It’s no secret I love a good hybrid, and the Toyota Prius is probably the world’s most famous example. I wasn’t interested in how many celebrities own one or how Google used them to map the world’s roads however – I wanted to know if this car really saves money at the pumps. And oh boy, was I surprised…

I wrote about it for DieselDrive:

Driven: Toyota Prius 1.8 E-CVT Advanced (2011)

The current generation Prius has been in Toyota South Africa’s stable for a couple years now and, as the motoring world just wants to go greener every month, I finally got my hands on the entry-level Advanced model for this test. Don’t worry, I’m not going to bore you with how this hybrid’s carbon footprint is actually no different to that of a supercharged Range Rover, and neither am I going to ponder the merits of big Hollywood names using the Prius as a means to “prove” to the world that they give two hoots about the Amazon. It’s a car, with a petrol engine, so here goes.

It looks nice, through my eyes at least. A harmonious and modern evolution of the previous shape results in a chunky wedge profile with minimal overhangs and a one-box design. The front is slightly cheeky with sculpted headlights and, while the side is fairly generic and fuss-free, I do like the little “lick” that you get at the rear, thanks to the integrated spoiler. The backside is tall-looking and square, but the large clear-lensed tail lights look good and overall I like it, especially the contoured roof.

The inside is particularly interesting with swooping surfaces, plenty of storage compartments and a genuine upmarket feeling. Light- and dark grey dashboard plastics have a nice design pattern too, although they are hard and scratchy. The fabric-covered seats are very comfortable and fairly flat, which is fine in a car like this. I particularly liked the wide, centrally-mounted instrument binnacle (which is something I usually hate, as in the Yaris for example) – in the Prius, the speedometer is off-set to the right and there’s a head-up display to boot, so my complaints about having to look down-and-left for vital info are put to bed. The binnacle also houses trip information and a host of eco-focused driving statistics including minute-by-minute consumption, powertrain usage and electric motor assistance levels.

As this car is primarily aimed at child-bearing women, there’s a decent dose of practicality thrown in, too. The boot opens wide to reveal a somewhat shallow load area, but with hidden compartments under the floor and flat-folding rear seats, it’s not too shabby. The drive is also nice, thanks to soft suspension and thick, eco-friendly tyres (if there even is such a thing). Primarily though, the smoothness is down to the car’s transmission, which has been christened E-CVT. The continuously variable transmission, which works on a pulley system instead of gears, enhances the driving experience and also happens to fulfil quite a specific purpose, the extent of which I will get to shortly.

As the Prius is a hybrid (say that with an American accent if you feel like a laugh), what we have here is the usual “Hybrid Synergy Drive” mix of internal combustion and electricity. In the same style as big-brother Lexus hybrids, the Prius is a “full hybrid”, referring to the fact that its electric and petrol motors are separate and can operate independently (that E-CVT transmission comes in here to seamlessly integrate the two). How? Well, take a deep breath because this gets complicated.

Basically, Toyota puts a petrol engine, which looks and sounds like any other, on one side of the engine bay. It displaces 1.8 litres, produces 73kW and 142Nm and works on something wondrous called the Atkinson Cycle. On the other side of the engine bay sits a 650V (60Kw/207Nm) electric motor, which sprouts many different high-voltage lines which disappear into the firewall. They are linked up to both the brakes and a battery pack under the boot floor, to channel electricity around the car, whether it be to power the wheels, recuperate some from the brakes, or charge up the batteries.

Driving the Prius is nothing short of eerie though, if you’re new to the concept. The power button is more of an “ON” switch than a starter button. Nothing really happens except a host of lights atop the dash and a big “Ready” icon to tell you things are good to go. Shift the odd but pretty shift lever into “D” and again, nothing happens. Except that you start moving in complete and utter silence as the electric motor powers the wheels. Put your foot down a little harder and you’ll feel a gentle vibration as the petrol engine kicks into life – completely seamlessly though and not so that you would actually notice (or hear).

Push a little harder still and the petrol motor sings a bit louder, while raising the revs to deliver its power. As usual with any CVT though, the motor drones a bit as it clutches onto just the right amount of revs to keep you happy. In cars like the Honda Insight the noise becomes unbearable but in the Prius it’s fairly well insulated and not too intrusive. Lift off again and the silence returns as the petrol motor shuts off and you coast along under the power of electro physics in a spectacular feat of engineering. This little duo of motors and the way they play off each other’s merits is the epitome of a full hybrid and I urge you to try the concept out, even if it’s just to open your eyes a little wider. Combined, you get immediate response from the electric motor, coupled to the variable torque curve of the petrol engine, managed by the E-CVT transmission.

