The car was an absolute pleasure off the beaten track. I doubt many models will be driven to the same extremes once they become available on our shores.We should take comfort that, first and foremost, they are built to tackle dirt. Whether in the depths of a Scottish winter or across the Namibian desert, the Grenadier is more than capable. Unlike many older 4x4s, the car is equally adept on sealed surfaces. As the motoring industry evolves, vehicles are now required to possess a full range of capabilities. It’s no longer good enough to be able to do thousands of kilometres across sand. A portion of our journey in Inverness took the Grenadier along beautiful, winding roads, and its on-road manners were genuinely impressive. The feedback via the steering wheel is akin to a Mercedes G63 AMG, a wagon that comes in at twice the price and rarely gets taken off the tar. Considering the G63 is built for performance and is equipped with air suspension, this is a serious compliment to the smooth and connected driving of the Grenadier on-road. Remember, the Grenadier hits the road with turbocharged 3,0-litre straightsix BMW engines in both diesel and petrol configurations. The diesel unit delivers 183 kW of power and a healthy 550 N.m of torque to take on almost anything you can imagine.The auto transmission means you also have two hands on the wheel across every bump and body of water you care to negotiate. I enjoyed that the cabin is completely analogue. It wants for nothing in usability and appearance, and you do everything yourself, which helps a modern car retain that old-school feel when off-roading. From pushing a button to activate terrain response or engage low range, it results in a tactile driving experience. It also looks like the inside of an aeroplane cockpit. It is the place of dreams for a petrolhead! If you visit the website, you can track the journey of the vehicle from its genesis to its launch. Designed from the ground up, it has been fine-tuned and tweaked through each stage of production. It has undergone 1,8 million kilometres of testing and finally reached a point where it stands among the most impressive off-roading vehicles in the world, taking all the best bits of performance and utility we have seen in other vehicles, and packaging them into one weapon of a wagon. I thoroughly enjoyed testing the Grenadier in Scotland; knowing it arrives in South Africa in mid-2023 is so exciting given the off-roading scene in our country. We have some of the most beautiful, tough, rugged terrain in the world, and die-hard overlanding and off-roading enthusiasts. I am convinced they will welcome it with open arms; it’s a new toy to take out on the trails. Taking all that’s great about traditional off-roaders and melding pleasing analogue features and reliable modern tech, the Ineos Grenadier looks packed with promise By: Ryan O’Connor RyanOConnorZA Award-winning radio and TV presenter Ryan O’Connor – or ROC, as he is affectionately known – has dominated the airwaves for 21 years on some of the Mother City’s best-loved stations. Catch him on the HEART FM Drive, weekdays, 3 to 6 pm. THE BEST OF BRITISH?

COLUMN 68 CAR APRIL 2023 CARmag.co.za As a petrolhead enthused by all the mechanical workings of a motor vehicle, I do not really care whether a car has an internal combustion engine or not. I am not vested in petrol or diesel engines, but I am interested in the performance of a vehicle. Petrol engines are complex, with many moving parts, and some people enjoy working on engines.They love the sound and feeling served up by the synergy of assemblies that culminates in a car’s ability to excite or charm. While I completely understand the genesis of their passion, I implore them to look deeper. I remember when, long ago, Tony Viana put a silencer on the BMW 325is.The quiet output was nice! I was only in my 20s, but I was already tired of these loud petrol-engined cars. This affinity for high-decibel motoring has again become prevalent. It seems the popping of petrol engines via aftermarket exhaust systems is a symbolic and stylistic choice to certain people. Ironically, running parallel to the resurgence in the popularity of loud engines is the development of electric powertrains, which are dead quiet.Where Viana silenced a petrol engine, manufacturers are injecting noise into electric engines to make them exciting. My point is I don’t care whether I get my power from petrol, diesel or a battery; I like fast cars that are balanced and fun to drive. Recently, Michael Briggs, Sean Watson-Smith and I raced the Jaguar I-Pace at the Simola Hillclimb and for a moment it felt like we were driving the future. Many of today’s fastest cars are electrically powered. You’ve got EVs that look like people carriers moving as fast as supercars because they can extract massive potential from these electric motors. The flip side is the added weight with these powerplants thanks to the large batteries. Heavy cars stand in opposition to fun driving, at least around a racetrack. I’m talking about fully electric cars, not hybrids, as the hybrids don’t have these huge batteries. I’ve never driven an EV specialised for track racing, but I’m keen to see the results. An event like Formula E is slowly ringing in the electric age of racing and it’s amazing to think about the performance potential that has been utilised since the introduction of EVs.Though electric cars may seem to have entered the public’s conscience only in the past decade or so, there is a long history of pitting gasoline and steam against electric. In 1900, Porsche invented a vehicle that ran off electric wheel-hub motors. It may feel new to us, but it is a natural development in the industry, which has been going on for years and is finally starting to make waves. If we are to look at the recent rise in the performance potential and popularity of EVs as the beginning of the electric age of motoring, imagine what will be available in 20 years. I am quite ready to give up the noise of an ICE for the potential speed and power that can be unleashed as electric motors undergo such rapid development. I believe battery-electric cars have galvanised the manufacturers, and that the increasingly widespread use of this technology has encouraged the progression of hybrids and fully electric vehicles across the board. It is no longer a niche market, but arguably the most competitive production point among manufacturers. If competition breeds growth, this can mean only one thing for motoring enthusiasts like me … we’re going to be getting faster and better vehicles, with electric underpinnings, that continue to push performance potential to the max. I acknowledge the sentiment that nothing electric will ever compare to the growl of a petrol engine, but we would be ignorant to argue the performance will be incomparable.The motoring industry is predicated on the development of new technology in pursuit of performance and comfort, and the reality is the electric age is the next phase in the evolutionary line of motoring. SILENTLY SCINTILLATING By: Deon Joubert Deonskidmark Deon Joubert is no stranger to CAR readers. He has worked with the team over the years as the go-to track-test driver. As with most professional racing drivers, Deon started karting at a young age and racing and cars seem to be a part of his DNA. There’s little that can compare to the vocal character of a well-tuned petrol engine, but the electrified motoring won’t be a meek whisper when it announces the next chapter of automotive history

TEST 70 CAR APRIL 2023 CARmag.co.za TEST Nice but niche Mercedes-Benz EQB 350 4Matic AMG Line 01 Of course, it’s not a real seven-seater, but that was never why you were considering it in the first place. So, where does it fit in? 70 CAR APRIL 2023 CARmag.co.za

CARmag.co.za CAR APRIL 2023 71 parking assistance. Thereafter, buyers can brave the complicated Mercedes ladder of packagespecific bundled enhancements comprising tech, safety, comfort and lighting features … more than 100 unique configurations. For both front- and secondrow occupants, courtesy of its SUV underpinnings, the EQB is bounteous in space and the views are panoramic. Curiously, despite Mercedes’ unique selling proposition of the EQB as a seven-seater EV SUV, the test unit was not equipped as such. This is likely owing to the battery’s placement around S everal years ago, while some commentators were quick to accuse fledgling Chinese auto manufacturers of shamelessly copying their trendsetting German counterparts – from luxo-hatches or land yachts built by BMW, Audi and Mercedes – what we’re seeing now, in truth, is no different. Ownership of niches by a sole competitor is simply not allowed. The binary nature of segmentary leadership or imitatorship is a never-ending round of roulette exclusively determined by the swiftness and the madness of marketing executives. Since launching in 2021 (locally in 2022), Mercedes has enjoyed a category-specific monopoly in its positioning of the EQB as an EV crossover with its optional seven seats. Based on the GLB SUV, the EQB’s transformation from diesel dinosaur to voltage vulture was a simple one, with mixed effect, it has to be said. It ditched the conventional powertrain in favour of an electric motor at each axle and it was fuelled by a rather small (and ahem, by extension, range-limiting) 66.5 kWh battery. Curiously, MBSA opted to offer only one power specification in the EQB, which develops 215 kW and 520 N.m. This means, as with the more compact EQA entry EV, the three available derivatives are distinguished only by equipment grade.They ranging in price from R1 379 000 to R1 523 400. Price-wise, our R1 432 000 AMG Line tester straddles the range and is most easily identified by its 20-inch spoke wheels (said to swallow nearly three per cent of the range when compared to the smaller variants) and inside, mixed leather seats as well as gofast blistered aluminium pedals. All models come standard with self-dipping LED headlamps, keyless entry, navigation and Price: R1 423 000 0–100 km/h: 5,79 seconds Top speed: 160 km/h Power: 215 kW Torque: 520 N.m Energy consumption: 18,1 kWh/100 km Range WLTP: 367 km A polished, if pricey reminder of the pleasures and pitfalls of contemporary EV ownership Braam Peens Mercedes-Benz hit the sweet spot, building an EV that looks like a compact SUV Kyle Kock

TEST 72 CAR APRIL 2023 CARmag.co.za the rear-axle area, which elevates the rearmost section of the cabin so only passengers shorter than 1,65 m can be accommodated. As a result, the claim of a gamechanging seven-seater is open to interpretation. The battery is another let-down. Apart from its limited storage capability (real-world demands such as highway speeds and extreme cabin climate control guzzle up to a third of capacity), when DC charging, it’s able to charge to a maximum speed of 100 kW only. Currently, its rivals are nearly doubling or tripling this rate. The Volvo XC40 recharges at 150 kW and overseas, the Hyundai Ioniq charges at 350 kW. However, Mercedes claims getting from 10% to 80% should take about 32 minutes, which is acceptable. A useful range-extending hack – for all EVs – is to precondition the cabin temperature to the preferred level while charging, not taxing the battery once on the move. After setting off in near silence and at slow speeds, the EQB will change direction surprisingly crisply, although the directness of its steering seems at odds with the height of the vehicle. There is the obligatory EV party trick – hot-hatch-humbling bursts of peak torque – before physics and battery preservation prematurely spoil the party. Limited demand means the torque allocation is sent primarily to the rear axle before a playful right ankle awakens the front. While this does not stretch the G-force, the shuffle of front/rear torque (measured 100 times per second) makes for a pleasing, albeit neutral experience, which is dominated by the heavy tugging of magnetic motors. As in Audi e-trons, the steeringwheel-mounted paddles manage the severity of the regenerative braking.There’s no way to disable it in the Mercedes. Even its default The tiniest, with zero pretences at size or range, the Volvo is all about speed. Delivering a subfive-second sprint time, this is hyper-hatch territory. The world is an infinitely better place for it. Volvo XC40 P6 Recharge Ultimate Five-seater, slightly more credible and accessible take on plug-in BMW than initial i-branded efforts. Its 9 kWh-bigger battery aside, it’s hampered by a range-limiting shortage of energy density. BMW iX3 M Sport MATCH-UP Beyond the debatable claim of seven seats is a crossover with quirky looks and good interior space. But over the holidays, EQBs will be garaged as owners rely on carbon-emitting long-distance hauliers. Mercedes-Benz EQB 350 4Matic AMG Line 01 A pair of customisable 10-inch displays and 64-colour ambient lighting make for a high-tech, if slightly over-the-top interior ambience. 02 Trackpad with haptic feedback seems unnecessary when the infotainment is primarily controlled as a touchscreen. 03 Blanked-off grille and horizontal light bar signify the EQB’s dependency on Eskom. 04 Partly owing to its GLB roots, where the underbonnet area usually doubles as a secondary loadspace, it’s not so in the EQB. 03 01 02 04 USED OPTION [<2yrs] 2021 Jaguar I-Pace EV400 AWD S More power and speed; for Merc money, you save a quarter of the price of a new Jag. In the absence of Tesla in SA, this is still the EV benchmark. price: R1 260 000 electric motor type: permanent magnet synchronous, front & rear power: 300 kW/4 350–13 900 r/min torque: 660 N.m/0–4 350 r/min gears/drive: 1/4 0–100 km/h: 4,78 sec top speed: 180 km/h range – WLTP combined: 315 km luggage capacity: 352/1 168 L serv/maint plan: M5/100 000 km price: R1 290 000 electric motor type: electrically excited synchronous, rear power: 210 kW/6 000–14 900 r/min torque: 400 N.m/0–5 000 r/min gears/drive: 1/R 0–100 km/h: 6,68 sec top speed: 180 km/h range – WLTP combined: 392 km luggage capacity: 312/1 128 L serv/maint plan: M5/100 000 km price: R1 432 000 electric motor type: asynchronous front, permanently excited synchronous rear power: 215 kW/4 000–12 000 r/min torque: 520 N.m/0–3 500 r/min gears/drive: 1/4 0–100 km/h: 5,79 sec top speed: 160 km/h range – WLTP combined: 367 km luggage capacity: 248/1 000 L serv/maint plan: M5/100 000 km

mode – there are three – is quite aggressive. In its most extreme mode, true one-pedal driving is possible, although dead stops demand finishing off with a brush of the brake pedal. It is worth noting that the twoplus-tonne EQB was the first car we have tested – in over a year – to record a worst braking time from 100 km/h to a dead stop of over three seconds. Equally unusable is Eco mode, which slashes power to maximise range, and feels as if the car is trawling through mud while cyclists and pedestrians overtake. Contrary to this, Sport mode sharpens the usual tactile driving indicators, without adding any power. TEST SUMMARY Although the Mercedes-EQB exists far more convincingly as a slamdunk five-seater than a half-baked seven-seater, the virtue of a third row of seats, when fitted, places it without peers. On the other hand, price and performance rivals such as the BMW iX3 may have bigger batteries, and the Volvo XC40 P6 may outsprint the EQB, but none of them is perfect. All are undermined by distance distrust aggravated by incompatibility with the heavy demands of longdistance driving in South Africa. Before being delivered to CAR’s offices, the EQB had spent a weekend in George and required two recharging stops to ensure it would reach Cape Town. With that in mind, as an alternative-powered, unattainablefor-most suburban runabout, the EQB provides a snapshot of the foibles of contemporary EV motoring, but does not make a strong case for picking it over a far cheaper diesel-powered GLB. Much of this has to do with its under-spec battery. This should be better addressed as the next-gen version appears designed from the ground up as a dedicated EV in 2025 and sports increased aerodynamic efficiency and battery density. *Prices as recommended by manufacturer **All tests conducted at sea level Built in Hungary MERCEDES-BENZ EQB 350 4MATIC AMG LINE ELECTRIC MOTOR Electric motor type: asynchronous front, permanently excited synchronous rear ELECTRIC MOTOR OUTPUT Max power ISO: 215 kW Power peak/Red line: 4 000–12 000 r/min Max torque: 520 N.m Torque peak: 0–3 500 r/min TRACTION BATTERY Type: Lithium-ion Overall voltage: 420 V Capacity: gross/net: 79,9 kWh/66,5 kWh Onboard charger AC/DC: 11 kW/100 kW TRANSMISSION Type: single speed Reduction/reverse gear: 9,8 Drive wheels: all Driver aids: ESC (electronic stability control), hill start BRAKES Front: 330 mm ventilated discs Rear: 320 mm solid discs Hydraulics: ABS with EBD and EBA WHEELS AND TYRES Tyre make: Pirelli P Zero Elect Tyre size: 235/45 R20 Spare – type and location: none, mobility kit STEERING Type: rack and pinion, electric power assist Lock to lock: 2,9 turns Turning circle diameter: 11,7 m SUSPENSION Front: independent, MacPherson struts, coil springs, anti-roll bar Rear: independent, multilink, coil springs, anti-roll bar WARRANTY & SERVICE INTERVALS 2-year/unlimited km warranty 8-year/160 000 km battery warranty 5-year/100 000 km maintenance plan Services according to onboard computer Airbags:front/side/curtain/knee Air-con: dual-zone climate Audio system: radio/USB/Bluetooth/voice control/Apple CarPlay/Android Auto Cruise control: standard Sat-nav: standard Park assist: standard, incl. camera Windows: all-electric Trip computer: standard Driver seat adjust: manual, incl. height Folding rear seat: 60:40 split Upholstery: part-leather Isofix anchorages: outerrear Steering adjust:rake + reach Steering audio controls: standard Tyre sensors: standard Wipers auto-on: standard Headlamps auto-on: standard, incl. camera Head-up display: no TEST RESULTS TOP SPEED Manufacturer’s figure: 160 km/h PERFORMANCE FACTORS Test conditions**: Ambient temp/barometric pressure: 27 °C/1 013 hPa Test car’s odometer: 1 387 km FEATURES CHECKLIST ACCELERATION (sec) SPEEDO CALIBRATION (true speed) Odometer error: 0,5% over 60 80 100 120 58 78 97 118 0–60 0–80 0–100 0–120 0–140 2,79 4,10 5,79 7,93 10,68 SPECIFICATIONS POWER & TORQUE ENGINE SPEED OVERTAKING ACCELERATION (sec) BATTERY CHARGING TIME standard wall socket to 100%: 34 hrs home wallbox charger to 100%: 7,25 hrs DC quick charge to 80%: 32 minutes Manufacturer’s figure (WLTP Combined) 18,1 kWh/100 km Test route 15,7 kWh/100 km Estimated range (WLTP Combined) 367 km PARTS PRICES* BRAKING TEST Best/worst stop: 2,95/3,08 Average of 10 stops/rating: 3,02/good Average stopping distance: 45,90 m 10 stops from 100 km/h measured in seconds. Width (excl. mirrors): 1 834 mm Track front/rear: 1 585/1 584 mm Tow rating (unbraked): n/a Gross frontal area: 2,75 m Drag coefficient: 0,28 Seating: 5 2 40–60 60–80 80–100 100–120 120–140 DRIVE 0,97 1,31 1,71 2,17 2,73 Power/mass: 104 W/kg Cabin noise level at idle: 31 dB Engine speed (at true 120 km/h in top gear): 8 932 r/min Weight: 2 069 kg 4 684 mm 2 829 mm 1 667 mm 49% 51% 248/1 000 L Headroom: 824/870 mm Headroom/Kneeroom: 950/750 mm 154 mm 725 mm Left headlamp: R13 373,26 Left rear tyre: R7 140,00 Windscreen: R13 407,71 Brake pads (front set): R2 170,00 Total parts basket: R36 090,97 1 935 mm

TEST 74 CAR APRIL 2023 CARmag.co.za Range Rover P530 Autobiography The newest Range Rover steps into the modern era but retains its old-world charm We are living in a fastmoving world. From the inexorable move towards the digitisation of almost every medium of communication known to humankind to the increasing drive in the direction of fuel-efficient motoring and electrification, some of the tenets of our society are in a state of flux. Many things imbued with timehonoured charm are dwindling in our rear-view mirrors.This is why it’s heartening to see some things managing to circumvent such caprices (or at least adapt in a less jarring manner) and remain untouched by the passage of time. The latest Range Rover is a case in point. While it has adopted numerous digital-age technologies in place of dated mechanical systems, assumed modern underpinnings and gone the dreaded route of engine downsizing – it’s not as bad as you’d believe, but more on this later – it preserves much of what makes the genre-defining luxury SUV as enticing now as it was when it first broke cover more than 50 years ago. In terms of its styling, the fifth-generation Range Rover perseveres with the classic twobox silhouette but dispenses with many of its forebear’s fussier details. It has created an appearance that places suitably futuristic touches such as those slimline stacked brakelamp arrays and modern, pared-down grille and headlamp arrangement on a canvas instantly recognisable as a Range Rover. Even the trademark split rear tailgate remains true to form, albeit now with electric operation, even for the lowertier load lip/impromptu seat. It’s a similar story inside, where lashings of leather and rare-resource trim materials still hold sway, but the execution has doffed a cap to the modern world, especially when taking in the 13,1-inch Pivi Pro infotainment 02 Price: R3 610 600 0–100 km/h: 5,59 seconds Top speed: 250 km/h Power: 390 kW Torque: 750 N.m Fuel index: 14,16 L/100 km CO2 : 275 g/km Modern touches have improved a muchloved motoring icon Gareth Dean New V8 engine is refined, yet provides ample punch Ryan de Villiers