So, it rides nicely and looks good and it’s got some serious wizardry under the bonnet. But what about performance? And economy? After all, if you are in the market for a hybrid specifically, the whole point is to help your Petunias grow a little easier and let Joey Polar Bear live another season on his shrinking ice cap. And so, the news is good. The effective drive train and electric integration means the petrol engine doesn’t need to work half as hard (or half the time, for that matter). So, it emits just 94g/km of carbon.

And Toyota claims it uses only 4.1-litres/100km on the combined cycle. If you’re choking after that, I know the feeling. But reading that wasn’t as surprising as actually achieving such frugality in the real world – I managed to return exactly 4.1-litres/100km over my test period and that simply astounded me (it’s the most economical car I’ve ever driven)! I actually started wondering when the fuel gauge would start dropping, and you can go hideously far on one 45-litre tank of unleaded.

But by far the best part of all these low figures is that they can be easily achieved in comfort. I am literally the last person alive to try and save fuel at the expense of comfort. That’s why I make sure to use the air conditioner and cruise control during a road test. And as such, I did, driving the Prius on the hottest September days with the fully automatic climate control on full blast and the cruise control keeping me up with the traffic at the national highway limit. And perhaps this is the time to mention briefly that even the entry level Prius is well-equipped both in terms of features and in safety – seven airbags are on duty with the usual host of acronyms nobody really understands including ABS (anti-lock brakes), EBD (electronic brake-force distribution), BAS (brake assist) and VSC (vehicle stability control). Equipment-wise you get auto windows all-round, climate control, a leather steering wheel with audio, telephone and climate controls, cruise control, electric and heated side mirrors, automatic wipers, Bluetooth and keyless entry and starting.

But how much for all this? Well, quite a bit actually – the Advanced Prius retails for R339 400 including a 5-year/90 000km service plan (the Executive sells for R385 700), and that is a lot for what is essentially a five-door family hatchback. But, as with any hybrid in this country, there’s a premium payable for the electrotronics, which is perhaps why the “lower-level” hybrids like the Prius and Honda’s Insight sell in tiny numbers.

Would you really spend that much money on a Prius? After all, the same monetary parking lot would be full of much more attractive and similarly economic cars like the BMW 120d and, perhaps most importantly, the new Lexus CT200h (which works on the exact same principle as the Prius, but comes with a Lexus badge). In my eyes, it comes down to showing off. “I drive a hybrid”. Apparently that means you care for rainforests and Wombats and you want to make a public statement about all of this, and that’s fine. If you can afford the Prius (and you really want it), buy it. It’s lovely to drive, teething with technology and it will save you money at the end of the day. But don’t for one moment think that Joey Polar Bear is going to send you a Christmas card to say thank you, because he won’t.

- Brent Ellis

The Cerato might be looking a little bland these days thanks to other Kia products appearing with out-of-this world styling, but it’s no less a great little car. The sedan was joined last year by the hatchback, and I took the new 2.0 SX 5-door for a spin.

Here are my thoughts on the car, as published on YoungPro:

Kia Cerato 2.0 SX Hatch

It’s no secret that the French like to build slightly off-the-wall cars, and Citroen is by ar the looniest of the lot. The revolution started in 2010 with the DS3, and in a few months’ time we’ll be seeing the utterly gorgeous DS5 on local roads. This new DS4 however, is up for the Car of the Year title next week, and I tooki t for a drive to see what’s what…

Here’s what I had to say about it on MambaOnline.com:

The Citroën DS4 THP 200 Sport is the sixth candidate in our 2012 Car of the Year overview. Judge and Mamba Motoring Editor Brent Ellis gives this bold and brash French contender a spin.

Overview

Parked next to the Alfa Romeo Giulietta, the new Citroën DS4 shares top spot on the podium for being the quirkiest finalist in the running for this year’s coveted Car of the Year title. With its French flair and blatantly off the wall styling, the new DS4 compliments its younger brother DS3 by bringing yet another niche model to Citroën’s local line up – both of which will be joined in the very near future by the stunning DS5. But does the DS4’s funky looks and bonkers attitude make it stand out enough from the crowd?

Design

Well at least none of your friends will think you’ve bought a Golf or a Focus, because this car cannot be mistaken for anything else. And Citroën is really one of the only companies whose rich history of making strange and wonderful cars lends the opportunity to be bold and brash in the 21st century – at a time when most car makers are employing a plain and uniform look with all their cars (Audi and VW especially). The DS4 is literally bathed in swoops, curves and angles, with every inch of plastic and metal revealing something interesting.