TEST CARmag.co.za CAR APRIL 2023 75 system. Gone is the scattergun ancillary arrangement found in previous iterations. Instead, pretty much every conceivable control – barring the secondary touch-anddial panel for climate control and primary off-road system buttons – is woven into the touchscreen to create a clean, fuss-free, eminently upmarket arrangement. Likewise, the interface is clean and looks classy, with intuitive menus and nothing in the way of latency to interrupt its functionality. Peering out over the stylish rectangular-bossed steering wheel – another nod to the original Range Rover – you’re confronted with those familiar Range Rover views. From the elevated driver’s pew, you are surrounded by acres of glasshouse dominated by the vast bonnet, corner to corner, stretching out ahead.The new car is underpinned by Jaguar Land Rover’s MLA-Flex platform. It boasts improvements in torsional rigidity and incorporates weightsaving measures. Although we were somewhat sceptical when the car set our scales creaking at 2 682 kg, this example was decked out in numerous Autobiography extras, and there’s no doubt the electrically adjustable rear seats had a say in the matter.The result is a car marginally larger in every direction than its predecessor. This includes a sprawl-worthy wheelbase spanning nearly three metres, contributing to almost 780 mm of rear legroom and 700 litres of boot space. The MFA-Flex platform was developed with electrified powerplants in mind, but at the Divisive styling aside, the Bentayga is one of the few cars out there that can emulate the Range Rover’s blend of opulence and graceful road manners. Bentley Bentayga V8 price: R4 480 000 cyl/capac: V8/3 996 cm3 power: 404 kW/6 000 r/min torque: 770 N.m/2 000-4 500 r/min gears/drive: 8/4 0–100 km/h: 4,5 sec top speed: 290 km/h fuel index: 16 L/100 km luggage capacity: 431 L serv/maint plan: M3/100 000 km Untested by CAR, but it similarly trades on a name with old-fashioned luxury credentials. GLS mechanical underpinnings should ensure it’s both capable and comfy. Mercedes Maybach GLS600 price: R3 652 592 cyl/capac: V8/3 982 cm3 power: 410 kW/6 000-6 500 r/min torque: 730 N.m/1 750-4 500 r/min gears/drive: 9/4 0–100 km/h: 4,9 sec top speed: 250 km/h fuel index: 15 L/100 km luggage capacity: 520 L serv/maint plan: M5/100 000 km MATCH-UP The Range Rover moves further into the 21st century but has lost none of its appeal. Remains as cosseting, spacious and satisfying as ever. Range Rover P530 Autobiography price: R3 610 600 cyl/capac: V8/4 395 cm3 power: 390 kW/5 500-6 000 r/min torque: 750 N.m/1 800-4 600 r/min gears/drive: 8 x 2/4 0–100 km/h: 5,59 sec top speed: 250 km/h fuel index: 14,16 L/100 km luggage capacity: 376/696 L serv/maint plan: M5/100 000 km USED OPTION [<2yrs] There’s little occupying the Range Rover’s niche in terms of price, luxury and badge cachet but used examples of these rivals are on offer for similar money. 01 Modern digitised screens meet a traditional touch in the rectangular-bossed steering wheel. 02 BMW-sourced 4,4-litre V8 turbopetrol is a strong performer. 01 02

TEST 76 CAR APRIL 2023 CARmag.co.za P530’s heart sits a traditional V8 turbopetrol engine. That’s not to say change hasn’t been afoot under the bonnet. The muchloved but thirsty-for-this-day-andage supercharged 5,0-litre V8 has bowed out in favour of a 4,4-litre BMW-sourced N63 turbocharged V8 plant developing 390 kW and 750 N.m of torque.This equates to improvements of 15 kW and 125 N.m over the outgoing V8. While this unit’s turbo-feeding plumbing has meant that its predecessor’s throaty snarl has given way to a muted yet pleasant burble when the throttle is fully pinned, there doesn’t seem to be any lag. It’s a strong performer, especially given the three tonnes against which it must work, and gearshifts through the 8-speed torque converter are all but imperceptible. Our performance 0–100 km/h test was despatched in just 4,98 seconds, and in-gear acceleration increments broached the twosecond mark only during the 120–140 km/h run. Fuel consumption is seldom a concern for those in the market for a car such as this, but our mixed-use fuel route returned a par-for-the-course 14,1 L/100 km. Thankfully, the new powertrain and platform have not done anything that dilutes the Range Rover’s driving manners and they are as stately and unflustered as ever. By leaning on the throttle, the haunches dip and the nose rises slightly in the typical landyacht manner we all enjoy about the Rangey. Dynamically, all expectations of Nürburgringbred handling prowess are left at the door; instead, the whole business of a luxury SUV with sporty handling remains in the Range Rover Sport’s court. Having said that, the new car does feel sharper than its forebear. The steering, although light, is progressive and makes threading this leviathan through tight urban locales relatively stressfree. The ride and body control are similar to the outgoing model. Yes, there is noticeable body roll when tucking the Range Rover into sharp corners, but the body returns to an even keel quickly and with less counter-roll than before, while the air suspension does its very best to impart the impression road scars are more of a thing to be heard than felt. In fact, there is little to disturb the serene atmosphere in Range Rover’s cabin on the move other than the occasional creak of expensive leather. Our test unit’s vulnerable01 Shift-by-wire 8-speed auto shifts smoothly. 02 Sumptuous seats are commandingly positioned. 03 A 360-degree camera helps with manoeuvres. 04 Digital binnacle packed with information. 05 Ride is soft, but body control is impressive. 01 02 04 03 05

looking gloss black 23-inch rims dictated we keep off-roading to a minimum, but there’s no doubt the new car is just as capable off the beaten path. A few turns of the Terrain Select dial on the centre console to a suitable preset meant that the stability control, braking and e-differentials were suitably primed when we ventured off for a brief jaunt on a couple of loose, rocky tracts. The impression isn’t that the Range Rover has to hitch its skirts and tiptoe over obstacles so much as simply steam-rolling them and leaving them in its wake. TEST SUMMARY As we said earlier, it’s heartening to know there are some things that are immutable in the world of motoring. Even when electrified like the Rimac Nevera, hypercars will continue to serve up the eye-widening performance and bodywork worthy of posters on teenage bedroom walls. CDs and USBs may by now have become technologically redundant, but we can still appreciate all our favourite driving tunes blaring through smartphone-enabled audio systems. And now, the Range Rover – although modernly executed and with a more sensible powerplant – retains all of the luxury, ability and allure for which the marque is famed. It’s a civilised, old-world step into the modern era of motoring and will continue to endear for many years. 35° 29° *Prices as recommended by manufacturer **All tests conducted at sea level Built in United Kingdom RANGE ROVER P530 AUTOBIOGRAPHY ENGINE Cylinders: V8, longitudinal Fuel supply: electronic direct fuel injection, turbocharged, intercooled, petrol Bore/stroke: 89,0/88,3 mm Cubic capacity: 4 395 cm3 Compression ratio: 10,5 to 1 Valvegear: d-o-h-c, four valves per cylinder ENGINE OUTPUT Max power ISO: 390 kW Power peak/Red line: 5 500/6 000 r/min Max torque: 750 N.m Torque peak: 1 800–4 600 r/min TRANSMISSION Type: eight-speed automatic 1st gear/2nd gear: 5,50/3,52 to 1 3rd gear/4th gear: 2,20/1,72 to 1 5th gear/6th gear: 1,32/1,00 to 1 7th gear/Top gear: 0,83/0,64 to 1 Reverse gear: 3,59 to 1 Final drive: 3,31 to 1 Drive wheels: all Driver aids: ESC (electronic stability control), hill start BRAKES Front: 400 mm ventilated discs Rear: 370 mm ventilated discs Hydraulics: ABS with EBD and EBA WHEELS AND TYRES Tyre make: Pirelli Scorpion Tyre size: 285/40 R23 Spare – type and location: full-size alloy, under boot board STEERING Type: rack and pinion, electric power assist Lock to lock: 2,78 turns Turning circle diameter: 10,95 m SUSPENSION Front: independent, double wishbone, air springs, anti-roll bar Rear: independent, multilink, air springs, anti-roll bar WARRANTY & SERVICE INTERVALS 5-year/100 000 km warranty 5-year/100 000 km maintenance plan Services according to onboard computer Airbags:front/side/curtain Air-con: quad-zone climate Audio system: radio/aux-in/USB/Bluetooth/voice control/Apple CarPlay/Android Auto Cruise control: standard, adaptive Sat-nav: standard Park assist: standard, incl. camera Windows: all-electric Trip computer: standard Driver seat adjust: electric, incl. height Folding rear seat: 60:40 split Upholstery: leather Isofix anchorages: outerrear Steering adjust: electric rake + reach Steering audio controls: standard Tyre sensors: standard Wipers auto-on: standard Headlamps auto-on: standard Head-up display: standard TEST RESULTS TOP SPEED Manufacturer’s figure: 250 km/h PERFORMANCE FACTORS Test conditions**: Ambient temp/barometric press: 21 °C/1 021 hPa Test car’s odometer: 12 953 km FEATURES CHECKLIST ACCELERATION (sec) SPEEDO CALIBRATION (true speed) Odometer error: 0,05% under 60 80 100 120 59 79 98 118 0–60 0–80 0–100 0–120 0–140 2,98 4,2 5,59 7,25 9,37 SPECIFICATIONS POWER & TORQUE ENGINE SPEED OVERTAKING ACCELERATION (sec) FUEL CONSUMPTION Fuel tank: 90 litres Est. tank range (fuel index): 636 km Taxable CO2 rating: 275 g/km Manufacturer’s figure 11,80 L/100 km CAR fuel index 14,16 L/100 km Fuel route 14,10 L/100 km PARTS PRICES* BRAKING TEST Best/worst stop: 3,09/4,11 Average of 10 stops/rating: 3,74/poor Average stopping distance: 46,72 m 10 stops from 100 km/h measured in seconds. Width (excl. mirrors): 2 047 mm Track front/rear: 1 702/1 704 mm Tow rating (unbraked): 3 500 kg Gross frontal area: 3,45 m Drag coefficient: 0,32 Seating: 4 2 40–60 60–80 80–100 100–120 120–140 AT 1,06 1,28 1,69 1,74 2,20 Power/mass: 145 W/kg Power/litre: 89 kW/litre Torque/litre: 171 N.m/litre Cabin noise level at idle: 40 dB Engine speed (at true 120 km/h in top gear): 1 710 r/min Weight: 2 682 kg 5 052 mm 2 997 mm 1 870 mm 52% 48% 376/696 L Headroom: 805/860 mm Headroom/Kneeroom: 940/780 mm 770 mm Oil filter: R579,60 Air filter: R711,09 Left headlamp: R87 533,29 Left rear tyre: R10 668,00 Windscreen: R21 622,11 Brake pads (front set): R8 447,03 Camchain (incl. tensioner): R6 054,43 Total parts basket: R135 615,55 2 010 mm Gloss-black 23-inch rims are not off-road friendly, but lend presence in spades. 28° 219-295 mm