My favourite bit is the side profile – the large and sharp glass profile is met by a smart beading arrangement and 18-inch “Brisbane” wheels, and with cleverly hidden rear door handles, the coupe appearance is very sexy. That does lead me on to a bit of a bone I have to pick with this car however: Citroën will happily tell you that the DS4 is a sporty 2-door coupe with a high stance, and in being so, is in a class of its own. I argue though, that this is simply a 5-door hatchback with raised suspension – because that’s what it is. I also found it horribly annoying that the rear windows cannot be opened, like those of a coupe…

Comfort and Features

The interior is just about as funky as the exterior, and with a completely bespoke design, this car is utterly gorgeous to sit in. High-quality materials have been used throughout, with soft-touch dashboard plastics, sumptuous leather seats and finishes, and solid switchgear giving off an air of class. Interesting features abound, chief of which is the clever panoramic windscreen, which allows up to 45° of upward vision, with adjustable extended sun visors for brighter days. The electronic instrument cluster is also a talking point, and it features colour adjustment to suit your mood. You can also adjust the car’s warning and indicator sounds, and some of the options are pure comedy – thumbs up to the French!

What is also pleasing to note with the DS4 is that in Sport guise, the list of standard fitment extras is brilliant for a car in this price range. Mod cons like dual-zone climate control, cruise control, a full multi-function steering wheel and trip computer, massaging front seats with electric lumbar adjustment, electric mirrors and auto-dimming for the rear-view mirror, automatic lights and wipers, front fog lights with cornering function, front and rear parking sensors, LED daytime running lights and a very good 6-speaker radio/CD/MP3/USB/iPod sound system with Bluetooth – all are fitted as standard.

Ride and Handling

Sadly, this is where the DS4 was slightly lacking for me. Dynamics aren’t bad and road holding is solid, but a bumpy road with undulations really reveals this car’s weakness – its steering. It’s electro-hydraulically assisted and that’s fine, but in my opinion the system is too sensitive and the wheel is too light at higher speeds. The large tyres tend to want to do their own thing and, with limited feedback through the steering wheel, you’re not always sure what that might be. It’s a pity, because I loved driving the DS4 – although I suppose you could get used to the steering over time and it really only plays up when you’re on bad roads.

Performance and Economy

Labelling this version of the DS4 the “Sport” model means there must be some meat under the bonnet and there sure is. The same 1.6-litre turbocharged 4-cylinder petrol engine you find in the Peugeot RCZ and MINI Cooper S is on duty in the DS4 THP 200 Sport and Citroën haven’t gone for any limp wrists in the power department. An addictive 147kW and 275Nm are on offer, and in combination with a 6-speed manual gearbox, this car was not only quick but also a hoot to drive.

That’s thanks in no small part to the power, but also the clever engine sound system, which sends a lovely buzz of exhaust noise into the cabin when you put your foot down, adding to the excitement. Citroën claims you’ll do 0-100km/h in 7.9 seconds and top out at 235km/h. In something as fun to drive as the DS4, fuel economy is always going to be a pain, and my combined figure of 11.5-litres per 100km wasn’t nearly as good as Citroën’s claimed 6.9 – though I noticed the DS4 does calm down if you drive it gently. Carbon emissions are pleasingly low at just 149g/km.

Safety

EuroNCAP awarded the DS4 five stars during crash testing and that’s thanks to the car’s multitude of safety systems, which include ABS (anti-lock brakes), EBD (electronic brake-force distribution), EBA (emergency brake assistance), ESP (stability control), ITC (intelligent traction control), HAS (hill start assistance) and six airbags. ISOFIX child seat mounting points and electronic child locks are also on offer, along with an electronic handbrake, parking space measuring system and even blind spot assistance – all fitted as standard. Anti-theft measures are taken care of by remote central locking, auto-locking doors and an alarm/immobiliser combination.

Popular Options

With such a high spec level you wouldn’t really expect the DS4 THP 200 Sport to need anything else, but Citroën does offer a few extras that tickle my fancy. The car you see in these photos in particular was fitted with dynamic bi-xenon headlights which also turn with the car’s steering, and I’d really recommend you opt for them if you’re looking at this car. The only other options are different wheel designs, different leather combinations and satellite navigation – of which only the navigation might get the nod from me.

Value

As I’m sure you’re wondering (as I did on the launch of the DS4), this must surely be a pricey machine. But for R319 900 including a 5-year/100 000km service plan and a 3-year/100 000km warranty, it’s actually excellent value for money. When you consider just how much you get for the money, and how much style and pizzazz comes with everything too, you simply have to consider this if you’re shopping around the R320 000 mark.

Then of course, you’d also be considering similarly funky cars like the new MINI Cooper S Coupe, the Volvo C30 T5 R-Design, Honda’s CR-Z hybrid, or even the silly (really, don’t buy one until the new shape arrives, please!) VW Beetle. Of course, none of these cars offer nearly as much practicality as the DS4 though, which means if you need back doors and a big boot, the Citroën is an obvious choice.