TEST 78 CAR APRIL 2023 CARmag.co.za Mercedes-Benz EQA 250 Mercedes-Benz joins the high-voltage party with an all-rounder that impresses. Import duties remain a large stumbling block Reminiscent of the gold rush days in the 1880s, there is frenetic advancement happening overseas in the haste to migrate to EVs.They all said it was coming to a continent near us, and it is already here. Casting aside the problems of Eskom and load shedding for now, we take a look at the Mercedes-Benz EQA to see how it stacks up against others such as the BMW iX3 and the Volvo XC40 Recharge. Size-wise, the EQA is the baby of the Mercedes’ new EV family, spun off a version of the MFA2 platform that underpins many A-Class-based models.The everincreasing size of cars is becoming a problem on our old roads and limited space in parking bays, so this EQA is a breath of fresh air. The size will be spot-on for most families, with just one exception, which we will tackle later. Regarding its styling, it looks the part with the de rigeur single-bar taillamp array and a minimal rear overhang. The interior is beautifully finished. It has a vast flat-screen instrument binnacle area combined with the touchscreen display. The air vents follow the tried-and-tested route of circular dials, and satin aluminium bevels and rose-gold spokes for adjustment. It may sound ostentatious, but it has been elegantly executed. Another impressive feature is the multi-faceted mood lighting strips that give a warm or cool glow to the facia depending on your colour choice.The displays can be customised, though the majority have consumption- and battery monitors showing how to eke the most out of your battery’s state of charge.The small pads on the steering wheel seem much more user-friendly than in previous Mercedes models and scrolling through screens is quick and quite simple. Climate control is single-zone only, which is not a 04 Price: R1 169 500 0–100 km/h: 8,54 seconds Top speed: 160 km/h Power: 140 kW Torque: 370 N.m Range – CAR index: 424 km Sensibly sized crossover, which is not over-complicated, but priced rather close to the more powerful EQB Peter Palm The electric motor provides instant torque, making acceleration quick and effortless. Smooth, quiet ride and looks the part Peet Mocke

TEST CARmag.co.za CAR APRIL 2023 79 problem and reduces the number of knobs below the screen.The aircon did battle to cool the interior, exacerbated by the two optional sunroof screens only just able to keep the sunlight and heat at bay. Legroom in the front and rear is quite acceptable, although the rear footwell appears larger owing to the smaller cushions. Under-thigh support is hampered by the high floor. Unlike the EQB and its allwheel drivetrain, the EQA makes do with front-wheel drive and this is all most South Africans need in this type of vehicle.There is plenty power from the front motor for rapid acceleration, especially from a standing start to 100 km/h. We cannot criticise the quality of the ride: excellent on smooth roads, not bad on poor roads with its 19-inch rubber (the EQB rides on 20-inchers) and it shows good cornering prowess for a crossover. However, we did notice a slight pull to the left on our test car. The paddle shifters are used All-wheel drive, blistering performance, comfort and style plus distinctive Volvo looks make it difficult to not place top of your list. The price is slightly lower, so the all-round package really impresses. Volvo XC40 Recharge P8 A similar package to the Mercedes, but it’s rear-wheel drive. It could all come down to a matter of brand loyalty when purchasing decisions are made on electric newcomers. BMW iX3 M Sport MATCH-UP All these have different drive configurations. The EQA has front-wheel drive, less power than the others and decent interior space with poor luggage room, but is an elegant and impressive package. Mercedes-Benz EQA USED OPTION [<2yrs] With hybrid options so much cheaper than full EVs, it is extremely difficult to find viable choices at this price. 01 Characteristic EV blanked-off upper grille. 02 Ornately designed vents with adjustable backlighting. 03 EQA’s size is well suited to most needs and is not overly bulky. 01 02 03 price: R1 260 000 electric motor type: permament magnet,synchronous, front and rear power: 300 kW/4 350–13 900 r/min torque: 660 N.m/0–4 350 r/min gears/drive: 1/4 0–100 km/h: 4,78 sec top speed: 180 km/h range – WLTP combined: 315 km luggage capacity: 351/1 168 L serv/maint plan: M5/100 000 km price: R1 306 400 electric motor type: electronically excited synchronous, rear power: 210 kW/6 000–14 900 r/min torque: 400 N.m/0–5 000 r/min gears/drive: 1/R 0–100 km/h: 6,68 sec top speed: 180 km/h range – WLTP combined: 392 km luggage capacity: 312/1 128 L serv/maint plan: M5/100 000 km price: R1 169 500 electric motor type: asynchronous, front power: 140 kW/3 600–11 000 r/min torque: 370 N.m/0–3 500 r/min gears/drive: 1/F 0–100 km/h: 8,54 sec top speed: 160 km/h range – WLTP combined: 424 km luggage capacity: 256/968 L serv/maint plan: M5/100 000 km

TEST 80 CAR APRIL 2023 CARmag.co.za to vary the level of regenerative braking. The settings are Drive, Drive –, and “Drive – –. There is also One drive +. Flicking the appropriate paddle changes these. This is one of the highlights of EVs: the ability to drive using your right foot while regenerative braking saves the brake pads and returns some spent energy. The only way to extend the range is to reduce your speed. Mind you, this applies to fossil fuels, too. Less drag uses less power. Driving at 90 instead of 120 km/h may double your range on a trip where you would have to spend another 12 or more hours to fully charge the vehicle after returning home. The real-life range is closer to just over 300 km, so take the manufacturer claims with a pinch of salt. A home charger will speed up downtime but if it could be complemented by a solar-powered system generating clean electricity, it would further reduce overall emissions and offset some of the running costs. This way the only cost is all the upfront investment in car purchase and home solar installation. The batteries are the most expensive hardware and should last more than 20 years if treated well. The boot is rather small as a result of the very high sill and despite the omission of a spare wheel in favour of a mobility kit. Our measurement of 256 litres is barely acceptable to any family; after all, this is no compact little runabout for students on their way to and from college.The load height is 675 mm, which is on par with others, but still a touch high. The rear seats fold down; the seat cushions, however, remain fixed, further limiting the utility space. If you peek under the bonnet, you will see lots of wiring and expensive-looking aluminium hardware, which houses various electronic paraphernalia. Below this is the compact motor driving the front wheels. To many, the only familiar items are the liquid coolant reservoir for cooling the batteries and a smallish 12 V lead acid battery for ancillaries. It 01 Interior layout is both striking and logical. 02 Short overhangs do reduce boot capacity somewhat. 03 Subtle gold thread in seats match the air vents. 01 02 03

seems some repackaging may be possible to fill the unused underbonnet area and free up muchneeded luggage space. TEST SUMMARY Electric cars excel in suburbs and cities on the whiff of a few electrons.The EQA is satisfying to drive. It has enough space, apart from the boot, fair range, various charging options, which will increase in time, as well as good looks that draw attention. The EQA should find buyers, despite the elevated price tag. Given the number of MercedesBenz sedan owners, some may soon be replacing their C-Class vehicles with one of these, but for now, long trips will remain problematic. *Prices as recommended by manufacturer **All tests conducted at sea level Built in Germany MERCEDES-BENZ EQA 250 ELECTRIC MOTOR Electric motor type: asynchronous, front ELECTRIC MOTOR OUTPUT Max power ISO: 140 kW Power peak/Red line: 3 600–11 000 r/min Max torque: 370 N.m Torque peak: 0–3 500 r/min TRACTION BATTERY Type: Lithium-ion Overall voltage: 400 V Capacity: gross/net: 69,7 kWh/66,5 kWh Onboard charger AC/DC: 11 kW/100 kW TRANSMISSION Type: single speed Reduction/reverse gear: 9,8 Drive wheels: front Driver aids: ESC (electronic stability control), hill start BRAKES Front: 330 mm ventilated discs Rear: 320 mm solid discs Hydraulics: ABS with EBD and EBA WHEELS AND TYRES Tyre make: Continental EcoContact 6 Tyre size: 235/50 R19 Spare – type and location: none, mobility kit STEERING Type: rack and pinion, electric power assist Lock to lock: 2,9 turns Turning circle diameter: 11,4 m SUSPENSION Front: independent, MacPherson struts, coil springs, anti-roll bar Rear: independent, multilink, coil springs, anti-roll bar WARRANTY & SERVICE INTERVALS 2-year/unlimited km warranty 8-year/160 000 km battery warranty 5-year/100 000 km maintenance plan Services according to onboard computer Airbags:front/side/curtain/knee Air-con: climate Audio system:radio/USB/ Bluetooth/voice control/Apple CarPlay/Android Auto Cruise control: standard Sat-nav: standard Park assist: standard, incl. camera Windows: all-electric Trip computer: standard Driver seat adjust: electric, incl. height Folding rear seat: 60:40 split Upholstery: part-leather Isofix anchorages: outerrear Steering adjust:rake + reach Steering audio controls: standard Tyre sensors: standard Wipers auto-on: standard Headlamps auto-on: standard Head-up display: no TEST RESULTS TOP SPEED Manufacturer’s figure: 160 km/h PERFORMANCE FACTORS Test conditions**: Ambient temp/barometric press: 26 °C/1 011 hPa Test car’s odometer: 3 806 km FEATURES CHECKLIST ACCELERATION (sec) SPEEDO CALIBRATION (true speed) Odometer error: 10,40% under 60 80 100 120 58 78 97 117 0–60 0–80 0–100 0–120 0–140 4,09 6,02 8,54 11,59 15,69 SPECIFICATIONS POWER & TORQUE ENGINE SPEED OVERTAKING ACCELERATION (sec) BATTERY CHARGING TIME standard wall socket to 100%: 34 hrs home wallbox charger to 100%: 7,25 hrs DC quick charge to 80%: 30 minutes Manufacturer’s figure (WLTP Combined) 15,7 kWh/100 km Test route 15,2 kWh/100 km Estimated range (WLTP Combined) 424 km PARTS PRICES* BRAKING TEST Best/worst stop: 3,02/3,26 Average of 10 stops/rating: 3,1/good Average stopping distance: 41,25 m 10 stops from 100 km/h measured in seconds. Width (excl. mirrors): 1 834 mm Track front/rear: 1 585/1 584 mm Tow rating (unbraked): 750 kg Gross frontal area: 2,66 m Drag coefficient: 0,28 Seating: 5 2 40–60 60–80 80–100 100–120 120–140 DRIVE 1,42 1,95 2,46 3,17 4,03 Power/mass: 70 W/kg Cabin noise level at idle: 31 dB Engine speed (at true 120 km/h in top gear): 8 955 r/min Weight: 2 000 kg 4 463 mm 2 729 mm 1 614 mm 53% 47% 256/968 L 69,7 kWh / 66,5kWh Headroom: 765/830 mm Headroom/Kneeroom: 985/685 mm 209 mm 675 mm Left headlamp: R13 373,26 Left rear tyre: R4 680,00 Windscreen: R9 446,51 Brake pads (front set): n/a Total parts basket: R27 499,77 2 100 mm 04 Latest trend in full-strip rear lighting used effectively. 05 Blue-trimmed wheels are more subtle than the EQB’s. 05 04