It does however also compete (price-wise) against the VW Golf GTI and BMW’s new 120d – two premium German family hatchbacks which offer similar if not better practicality, and I’m not sure the Citroën badge is strong enough to sway people away from either of these brands – despite that the Golf and 1 Series don’t come with nearly as many luxuries as standard (though their back windows do actually open).

The DS4, like the DS3, is a car that speaks to my wild side. I like to drive something which sets me apart from the mainstream – because I’m different too. Would I go for the DS4? If I was single and care-free then no, I’d buy the MINI. But if I was more settled and perhaps needed the extra space for work or a family, then yes, I probably would. Steering, back windows and all – this is what defines Citroën: madness.

- Brent Ellis

There are few more brutal speed machines on this earth than the Mercedes-benz E63 AMG. And this new one, with its smaller but no-less powerful engine, has made the eco mentalists happier with reduced emissions and better fuel consumption, while still offering a truly ballistic drive.

Here’s what I had to say about it on DieselDrive:

Driven: Mercedes-Benz E63 AMG

A few months ahead of the launch of BMW’s all-new M5, Mercedes-Benz released an updated version of its E63 AMG super saloon to the local market. Featuring a smaller engine with slightly greener credentials, has the new E63 AMG turned into a timid house burglar rather than an axe-wielding murderer? No, not even a little bit.

While the new E63 looks exactly the same as the ‘old’ model, it’s still as shouty and rude as can be. The flared body parts and large air intakes bestow the “old man’s” E-Class with a threatening stance and a growling personality – and that’s before you’ve even fired it up. Finished in white and fitted with the panoramic glass roof, this is exactly how I would order my E63, with the optional 19-inch alloy wheels finishing the look off perfectly.

The interior of the E63 isn’t as loud as the exterior, but you know you’re in an AMG rather than a tame E200. Sports seats and a sports steering wheel greet you upon entry, and the simple dashboard design is still one I love overall. Relatively fuss-free and textbook Mercedes-Benz, it’s very easy to acclimatise to this car’s controls and their functions. The LCD information screen is one of my favourite bits, filling the centre of the speedometer dial and displaying a multitude of information from trip data and speed to engine statistics and audio information. There’s also a dash-mounted LCD display for audio and navigation information, amongst other info.

As you’d expect from something with an AMG badge on the boot lid, this car is by no means a slouch. Thanks to emissions regulations in Europe, AMG’s engineers in Affalterbach were tasked with producing a new, efficient and powerful V8 engine; something that would please the eco people and still blow your head off. The result is the new 5.5-litre twin turbocharged V8 engine, which is not only smaller than the old 6.2-litre unit which still finds a home in the current C63 AMG models, but is no less powerful. With 386 kW on tap, it’s like being hit with a sledgehammer when you floor the throttle, with a whole 700 Nm of torque running alongside to deal a deathly blow. Performance is earth shattering: 0-100 km/h in 4.3 seconds and a limited top speed of 250 km/h is what Merc states in the brochure, and in the real world that sprint time is brutally accurate. If you’ve got the balls (and the money), you can even remove the speed limiter and find yourself doing 300 km/h!

Featuring the 7-speed AMG SPEEDSHIFT dual-clutch automatic gearbox, driving the E63 is only a pleasure, especially because you can tailor the driving dynamics to suit your mood. From a comfortable, smooth cruise after a long day at the office to a powerful, exhilarating and stupendously fast blast on a quiet Sunday back road, the drive mode selector switch takes care of the gearbox and the power. Then you get adjustable AMG RIDE CONTROL suspension and traction control, allowing proper customisation of the car’s behaviour. What I liked the most was the AMG button, which is like a “save” switch for your settings. You choose how you want the gearbox, traction control and ride stiffness and press the AMG button to have the car memorise those particular settings for when the mood next takes you.

If I had to complain about the gearbox however (which I adore in Sport+ mode as it cracks and burbles as you thunder along), the complaints would revolve around the manual shift mode. While the steering wheel-mounted paddles are responsive and you can have lots of fun working the cogs yourself, the gearbox tends to throw its hands in the air and forget what to do when you rev to the red line and shift a little late, resulting in a pause in power delivery and a horribly jerky shift. For that reason alone, I saved Sport+ as my favourite gear shift mode.

I have to giggle a bit though when Mercedes-Benz blabs about efficiency and reduced emissions and the like. I’m not denying that the new motor has improved credentials – like carbon emissions of 230 g/km and a 22% improvement overall, with start-stop technology to boot – but honestly, saying that an engine like this has efficiency in mind is like saying the Queen eats broccoli so she can save on ostriches. At the end of the day, this car drinks petrol and rightly so – I wouldn’t expect anything else. Mercedes-Benz claims you’ll achieve average consumption of 9.8-litres/100 km on the combined cycle but you’d have to drive in a vacuum to achieve that figure. Or drive this like it is an E200: very slowly. I returned a wonderfully environmental 24.6-litres/100 km and for that, I give my thumbs up to this car; it drinks like an AMG should.