Plentiful power meets serene, zeroemissions urban driving, all without being overly tied to the caprices of our EV charging infrastructure; what’s not to like? Gareth Dean 82 CAR APRIL 2023 CARmag.co.za Volvo XC60 T8 Recharge Ultimate It’s one of the most powerful models in Volvo’s local line-up, but ironically it may be one of the most sensible, too “The best of both worlds.” In a society where sticky compromises are often the best we can hope for, all we can ask is that with clever manoeuvring, it brings forth a perfect solution, from business deals to relationships, and pretty much any situation where two entities are at odds. It is much the same in the world of motoring. With fuel prices headed skywards and the growing urge to adopt electrified mobility solutions, there must be a halfway point that can keep our expenditure at the pumps in check and meet emission and fuel consumption standards without the caprices of our limited EV charging infrastructure and ailing electrical grid. It’s at this meeting point of the automotive-needs Venn diagram that the hybrid comes in, with its blend of eco-friendly, low-speed electric motoring and practical internal combustion primary powerplant. Volvo has come to the party with its Recharge-branded wares, combining its turbopetrol engines and a battery-fed plug-in electric motor. We sampled the firm’s XC60 T8 Recharge to see if this solution really does what it maintains, or if this halfway point in the firm’s plans to become an all-EV entity by 2030 is merely a motoring novelty. The T8 is underpinned by the same SPA scalable platform that does service in several of its 60- and 90-badged models, as well as the Polestar 1. In addition to mounting a 2,0-litre, four-cylinder turbopetrol engine, the Recharge arrangement includes a rear-axlemounted electric motor. The petrol engine develops a healthy 228 kW at 6 000 r/min, along with 400 N.m of twist. It’s allied to an electric motor fed by an 18,8 kWh lithium-ion battery. This unit develops 107 kW and 309 N.m of torque, contributing to combined outputs of 340 kW and 709 N.m. 04 Price: R1 346 866 0–100 km/h: 5,03 seconds Top speed: 180 km/h Power: 340 kW Torque: 709 N.m Fuel index: 5,4 L/100 km CO2 : 37 g/km

TEST CARmag.co.za CAR APRIL 2023 83 As the electric motor provides up to 65% drive to the rear wheels, this set-up essentially gives the T8 an all-wheel-drive powertrain. According to Volvo, the concept behind its Recharge powertrains is that the average premium car owner travels around 50 km on a given weekday.While this average may be believable in the more urbanised cities of Europe, it is perhaps a bit of a stretch here, where distances between city centres are often far greater. Keeping all of this in mind, we charged up the T8’s battery pack and headed out to test just how efficient this set-up could be. The onboard charger is rated at 3,6 kWh, so a full charge from empty at a 16 A point will take around four to five hours. Fully topped up, the T8’s information display showed the range split between petrol and electric powertrains; the latter often read 70 km during our test. Filling the 18,8 kWh battery pack will cost around R50, which is very reasonable if you can keep your driving manners in check and plan your journey according to the operating range of the electric portion of the powertrain. Nudge the gear selector into drive and the T8 awakens in a subdued symphony of whirrs and clicks as the digital instrument panel swirls into life. Like many of the electrified powertrains we have recently sampled, the T8’s powerful brake-energy regeneration system can accommodate a one-pedal driving style. With careful driving, this enables you to navigate most motoring scenarios using just the throttle pedal. Once you have mentally It cannot quite match the T8 for sheer outputs and efficiency, but the electrically assisted E-Pace is more involving to drive spiritedly and cuts a dashing and distinctive figure nonetheless. Jaguar E-Pace P300e AWD R-Dynamic SE price: R1 478 000 cyl/capac: 4 + electric/1 497 cm3 power: 227 kW/5 500 r/min torque: 540 N.m/2 000 r/min gears/drive: 8/4 0–100 km/h: 6,5 sec top speed: 216 km/h fuel index: 2,4 L/100 km luggage capacity: 312/968 L serv/maint plan: M5/100 000 km MATCH-UP Serves up an impressive combination of serene, petrol-free town driving with eye-widening performance when required. You will have to plan your drives a bit to get the best out of it, but it’s not a big compromise. Volvo XC60 T8 Recharge Ultimate price: R1 346 866 cyl/capac: 4 + electric/1 969 cm3 power: 340 kW torque: 709 N.m gears/drive: 8/4 0–100 km/h: 5,03 sec top speed: 180 km/h fuel index: 5,4 L/100 km luggage capacity: 352/702 L serv/maint plan: M5/100 000 km USED OPTION [<2yrs] Lexus RX 450h SE Although it may not be able to match the T8 in the overall efficiency stakes, the RX still benefits from hybrid assistance, solid build and plenty of luxury kit included. 01 Cabin is a study in typical understated Swedish taste and solid construction. 02 Visually, little to suggest this is a plug-in hybrid. 03 The 2,0-litre turbopetrol is paired with a 107 kW electric motor. 01 03 02

TEST 84 CAR APRIL 2023 CARmag.co.za reconfigured your driving habits, it is a novel way of negotiating traffic and is deeply satisfying when your careful efforts are rewarded with an extra kilometre or two added to your operating range. Given the urge served up by the electric motor, urban driving does seem to agree with Volvo’s earlier proviso of keeping the petrol engine waiting in the wings while you silently float to your destination. In between this gentle, electriconly wafting, we had to see how the T8 performs when pushed … it is, after all, along with its XC90 stablemate, the most powerful member of Volvo’s local product line. Our acceleration tests didn’t disappoint: The 0–100 km/h run clocked just 5,03 seconds. Stopping the car was similarly impressive. The whole 2 013 kg shooting match was brought to a halt in 2,71 seconds, earning it an “excellent” rating in our tests. Whether it was influenced by the aggressive throttle inputs or a dwindling battery charge, at a certain point, the 2,0-litre turbopetrol made an appearance. Thankfully, its incorporation into the T8’s powertrain is well measured; just a distant hint of four-cylinder thrum announces its introduction to the fray and little to no additional mechanical vibration disturbs proceedings. While Volvo’s sub-2,0 L/100 km fuel-consumption claim is entirely believable with the electric motor doing its part, our 100 km mixeduse fuel route would sufficiently deplete the battery to ensure a good deal of the test happened under petrol power. Consequently, the mixture of hills, sweeping B roads and highway driving that our regular test route entails did see the T8 return an average figure of 5,4 L/100 km, which was some way off Volvo’s largely townbound, electrically assisted claim, but impressive for a heavy vehicle boasting such powerful outputs. Its hybrid-vehicle elements notwithstanding, the driving experience is everything we’ve come to expect and admire in the XC60. The ride is compliant, the steering light but not numb, and body control under cornering is taut and progressive. It is no different in terms of the T8’s accommodations. The cabin room is plentiful, and the design and finishes are typically Volvo: understated and solid. Like the XC40 Recharge P8 AWD we tested in the October 2022 issue, the T8 plays host to a pleasantly undiluted take on Google connectivity for the infotainment system 01 & 02 Piano-black trim lends many ancillaries an upmarket air. 03 Surround camera forms part of the infotainment system. 04 Thor’s-hammer LED headlamp elements a striking touch. 05 The sculpted front seats are incredibly comfortable. 06 Shift-by-wire selector for the smooth 8-speed transmission. 01 02 06 03 05 04

and maps highlight both charging stations and most efficient routes. In addition to such niceties as a Harman/Kardon audio system, LED headlamps and head-up display, our Ultimate-spec test unit bristled with active safety features such as lane-keeping aid and an oncoming-traffic avoidance system that shepherds you back into your lane should you wander off course while on the road. TEST SUMMARY As highlighted in this month’s Tech feature, plug-in hybrids such as the T8 appear to be a feasible alternative to full EVs. They offer the convenience and cost-effective benefits of electric motoring in the majority of urban driving scenarios and can switch to long-distance duties without the driver having to plan journeys around our country’s limited EV charging infrastructure. However, this technology carries a price premium and to make the most of the electricpowertrain benefits, you do need to factor charging time into your driving habits, but compromises like this aren’t as pronounced as with full EV cars. The best of both? Given theT8’s combination of zero-emission town-going prowess, plentiful power and fuel consumption that’s still respectable when the batteries have been drained, it’s pretty close... 21° 23° *Prices as recommended by manufacturer **All tests conducted at sea level Built in Sweden VOLVO XC60 T8 RECHARGE ULTIMATE ENGINE Cylinders: four, inline, transverse Fuel supply: electronic direct fuel injection, turbocharged, intercooled, petrol Bore/stroke: 82,0/93,2 mm Cubic capacity: 1 969 cm3 Compression ratio: 10,3 to 1 Valvegear: d-o-h-c, four valves per cylinder ENGINE OUTPUT Max power ISO: 228 kW Power peak/Red line: 6 000/7 000 r/min Max torque: 400 N.m Torque peak: 3 000–4 800 r/min ELECTRIC MOTOR Type: permanent magnet synchronous, rear Max power: 107 kW Max torque: 309 N.m COMBINED OUTPUT Max power ISO: 340 kW Max torque: 709 N.m TRACTION BATTERY Type: Lithium-ion Capacity: gross/net: 18,8 kWh/14,9 kWh Charging time wall socket: 5 hrs TRANSMISSION Type: eight-speed automatic 1st gear/2nd gear: 5,25/3,03 to 1 3rd gear/4th gear: 1,95/1,46 to 1 5th gear/6th gear: 1,22/1 to 1 7th gear/Top gear: 0,81/0,67 to 1 Reverse gear: 4,02 to 1 Final drive: 3,33 to 1 Drive wheels: all Driver aids: ESC, hill start BRAKES Front: 345 mm ventilated discs Rear: 320 mm ventilated discs Hydraulics: ABS with EBD and EBA WHEELS AND TYRES Tyre make: Pirelli P Zero Tyre size: 255/40 R21 Spare: full-size alloy, under boot board STEERING Type: rack and pinion, electric power assist Lock to lock: 3 turns Turning circle diameter: 11,45 m SUSPENSION Front: double wishbone, air springs, anti-roll bar Rear: multilink, air springs, anti-roll bar WARRANTY & SERVICE INTERVALS 5-year/100 000 km warranty 5-year/100 000 km maintenance plan Services according to onboard computer Airbags:front/side/curtain/knee Air-con: dual-zone climate Audio system: radio/USB/Bluetooth/voice control/Apple CarPlay/Android Auto Cruise control: standard, adaptive Sat-nav: standard Park assist: standard, incl. camera Windows: all-electric Trip computer: standard Driver seat adjust: electric, incl. height Folding rear seat: 60:40 split Upholstery: leather Isofix anchorages: outerrear Steering adjust: rake + reach Steering audio controls: standard Tyre sensors: standard Wipers auto-on: standard Headlamps auto-on: standard Head-up display: standard TEST RESULTS TOP SPEED Manufacturer’s figure: 180 km/h PERFORMANCE FACTORS Test conditions**: Ambient temp/barometric press: 27 °C/1 021 hPa Test car’s odometer: 15 340 km FEATURES CHECKLIST ACCELERATION (sec) SPEEDO CALIBRATION (true speed) Odometer error: 0,12% over 60 80 100 120 57 77 96 116 0–60 0–80 0–100 0–120 0–140 2,52 3,61 5,03 6,67 8,81 POWER & TORQUE ENGINE SPEED SPECIFICATIONS OVERTAKING ACCELERATION (sec) FUEL CONSUMPTION Fuel tank: 70 litres Est. tank range (fuel index): 1 296 km Taxable CO2 rating: 37 g/km Manufacturer’s figure (WLTP combined) 1,60 L/100 km EV range (WLTP) 81 km Fuel route 5,40 L/100 km PARTS PRICES* BRAKING TEST Best/worst stop: 2,67/2,76 Average of 10 stops/rating: 2,71/excellent Average stopping distance: 37,79 m 10 stops from 100 km/h measured in seconds. Width (excl. mirrors): 1 999 mm Track front/rear: 1 655/1 659 mm Tow rating (braked): 2 250 kg Gross frontal area: 2,97 m Drag coefficient: 0,32 Seating: 5 2 40–60 60–80 80–100 100–120 120–140 AT 1,05 1,06 1,48 1,66 2,10 Power/mass: 169 W/kg Cabin noise level at idle: 31 dB Engine speed (at true 120 km/h in top gear): 1 984 r/min Weight: 2 013 kg 4 708 mm 2 865 mm 1 653 mm 51% 49% 352/702 L Headroom: 855/770 mm Headroom/Kneeroom: 1020/645 mm 705 mm Oil filter: R208,47 Air filter: R1 060,00 Left headlamp: R24 223,56 Left rear tyre: R6 157,00 Windscreen: R12 407,77 Brake pads (front set): R2 992,00 Camchain (incl. tensioner): R2 393,81 Total parts basket: R49 442,61 1 980 mm Ride is impressively compliant even on the optional 21-inch rims. 21° 200 mm + Electric Motor 107 kW / 309 Nm

86 CAR APRIL 2023 CARmag.co.za TEST LONG-TERM Our GT-Line S Sportage continues to turn heads, but there is much more to this halo model than just attention-grabbing looks. While the sporty styling addenda and myriad convenience features are definite drawcards, I have come to appreciate some of the innovative safety features sewn into its shapely frame during the wealth of motorway commuting thrown my way this month. Exclusive to the GT-Line S is Kia’s Care Follow Assist and Smart Cruise Control set-up. Utilising a combination of radar sensors and camera feeds – which oversee such functions as the steering, throttle and brakes – this system maintains a set following distance between you and the vehicle in front of you and keeps the Sportage centred in its lane when you’re on the motorway. Unlike similar systems I have sampled in several other marques, Kia’s set-up feels alert when it detects hazards and changing conditions; its throttle modulation and steering correction, however, are never so abrupt that they erode the driver’s confidence in allowing the Sportage to “take the wheel” when conditions permit. Consequently, it has made my motorway commutes less mentally and physically taxing, and we all know the fresher you are behind the wheel, the better. I consider myself quite a measured and diligent driver, but even the most careful among us can easily get caught out by an unexpected road hazard – or simply a momentary lapse in concentration. Mine came at a junction exiting my complex. Preoccupied with work, I did a cursory check of conditions and entered the road when another GT-Line S-exclusive feature – Forward Collision-Avoidance Assist with junction turning – saved my bacon. Using the aforementioned camera/radar combination, this unit scanned in front and to the side of the car. It detected an approaching vehicle and, sensing my intention to pull into the junction, not only sounded an alert, but also applied maximum braking.This turned what could have been a nasty accident into a bit of a fright and an exchange of sheepish apologies between me and the other motorist. Some drivers may find these active safety features irksome and distracting – and, thankfully, many of them can be turned off or toned down via settings in the Sportage’s infotainment system – but given the potential damage they will inevitably prevent, it’s difficult to deny their utility. KIA SPORTAGE 1,6 T-GDI GT-LINE S + smart safety features saved me from an almost certain accident some may find their intervention distracting 7 016 km 8,12 L/100 km 03 /06 There’s life-saving active safety technology lurking beneath the Sportage’s striking frame Driver: Gareth Dean GarethD_CARmag

NEWS. FOOD AND WINE. TRAVEL. ADVENTURE. ENTERTAINMENT. WHAT’S ON. SCAN HERE capetownetc.com Cape Town’s favourite site for the real scoop on what’s happening in the Mother City [email protected] COM CAPE TOWN FOR CAPETONIANS

88 CAR APRIL 2023 CARmag.co.za TEST LONG-TERM Colleague Peter Frost faced a trip to Namibia and, at the time, nothing in the CAR long-term fleet was a match for the terrain, with the exception of the Navara. We handed over the keys and waved to the happy travellers as they set off for the vast open spaces of Namibia. Spoiler alert: It did great. No question Nissan’s latest Navara is up for whatever the southern African continent can throw at it, and then some. About that “then some” ... Namibia’s dirt roads, once the envy of a continent, are now something of a lucky packet. Happen upon one of the billiard-smooth salt roads into and around Swakopmund and you might wonder what all the moaning is about. However, if you track through the southern Namib-Naukluft National Park near the popular Sossusvlei dunes – specifically the satanic C27 – your appreciation for a yellow grader will increase considerably. Tôle ondulée, as the North African French troops used to say during the Algerian conflict. It means “corrugated sheet” and that’s about right. It is hard, vicious and unpredictable enough to loosen teeth, coarsen speech and destroy all but the toughest transport … and tyres, which is where this tale is headed. Minutes out from the evening’s accommodation, the left rear Dunlop Grandtrek AT25 popped like a balloon. It is a testament to modern tyre and car technology that a blowout today is not the catastrophe it once was: a slight sway, a lightness in the steering and all was quiet in the Namibian sun. Less successful was the jacking.The Navara’s impressive suspension travel means the standard scissor jack is unable to lift the car high enough to accommodate a fully inflated spare (the destroyed tyre came off easily, its profile by then considerably reduced). Note to overlanders: Take along a hydraulic jack. Predictably, the damage was to the tyre wall rather than the tread pattern, typical of dirt-road blowouts. The rest of the 3 500-km journey was without incident and served to highlight a number of details. First, the Navara is screwed together admirably well. There were no rattles save for the cubby-hole door over the roughest of the rough. Secondly, the air conditioning is top drawer, cooling the cabin in seconds. Finally, it would have been useful to have a mobile-phone charging tray, as they have become as handy as the distance-to-empty gauge, and its absence highlighted the pace of broader development in the automotive industry. Two weeks later, the big Nissan rolled into Cape Town, recording a satisfactory 8,7 L/100km for the trip.The Navara may not have the Ranger’s cornering chuck-ability or the Hilux’s comfort on dirt, but as an all-rounder, it scores highly. Rather, its natural enemy is Isuzu’s new D-Max. It is just as good-looking and tough, and it’s a local hero with similar on-road character. It is physically more imposing, which may sway some prospective owners, in one way or another. Ultimately, the abiding memory will be the serenity of its long-distance character. Few cars, much less double cabs, are as quiet and refined at speed, dirt or tar. Good memories. NISSAN NAVARA 2,5 DDTI PRO-4X 4X4 + comfortable ride thanks to coilover rear suspension lack of on-board tyre-pressure monitor 18 524 km 8,7 L/100 km 06 /06 The Navara takes to the sands of Namibia to prove its durability and long-distance comfort Driver: Peter Frost

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90 CAR APRIL 2023 CARmag.co.za TEST LONG-TERM Ask any elite athlete about the importance of finishing strong, and you’ll be told about the importance of standing up straight, pushing down the final leg, keeping your head up, and so on. So it was with our longterm Ranger Raptor, which saw off a rather strong contender just before we returned to sender. The Ranger Raptor burst its way on to the South African double cab another model that rolled off a production line. A new Ranger has already launched and we enjoyed a few months with the only model on top of the already outstanding Raptor – the Special Edition – which added some black to the contrasting grey body panels and red racing stripes, inside and out, to match the red recovery hooks at the front. Other unmistakable bowed out. Despite the Ranger being quite a few years old, it caught the eye of those with higher-octane fuel in their veins thanks to its beefier appearance (150 mm wider and 51 mm taller than a regular Ranger). Visually, what sets the Raptor apart are its dramatic fender flares, integrated Ford lettering on the grille, and model-specific wheels wrapped in chunkier off-road rubber than + brawny exterior and unmistakable presence; flawless package doesn’t fit in modern parking bays; thirstier than it should be 6 months 11 739 km 10,14 L/100 km bakkie market when nobody expected anything of the sort. Almost nine years after the Americans launched the Raptor brand model as the most extreme model variant of the F-150, the Ranger – also cut from the Raptor cloth – found its way here. The next-generation model is just around the corner, so we spent some time with the outgoing model before it finally WRAP UP Driver: Kyle Kock KyleSplice FORD RANGER RAPTOR SPECIAL EDITION 2,0 BIT DOUBLE CAB 10AT 4X4 Long live the king The most hardcore bakkie out there worked its way into our hearts, both in the bundus and on the daily grind

CARmag.co.za CAR APRIL 2023 91 add-ons were the roll-over bar from the Ranger Wildtrak and the lockable roller shutter courtesy of the Stormtrak models.The latter required significant helpings of elbow grease and we hope Ford simply uses an electric system on the new model. First impressions really matter and all those who caught a first look of the Raptor were suitably impressed with its presence on the road, befitting its bulk. The downside to its dimensions is it doesn’t fit into conventional spaces such as single-car garages and parking bays at shopping centres. However, this is made a bit more bearable by parking sensors and a high-resolution rear-view camera. As the Raptor is top of the class for off-the-showroomfloor off-road capability, it was quite popular with sister title Getaway to navigate more remote destinations, and with CAR’s photographic and video crew, which is tasked with filming SUVand bakkie test vehicles off the beaten track. On most of these outings, there was seldom a need to engage pukka off-road tools like the rear diff-lock or descent control. Low-range paired with those massive tyres was always up to the task, whether traversing The Raptor was the perfect support vehicle during Performance Shootout ‘23, whether it was carrying luggage or as a photographer’s tracking vehicle Kyle Kock My favourite moment COSTS PARTS PRICES Oil filter: R159,85 Air filter: R487,00 Camchain (incl. tensioner): R 1 995,25 Brake pads (front): R1 423,70 Left headlamp: R6 474,50 Windscreen: R5 619,00 Tyre: R3 200,00 LOG BOOK Fuel used 50 ppm diesel Top-up oil used nil Tread remaining (front/rear) 85/70% 8,74 L/100 km Best consumption 11,37 L/100 km Worst consumption 10,14 L/100 km Average consumption Fuel and top-up cost R20 594,53 Cost per kilometre R1,74 Purchase price then R979 650 Purchase price now R999 150 Second-hand value ±R780 000 the powdery dunes in Atlantis, wading through water in the Cederberg or upskilling wetbehind-the-ears journos during 4x4 training in Melkbosstrand. The cabin helped occupants soak up kilometres with its dualzone climate control and two-tone leather/Alcantara upholstery that was never too hot or cold. In the case of the Raptor Special Edition, it comes equipped with front seat heaters with three temperature settings, so the driver and front passenger are always comfortable. It was on one of these longer journeys that the Ranger Raptor returned its best fuel consumption figure of 8,74 L/100 km. Unfortunately, the urge to mash the throttle against the floorboard too often in adverse conditions (that is what a Raptor is made for, isn’t it? – ed) resulted in a 10,14 L/100 km average at the pumps. The Raptor’s ability to soak up speed bumps, no matter how gargantuan, also revealed some bad habits. More recently, the Raptor saw off a challenge by Toyota’s Hilux GR-S during a comparative road test we could not resist. While not an outright dragracing machine and at just under R1 million, the Ranger Raptor SE nevertheless made a strong case as the ultimate all-rounder when you consider none of its peers can match its off-road prowess. Over to you, Ranger Raptor Junior... 01 Raptor’s uprated suspension and chunky footwear make it formidable when tackling dunes. 02 Digi-analogue instrument binnacle displays plenty of information clearly. 03 Ten-speed auto transmission gels with the four-cyclinder turbodiesel powerplant. 02 03 01