Being the range-topping E-Class model, the AMG is loaded with features, with a decent number of them standard equipment. Highlights include electric front seats with memory, automatic lights and wipers, auto-dimming mirrors all-round, parking sensors front and rear, dual-zone automatic climate control, satellite navigation and bi-xenon headlights with LED daytime running lights. There are however a good number of expensive options to push the price up, like the AMG Performance Package at R82 000. Safety systems abound and it’s actually quite amazing how many systems are implemented to keep you safe and alive – lane keeping assistance, blind spot warning, attention assistance and high beam assistance are just a few examples. The usual acronymic additives are of course also present for ultimate peace of mind, especially with the E63’s performance abilities.

As you can imagine, the E63 AMG isn’t cheap: including a 6-year/120 000 km stepped maintenance plan and carbon emissions tax, the car retails for R1 257 000.  Strangely, the price doesn’t feel unjustified when you drive the car. The E63 AMG was a joy to live with and can easily be used as a (rather expensive to run) daily driver. But with the odd track day or speedy cruise perfectly suited to the vast characters the car serves up, it’s a great all-rounder. Many people might argue that the BMW M5 (R1 145 500) is a better handler or that the Jaguar XFR (R999 995) is more comfy. It doesn’t really matter what the price difference or even the marginal performance differences between these cars are though – they have their loyalist fans and will each attract new ones in their own right. Until I’ve driven both the Jaguar and the BMW, it remains my favourite. It’s superb.

- Brent Ellis

I was one of the first local journalists to test what is, in my eyes at least, the first cool Toyota we’ve ever been able to buy. The new FJ Cruiser (this one in Sports guise) is an incredible machine and I adore it – and it’s phenomenal off-road, as these photos show.

Here’s what I had to say about it on DieselDrive when I tested it back in September…

Driven: Toyota FJ Sport Cruiser (2011)

I’ve had an epiphany. Something has happened to me, something I never thought ever would, and it hasn’t just happened to me – many of my friends, colleagues and acquaintances are have experienced it too. For the first time ever, there is a cool Toyota on the market. Don’t get me wrong – there have been fast Toyotas (the old Conquest RSI comes to mind) and there have been fun Toyotas (think MR2), but never has there ever been a cool Toyota. At least not one that you could buy in South Africa.

All that has changed though with the local introduction of the new FJ Cruiser. Finally, right-hand-drive markets are enjoying the coolest Toyota ever and, despite the fact that the car has been available in left-hand-drive markets since as far back as 2007, it’s making a huge impact in SA at the moment. How huge? Well, welcome everyone to the coolest car I’ve ever driven – the Toyota FJ Sport Cruiser.

As usual, I’ll start with the looks, but take a deep breath because the FJ Cruiser is covered in many different kinds of awesome. Styled to look like the old FJ40 of the 1960s, the new FJ is a retro throwback to some of the toughest vehicles the world has ever seen. To put it into perspective, FJ is to the world of SUVs what the new MINI is to hot hatches. First of all though is its sheer size – it’s massive. Massive in a Hummer way – not too wide to get through your gate at home but fat and tall enough to scare many other cars on the road. Then there’s the parking problem (though see it more as a benefit) – you can’t really park the FJ comfortably in a standard South African parking bay. So you end up taking two just because you can.

Then there’s the presence. With bold, chunky styling all-round and a cheeky face, FJ is quite a machine to behold. The front overhang is minimal and with slim bumpers you can see the tyres poking out beneath the body. This Sport version features chrome detailing on the bonnet and mirrors too and only comes in black. The windscreen is wide and narrow and even has three wipers as a result. Side-on, it looks like a mix of a sports cruiser (excuse the pun) and an SUV, with a high ride height and a slim glass area. By far the car’s party-piece are the suicide rear doors which open backwards to allow rear passengers easy access. The roof is painted white on all models (harking back to the FJ40) and looks like a lid that’s been fitted to the top of the car. At the back, a massive spare wheel adorns the tailgate which is side-hinged and opens with ease. It also features a separate-opening glass window.

On the inside, it’s all about function. A great slab-like dashboard sits up front with chunky switchgear and only the bare necessities, with a large and attractive steering wheel making no bones about its business. Dials are clear and large and there’s not much in the way of a trip computer (dual-trip mileage only). What I liked was how the cockpit is cocooned in the cabin, so to speak, with the windscreen far away and plenty of headroom. If makes you feel like the car is four times bigger, which I loved. Another of FJ’s best attributes was comfort: big leather seats are on offer all round and it was very easy to find a superbly comfortable driving position. Rear legroom is a tad tight but once I’d raised my driver’s seat slightly, everyone was happy. The front seatbacks also feature grab handles for rear passengers, should the going get rather rough. The best part is that the whole interior floor is finished in a tread-plate-style “hose-down” plastic coating (with carpeted mats) as is the boot, which is very large, and with folding rear seats you could easily move house with the FJ.

The FJ also impresses with a good standard features list, which includes the likes of cruise control, a reversing camera with integrated screen in the rear-view mirror, a premium sound system with a roof-mounted speaker and iPod/USB/MP3/aux/CD/radio compatibility, steering wheel-mounted audio and telephone controls, Bluetooth, air conditioning and electric windows. Safety is taken care of by six airbags, ISOFIX child seat anchors, ABS (anti-lock braking system) brakes with EBD (electronic brake-force distribution) and active head rests.

Now I may be able to tell you about the design and the materials and the great build quality and the fit and finish, but what I find really difficult to relate is the way the FJ Cruiser turns heads. I’m not joking when I say I have never had so much attention in a car as I did when driving the FJ. Whether it was from my neighbours at home, bikers and other cars in traffic, passers-by in a parking lot or a mob at a petrol station – no matter where I took it, the attention was astounding. People just don’t know what it is and, when they see the enormous old-style ”TOYOTA” badge on the front, they were flabbergasted at what they were seeing. I even had a woman corner me in a parking lot for 30 minutes as we discussed why she should buy one, and perhaps that was the most surprising aspect to the FJ – it appeals to a great variety of people, whether they are attracted to it for its looks, road presence or off-road ability.

While I mention the latter, there is a good reason why my black test car came back completely brown one Saturday afternoon. The FJ Cruiser is simply unbelievable off-road! Even with its fat side steps, the Sport Cruiser was astounding. It’s one of those off-roaders with which you can just drive over anything, and I mean that! With the short front and rear overhangs your approach and departure angles are excellent (34 and 31 degrees respectively) and, coupled to the 245mm ride height and massive tyres, big rocks and dongas mean absolutely nothing.

With an old-fashioned selector lever for the various four-wheel drive modes, it’s also fun to play with and the lever is easy to use and fathom. Electronic aids in the form of traction control and A-TRC (advanced traction control for off-roading) are on offer as well. Perhaps most delightfully though were the FJ Cruiser’s on-road manners. The high ride height and fat tyres should spell a bouncy ride and wafty handling, but no – not only is the ride beautifully comfortable but the FJ holds the road well and you never get the sense of not knowing where you’re going.

All FJ models are powered by a silky 4.0-litre V6 petrol engine, which is mated to a 5-speed automatic gearbox – no diesel or manual options. Sure, the transmission might not be refined or even remotely new, but the sporadically clunky shifts add so much character to the car I wouldn’t want it any other way. The sweet-sounding motor churns out 200kW and 380Nm and, while the car is not fast by any stretch of the imagination, it sure does get going on the road. The 0-100km/h dash takes a leisurely 16.4 seconds and top speed is claimed at 175km/h. As you can imagine though, fuel consumption is not the FJ’s strongest point, with Toyota claiming 11.9-litres/100km and carbon emissions of 278g/km. I returned a more realistic 18.7-litres/100km over my test period, with the fuel warning light burning bright after just 385km on a 72-litre tankful. Don’t cringe though, because if you’re looking for a car even remotely similar to the FJ, emissions and consumption doesn’t matter.

Which brings me neatly to a good point – what would you consider buying instead of an FJ Cruiser? There’s really only one rival and that’s the Jeep Wrangler Unlimited. Once you park the two side-by-side in your mind, you can see the relation. The same retro concept; the same go anywhere attitude to life. It’s no secret I adore the Wrangler – give me a green one with raised suspension and big black wheels and you won’t see me for weeks! But perhaps therein lies the Wrangler’s biggest pitfall against the FJ Cruiser – coolness. I’m not saying the Wrangler isn’t cool, but due to its popularity and history it’s a fairly popular choice amongst South Africans, which means you almost need to customise it to stand out from the crowd and make it just a little cooler.

The FJ, on the other hand, comes bog standard with a massive cool factor, and at R457 300, the Sport version comes with quite an attractive price tag, too (despite being the most expensive model in the range). It ticks so many “buy me” boxes, you actually need a new sheet of paper to make some more. Sure, it might not be the most practical with its funny doors and if you really are looking for an “economical” car like this you’ll have to look elsewhere. But as a whole, the FJ Cruiser is superb. It looks like a cartoon character, drives like it’s on silk, sounds fantastic and gets you noticed more than walking around on fire. It easily makes my top-ten best cars ever driven purely because it makes you so damn happy every second you are anywhere near it and I would buy one without hesitation. You probably should, too.