92 CAR APRIL 2023 CARmag.co.za Mazda has repeatedly stated it’s not completely done with its iconic rotary engine. However, the current motoring landscape is one where fuel efficiency, lower emissions and a move towards electrification have created an environment unfit for this thirsty and polluting (but immensely fun) powerplant. Consequently, it has returned in the guise of a range extender for the firm’s MX-30 R-EV crossover. Displacing just 850 cc and fed by a 50-litre fuel tank, the unit is mounted to a generator powering an electric motor that turns the R-EV’s front wheels. By either charging the car’s 17,8 kWh battery or assisting the motor under hard acceleration, it contributes to a 125 kW combined output and a claimed operating range of 644 km. The driver can toggle between Normal, EV and Charge modes. Normal activates the rotary when required, EV draws solely from the battery and Charge ensures the car always has a set minimum percentage of charge in its battery. While it’s not the rip-snorting future we had dreamt of for the rotary, it’s good to see there are still applications for this singular powerplant. ROTARY RETURNS, SORT OF... We look at the latest advancements in technology and their application on current and future vehicles By: Gareth Dean GarethD_CARmag talk

CARmag.co.za CAR APRIL 2023 93 BY THE NUMBERS RENEWABLE RUBBER SCREEN SAVER BELT UP FOR BETTER EFFICIENCY Goodyear has released a prototype tyre containing a whopping 90% sustainable materials. Of the tyre’s 17 ingredients, 12 have a lower impact on the environment than standard tyre ingredients and the company claims initial testing has shown potential for increased EV and combustion vehicle fuel efficiency thanks to lower rolling resistance. For its carbon black reinforcement compound, Goodyear is using carbon dioxide and plant oil byproducts, as opposed to burning polluting petroleum products. Another innovation is the use of soybean oil instead of petrochemicals to maintain compound pliability; silica derived from rice husk waste; and biopolymers from waste animal feedstock. And the steel cords used in this new tyre contain a high level of recycled content and are forged in a more environmentally friendly electric furnace. The tyre is not yet in production, but has passed all regulatory and internal tests thrown its way and will be preceded by a tyre composed of 70% sustainable materials later this year. Goodyear may be looking at lower rolling resistance tyres as a means of squeezing more mileage out of EVs, but renowned car parts supplier ZF believes innovative seatbelt technology may bring similar benefits. The heated seatbelt is constructed from webbing, like conventional units, but with integrated heat-generating elements sewn in. According to ZF, the contact heating system (along with the likes of heated seats) is far more energyefficient and effective at warming cabin occupants than fan-based heaters as they have a lighter draw on a vehicle’s battery pack, leaving more energy for propulsion. It could equate to an improvement in EV operating range to the tune of around 15%. The belts’ improved heating properties could further benefit safety, too. The extra heat can negate motorists’ reliance on bulky clothing to stay warm, allowing the belt to sit closer to their bodies and improving their efficacy in the event of an accident. ZF has yet to announce a market release date. Glare from the sun and the high-beams of oncoming traffic is a major contributor to automobile accidents. General Motors hopes to address this with its latest patent filing for an auto-dimming augmented-reality (AR) windscreen. The designs show a “smart glass” screen incorporating an AR head-up array with light-detecting sensors. If the system detects light above a certain threshold shining on the driver, it will dim specific sections of the windscreen according to feedback from cabin sensors that track the driver’s eye movements while also projecting an image of the vehicle causing the visual obstruction. In addition to shielding drivers’ eyes, the technology could integrate AR-driven navigation systems like those in some of Mercedes-Benz’s newer models. While this system projects directions and warnings on the screen of a vehicle’s infotainment system, the GM unit could go a step further by overlaying this information on the windscreen. The benefit is ensuring drivers always keep their eyes on the road. CLEVER TYRES AND HEATED SEATBELTS MAY YET CONTRIBUTE TO ELECTRIC-VEHICLE EFFICIENCY, BUT IT’S THE POWERTRAIN TECHNOLOGY THAT REALLY COUNTS. HERE’S A PROJECTION OF JUST HOW EFFICIENT ELECTRIC, HYDROGEN, PETROL AND DIESEL ARE SET TO BECOME IN THE AUTOMOTIVE SPHERE. THE FUTURE OF EFFICIENCY 95% 95% 54% 95% 95% 95% 95% 36% 30% 76% 94% 89% 76% 72% 76% 72% Overall efficiency Fuel production efficiency Direct electrification Charging equipment Battery charge efficiency H2 to electricity conversion Inversion DC/AC Engine/motor efficiency Electrolysis Well to tank Tank to wheel CO2 air-capture and FT synthesis Transportation, storage and distribution 2022 2050 2022 2050 2022 2050 2022 2050 Hydrogen Power-to-liquid (diesel) Power-to-liquid (petrol) 94% 68% 55% 55% 77% 81% 33% 42% 20% 22% 16% 18% 100% renewable electricity 100% renewable electricity 100% renewable electricity 100% renewable electricity CARS: DIRECT ELECTRIFICATION MOST EFFICIENT BY FAR Source: CleanTechnica via Transport & Environment

94 CAR APRIL 2023 CARmag.co.za TECH FEATURE Even in those vehicle markets that have already committed to an EV future, with set dates for a ban on sales of new internal combustion engine (ICE) vehicles, questions are still raised regarding affordability, battery supply and the availability of raw materials. Could plug-in hybrids (PHEV) be a practical interim-, or even long-term solution? –A PRACTICAL APPROACH TO By:Graham Eagle

S ome ofthe world’s leading automotive marketshave already committed to – and in some cases, legislated – a hard timeline for the adoption of battery-electric vehicles (BEV). Led by those who currently sell a significant majority of their products in these markets, a number of manufacturers have already introduced BEVs into their model line-ups and committed toBEV-only line-ups within similar time frames. These decisions are entirely logical, as they tend to be smaller manufacturers, producing vehicles in a limited number offactories, unable to sustain the costs of developing and building both ICE and BEVs. In contrast, the heads oftwo ofthe largest vehicle manufacturers have cautioned againstthe timeline and commitmentto BEVs as the only solution to carbon reduction. CARmag.co.za CAR APRIL 2023 95

96 CAR APRIL 2023 CARmag.co.za TECH FEATURE 96 CAR APRIL 2023 CARmag.co.za TECH FEATURE However, EV-mode operation is not the primary purpose of an HEV.Its power management optimises the combination of an efficient ICE with an electric motor under all driving conditions to reduce fuel consumption and emissions without requiringexternal charging.Forexample,the electricmotor will assistduring acceleration, when ICE consumption is atits worst, but allows ICE-only operation at steady speeds when thatis atits most efficient.The small battery is adequate for this combination,as itis quickly and frequently recharged,both by the ICE and during regenerative braking. In common with HEVs, PHEVs also combine an ICE and electric motor(s),but differ in that traction batteries can be charged via an onboard charger from the mains supply network.Other than a few exceptions,battery capacity is typically 10–20 kWh, requiring short charging times andproviding anEV-mode rangeof approximately 50–80 km.More powerful electricmotorsallowadequateacceleration and speeds of up to 120–130 km/h in EV mode.Adding an electric motor means the ICE can be downsized if no additional performance is required, or retained to create a higher-performance vehicle.Most PHEVs are categorised as series/parallel hybrids; however, range-extender EVs are the exception,as they are technically series hybrids.Examples are thediscontinuedBMW i3Rex,whichuseda 650 ccmotorcycle-based ICE, and the Mazda MX30 R-EV, which uses AkioToyoda ofToyota frequently remindsus that“carbonis the real enemy, not a particular powertrain”and says: “Weneedtobe realistic about whensociety will be able to fully adopt battery-electric vehicles and when our infrastructure can supportthemat scale.”As the world’s largest vehicle manufacturer, selling in more than 170 countries,Toyoda is acutely aware that many ofthese markets are not ready for the widespread adoption of BEVs.He suggests hybrids,hydrogencombustionandhydrogen fuelcellsshouldnotbeexcludedassolutions towards carbon neutrality and is on the record as saying: “Toyota can produce eight plug-in hybrids with 65 km of electric range for every 515-kmbattery-electric vehicle and save up to eight times the carbon emitted into the atmosphere.” CarlosTavaresofStellantishasexpressed concernaboutthe affordabilityofBEVs and the timelines for EV adoption, which he believes will be impacted by a short-term shortfall in battery production as capacity is ramped up,followed by a shortage of rawmaterials.Eachhas attractedcriticism from some quarters for these viewpoints, even though their respective companies have already announcedplans to introduce significant numbers of new BEV models in thenear future.Whether anyofthe criticism is justified, only time willtell, butthey do seem to raise valid points. PHEVS EXPLAINED To better understand the benefits of PHEVs,it is importantto consider how they differ from other hybrids. Incorporated into existing ICE vehicles, mild hybrid systems typically make use of a shoebox-sized 48V lithium-ion battery to provide sufficient power to drive some ofthe high-load ancillaries usually driven by the engine: steering,waterpump,air conditioner and electrically powered supercharger or turbocharger.A belt-driven starter generator (BSG) or an integrated starter generator (ISG) – typicallyproducing 10–15kW– is coupledto thepetrolordieselICE andacts as apowerful starter while providing additional power directly tothe ICEunderhighloadconditions and supporting regenerative braking to charge the battery.The fuel consumption, emissions and performance are improved, butthe vehicle cannot drive on electric power alone. Hybrid electric vehicles combine both anICE andelectricmotor(s), reducing fuel consumption and emissions.In series hybrids,the ICE drives a generator,which powers an electric motor that drives the wheels,while in series/parallel hybrids,it also switches to allow the ICE to drive the wheels directly.Typically rated atless than 2,0 kWh,these smalltraction batteries limit EV-modeuse tomoderate initial acceleration and short distances,often less than 2,0 km. 01 Six-cylinder petrol engine and electric motor produce 375 kW/700 N.m in Range Rover P510e PHEV. 02 The 105 kW electric motor in ZF 8HP transmission in Rover 510e. 03 Rear-axle-mounted electric motor provides 107 kW and AWD in Volvo XC60 T8 Recharge. 04 Range Rover’s 31,8 kW battery provides EV range of up to 80 km. 01 02