- Brent Ellis

After driving this and the Scirocco R, I think I now know what would happen if you had to strap a nuclear missile to a car. Blistering performance and a gorgeous drive makes this one of my favourite cars of 2011. The photos came out nicely, too…

Here’s what I had to say about it on DieselDrive:

Driven: VW Golf R (2011)

The letter “R” has quite serious connotations in our little motoring world. Used to denote extra performance or exclusivity, more and more cars receive “R” nomenclature to separate them from their lesser siblings. Think about cars like the Honda Civic Type-R, Jaguar’s XFR and XKR models and even Nissan’s insane Juke-R Concept. It’s no surprise then that Volkswagen once again attached the powerful letter to the latest and greatest model in its evergreen Golf range: the latest Golf R.

Set as a replacement for the old Golf R32, the new Golf R is like the GTI’s big brother who has a penchant for ecstasy and hard-core porn. Fitting then, that the car’s design features bulging intakes and fat exhausts. The overall frontal look is beefed up from the GTI’s, thanks to smoked headlights with black housings, large air dams and horizontal LED daytime running lights. Side-on there’s little to tell the two apart, besides of course the R’s massive 19-inch alloy wheels and black-painted mirrors. The rear is finished off with new-spec LED tail lights, a roof spoiler and a diffuser-style bumper, with two big-bore exhaust pipes slap-bang in the middle. In a nutshell, this car is mean to behold and, to me, looks best in white, though I must say that my metallic grey test unit had an air of stealth about it…

The interior is pure Golf of course, albeit with a few minor changes to give a little R-exclusivity. These include the super-sporty leather steering wheel with contrasting grey stitching, blue needles in the dials and various R-specific design touches throughout the cabin. I particularly loved the seats which have excellent side bolstering and are also superbly comfortable. Semi-bucket sports seats are available as options and, while I have tried them out and they are brilliantly supportive (read: you won’t move an inch in them) their wide seatbacks tend to “shut out” rear seat passengers.

What makes the Golf R so special however is its powertrain. Up front, a monstrous 188kW, 350Nm turbocharged 2.0-litre petrol engine is mated to (in this case) a 6-speed manual gearbox. The 7-speed VW DSG gearbox is available too, but the manual ‘box is a joy to play with and with a light clutch, sitting in traffic isn’t much of a problem. What makes the engine even more special is that its power gets sent to all four wheels, thanks to the 4Motion system fitted to the R. Unlike its front wheel drive Scirocco R sibling, the Golf benefits from stupendous power delivery and ridiculous levels of grip. Honestly, this car sticks to the road like the proverbial to a blanket, and its limit is far from what most normal drivers are mentally capable of achieving. It’s also interesting to note that the DSG is slightly quicker and marginally more economical than the manual.

Power delivery is exceptionally smooth too, with minimal turbo lag and a glorious sound track – the Golf R sounds like no other turbocharged four I have ever driven. All the fanfare and whiplash-inducing power is good for a 0-100km/h sprint time of just 5.7 seconds and a top speed of 250 km/h and believe me, they aren’t lying on either of those claims. If I had one complaint it would be that the Golf R, in manual guise at least, is incredibly difficult to launch for a proper sprint – the 4Motion system, even with traction control deactivated, is just too efficient at maintaining grip. Fuel consumption claims turn out to be quite interesting and VW says you’ll average just 8.5-litres/100km. I’m giggling at that, because I don’t know of any person who would drive this car in such a manner to achieve such economy – the fuel gauge drops extremely quickly and I averaged 16-litres/100km on my test. Carbon emissions are claimed at 199g/km.

The 4Motion all-wheel drive system is met by sports suspension and, fitted with optional (and pricey) DCC (adaptive chassis control), the ride changes from racy and firm to supple and soft. In Comfort mode it’s still fairly firm, with great road communication and similarly chatty steering. However, in Sport mode you feel absolutely everything the wheels traverse and, while I enjoyed it and it wasn’t too hard for my liking, it is most suited to track use. Handling is excellent thanks in part to the 235/35 tyres but mostly to 4Motion – any corner becomes a doddle, with the seemingly limitless grip allowing diabolical liberties. The steering is also speed-sensitive and becomes brilliantly weighted at higher speeds.

The Golf R also comes with a decently long features list and rightly so – it’s not cheap. Standard equipment includes height adjustable front seats which are also heated, telescopic steering with rake adjustment too, leather all-round, folding rear seats, electric windows and heated electric mirrors, an anti-dazzle rear-view mirror, a multi-info trip computer, an excellent 8-speaker CD/radio/MP3 audio system, footwell lighting, Climatronic automatic climate control, front and rear parking sensors and dynamic bi-xenon headlights. Interesting options include satellite navigation, the racing seats, a reversing camera, a sunroof and the chassis control. Safety equipment includes ABS with EBD and BAS (anti-lock brakes with electronic brake-force distribution and brake assist), ASR (anti-spin regulation), ESP (electronic stability programme) and a hill holder. There are also seven airbags, a tyre pressure monitor, ISOFIX child seat anchors and remote central locking with an alarm and immobiliser.