CARmag.co.za CAR APRIL 2023 97 At first glance, official emissions- and fuel-consumptionfigures forPHEVsappear impressive,thebest claimsbeing less than 15 g CO2/km and less than 1,0 L/100 km, owing to running most of the test in EV mode.However, real-usefigures areheavily dependent on individual usage as, with overnight charginganddailydistances lower thanthe EV-mode range,the ICEmaynotbe usedatall,whereasa1000kmcross-country trip will produce figures much closer to an ICE-only vehicle. Typical battery capacities of approximately 20% of equivalent BEVs address Toyoda’s concern regarding the best utilisationof rawmaterials,andTavares’ concern about short-term battery- and raw-material availability,while cost and weight are proportionally lower. THECASE FORPHEVS A glance atthe layer of smog across the horizoninour cities shouldbe sufficientto convince any doubters of the urgency to reduce our use offossilfuels,especially in densely populated urban areas.While we awaitthe finalisation of government policy onvehicleelectrification,weshouldapplaud thecommitmentofmanufacturers thathave introduced BEVs into SA, as well as those investors who have already established nearly 300 EV charging stations inour cities andalongmajor routes andcontinue toroll themout.Nottobe ignoredare the effortsof manufacturers offering HEVs, especially those in popular price segments.Not as clean as BEVs,but with reduced emissions comparedtotheir ICE equivalents,thehigh sales volumes ensure they contribute to a reduction in tailpipe emissions. The reality is only 502 BEVs were sold in SA last year,up from 218 the previous year,making a totalofonly 1 024 since 2018. WithonlyoneBEV currentlyonsalepriced at under R1 million,itis understandable that price is quoted by motorists as the primary reason for the slow uptake, with range andaccess topublic charging citedas lesser concerns.Itis difficultto determine actual cost comparisons owing to the presence of incentives in many markets, but European market prices show PHEVs priced roughly midway between their ICE andBEV equivalents.This shouldmake them accessible to more buyers than BEVs while providing similar emissionbenefits inurban conditions,and with no range concerns. In2022,global PHEV sales increasedfrom 1,9 to2,8million,vs 7,2millionBEVs.Inthose markets already committed to a timeline for BEV adoption, PHEVs are regarded as a short-term interim step.Their share ofthe total plug-in (BEV + PHEV) mix has started to decline.However,in many other markets, including SA,their unique benefits position them to perform a long-term role as part of apracticalmix ofdrivetraintypes,aimedat reducing overall vehicle emissions. an 830 cc rotary engine to drive a generator, charge the battery and extend the range. PHEVBENEFITS For many users,PHEVs provide significant operating benefits.The typical EV-mode range of up to 80 km means that owners with access to overnight charging would effectively be driving BEVs during the daily commute, resulting in no tailpipe emissions in areas where they adversely affect human health most: densely populated urban and suburban areas.This also provides the other BEV benefits of improved refinement and lower operating costs.Their true versatility becomes more apparent when undertaking longer trips into areas where the charging infrastructure has yetto be rolled out, and they effectively operate as an ICE vehicle. Driver selection of EV,hybrid and ICE operating modes is possible,and one could imagine a scenario where adriver selects EV mode to leave home and drive through the city, switches to hybrid or ICE mode for the highway journey,and then back to EV mode whenentering thedestinationcity.Intypical operation,the selection of hybrid mode with the power controller determining the optimum drive modes for the prevailing conditions – in some applications even incorporating inputs from the navigation system – will minimise emissions and optimise range over a planned route. PLUG-IN-HYBRID ELECTRIC VEHICLE PHEV ICE Regenerative braking Electric motor Batteries Petrol BATTERY-ELECTRIC VEHICLE BEV Regenerative braking Electric motor Batteries HYBRID-ELECTRIC VEHICLE HEV ICE Regenerative braking Electric motor Batteries Petrol 03 04

SPEED 98 CAR APRIL 2023 CARmag.co.za I M P O S S I B L E Mattia Binotto’s shock exit from Ferrari after a near-missed 2022 season could never be complete without a signature shot of personality prangs and boardroom brawling. It all points to mismanagement and not meeting fundamental F1 excellence s the vultures now feast on the proverbial corpse of the Ferrari F1 team’s recently departed team principal, looking back to 2022 and the foundations that set up Mattia Binotto’s fall, it truly was a case of “più le cose cambiano, più restano le stesse” (the more things change, the more they stay the same). This now-tired trope was first published in a French journal, Les Guêpes, the title of which translates to “The Wasps”. How could matters get so out of hand to warrant a forced resignation from a man who had led Ferrari to second in the 2022 driver’s By: Braam Peens

99 and constructor’s championships? Come the season’s opener at Bahrain, Binotto could hardly believe his luck. His cars had emerged second-fastest behind the allconquering Red Bulls after preseason testing; what’s more, in a maverick-but-misguided interpretation of the new ground-effect rules, the neutered Mercedes team seemed to chase their tails for most of the year. Ferrari had spent a winless two years in the wilderness. It was just the shot in the arm they so desperately needed. Four races on, Ferrari’s Charles Leclerc led Red Bull’s defending champion, Max Verstappen, by more than a victory’s worth of points thanks to the early RB18 being overweight and unreliable and far from the liking of the increasingly petulant Dutchman. For all its fate-tempting portentousness, the surprise upswing made the resultant title talk impossible to ignore. So, too, the pressure after a 15-year title drought in Maranello. Then came the blunders. From running the engines too hard and strategic slip-ups to an inability to keep pace with Red Bull’s development, these multiplied into a slowmo train wreck as the season dragged on. The fact that the Ferrari was the pacesetter for the first half of the season but could not consummate a championship challenge meant Binotto was a dead man walking. Surely, converting a woeful sixth in the constructor’s championship in 2020 to that of runner-up in the driver’s and constructor’s championships in 2022 was commendable progress and worthy of a stay of execution? Yet it doesn’t tell the whole story, from Binotto’s side or the paymasters responsible for his fate. In truth, the story does not even originate in 2022, nor the woes of CARmag.co.za CAR APRIL 2023 99

100 CAR APRIL 2023 CARmag.co.za TOO MANY COOKS Binotto joined Ferrari in 1995, fresh out of university, before moving to the F1 team two years later. There he held several positions, ascending the ranks and becoming chief technical officer (CTO) in 2016. He was guided by team principals whose talents ranged from gifted to gormless. Ferrari became F1’s then most-successful team under Jean Todt (1993–2007), whereafter the rot slowly set in. It started with Stefano Domenicalli (2008–2014), who could not successfully transition the historic team’s competitiveness into the V6 turbo hybrid era. He was followed by Marco Mattiacci (2014), brought over from Ferrari’s North American road car division with zero F1 experience. Ditto for Maurizio Arrivabene (2015–2018), a Phillip Morris (owners of Marlboro) marketing executive chosen by the late Fiat/Ferrari CEO Sergio Marchionne for Arrivabene’s close ties with Bernie Ecclestone. Now wise to the error of his ways, it was Marchionne’s dying wish that Binotto – under the wing of his successor, Louis Camilleri – take over the F1 operation’s reins from the mafioso-style rule of Arrivabene, of whom the latter was only hired as Marchionne’s henchman. So, it happened from 2019, but most unusually, without Binotto ceding his position of CTO. Some harmony was restored as the new boss introduced a no-blame, pro-risk culture at the Scuderia. It immediately paid off. Under his watch, the SF90 took nine poles and three victories with a rule-breaking engine that bypassed FIA-mandated fuel-flow sensors. It was pure genius. After getting caught, an undisclosed sanction was issued in the off-season with a corrective technical directive that rendered the Prancing Horse a limping donkey for the next two years. The focus was firmly on acing the 2022 ruleset. Binotto was given time by both Ferrari management and the press; however, the slide towards his demise was inadvertently greased with the Covid-19-sodden resignation of Camilleri at the end of 2020. The latter was replaced by the 46-year-old heir to the Agnelli empire and Ferrari chairman John Elkann, who along with new-for-2021 CEO Benedetto Vigna felt no loyalty towards and – as the Scuderia’s embarrassments turned to more common occurrences throughout 2022 – no affinity for Binotto. The title effectively out of reach for the season, in September 2022, Elkann set 2026 as Ferrari’s goal for winning championships. Piercingly, he told La Gazzetta dello Sport: “We have great faith in Mattia Binotto … We must continue to make progress; that goes for the mechanics, the engineers, the drivers and, obviously, the entire management team, including the team principal.” The backhanded compliment was about as subtle as a picture of a decapitated horse’s head. A week before the season-ending Abu Dhabi round in November, there were rumours about Alfa Romeo boss Frédéric Vasseur replacing Binotto in 2023 and the rattled incumbent sought reassurance from Elkann. Although Ferrari formally denied the rumours, two weeks later, Binotto announced his resignation. Whether voluntarily or by termination of mutual agreement, the surrender smacks of Elkann having much earlier made up his mind about Binotto’s fate: New heights had been reached, but the team needs new blood to make the final step. Elkann is known in the Italian press to “not like racing” and had never gotten along with Binotto. Thanks to an eternal half-empty-glass approach, the corporate (not-so-) merry-goround kicked into gear at Ferrari through Binotto’s reluctant resignation. Neither Elkann nor Vigna has a background in engineering or racing. As a result, there is a continued football culture of swapping scapegoated team principals (TP) as the illadvised elixir to reclaiming excellence in F1. SPEED 01 02 01 Marchionne (left) doted on Binotto while impatient replacement Elkann (right) went for the boot just when Ferrari could most benefit from consistency. 02 In the early 2000s, Ross Brawn (left) and Jean Todt (right) empowered Michael Schumacher (centre) to shine, taking six successive constructor’s and five driver’s crowns between ‘99 and 2004. 03 Under Binotto’s watch, by hiding peaks in the FIA-measured fuel flow signal, the 2019 SF90 leapt to suspiciously quantum performance until caught.