With a standard retail price of R419 300 (including a 3-year/120 000km warranty and a 5-year/90 000km service plan) this sure isn’t a “cheap” car. Especially once one or two options are selected – the car you see in these photos is valued at just under R450 000 – for a Golf! Most people would call you daft and mad to spend so much money on a hatchback, and to a degree I agree with them. For similar money you could buy something like a Mercedes-Benz C-Class, an Audi A5 or even a Chevy Lumina – all much bigger cars with seemingly greater value for money.

So why spend so much money on a hot hatch? I find it rather easily justifiable, especially if the argument is being forged against a more sensible family sedan. The Golf offers enough interior space for a family. It’s got a big enough boot for their luggage too and with five doors, it’s practical enough for the kids and even a toddler and their baby seat. So, if you were to look at this car as an upgrade from your GTI or similar car you’ve had during your single twenties, it still makes sense to go for the R as a performance upgrade in a much sportier package, with no drawbacks of something with similar attributes but only three (or two) doors – something the wife will be relieved about I’m sure.

Direct competition includes the Renault Mégane RS250 Cup (R399 900), the Audi S3 Sportback (R440 975), the Mazda3 MPS (more power and torque, for a lot less money at R342 090) and next year’s Ford Focus ST. Having tested the Renault Mégane RS250 Sport earlier in the year, I nominated the Mégane as my favourite hot hatch of the moment and I still adore it. But with German quality, ergonomics and reliability, the Golf has just about knocked it off the pedestal. It’s a smashing car to drive and it’s so practical, even your dog will enjoy the ride.

- Brent Ellis

Dressed in red and featuring beautiful gunmetal wheels, I fell quite in love with the new Polo GTI. My only real gripe was the 7-speed DSG gearbox, which is jerky at low speeds and annoyed me quite a bit. Other than that though, this German offering in a diverse hot hatch segment offers the quality and finesse that comes with the VW badge. Give me a manual gearbox and I woulld take one home with a big smile on my face!

It might have taken 24 years but I have finally come to the realisation that I am a “Volvo man”. My first two Volvo test cars arrived in November this year and boy did I enjoy them! This green C30 D2 was the first of the duo, and I enjoyed taking these photos almost as much as I loved driving this car!

After nearly twelve months of driving, photographing, testing and loving a host of brand-new cars, my 2011 driving year has been full of excitement and joy. The numbers are simply astounding – 100 test cars have found a home in my driveway and I’ve been to 35 different events (mostly product launches). It’s only once I quantify everything though that you get an idea of just what I’ve been up to…

• MOST POWERFUL car: Merc SLS AMG Roadster (420kW)
• LEAST POWERFUL cars: Toyota Aygo & Suzuki Alto (50kW)
• MOST EXPENSIVE car: Merc SLS AMG Roadster (R2 950 000 est)
• LEAST EXPENSIVE car: Hyundai i10 1.2 GLS (R109 900)
• MOST FUN car: Mercedes-Benz SLK350
• LEAST FUN car: Jeep Compass
• HARDEST to part with: BMW 650i Cabrio
• EASIEST to part with: GWM H5
• MOST EXCITING car to drive: Nissan GT-R
• LEAST EXCITING car to drive: GWM Steed 5
• MOST LOVED car I wished to own: Toyota FJ Sport Cruiser
• LEAST LOVED car I would never wish to own: Chrysler Sebring Convertible
• BIGGEST SURPRISE of 2011: Volvo V60 T6 AWD
• MOST ECONOMIC of 2011: Toyota Prius (4.1-litres per 100km)
• LEAST ECONOMIC of 2011: Mercedes-Benz G55 AMG (27.8-litres per 100km)

Quite an interesting mix up there indeed. This year, 81% of my test cars were petrol-powered, and six of those were hybrids. In total, 55% of all my test cars had manual gearboxes, too. A total of 31 manufacturers supplied test cars this year (thanks go to all of them of course). I drove a total of just under 34 000km during testing and, believe it or not, my little right foot produced a disgusting 5.8-tons of carbon dioxide throughout the year! Only once you calculate your emissions does the reality hit home. I also went through almost 3500 litres of fuel, and my overall average consumption was 10.3-litres per 100km.

TOTAL RAND VALUE of all cars TESTED in 2011: R38 611 104.00

TOTAL kW of all cars TESTED in 2011: 13769 kW

TOTAL Nm of all cars TESTED in 2011: 28961 Nm

As launches went, I sure was kept busy this year! A grand total of 64 cars were driven at launches and events, with a good variety of models too – from the SLS Roadster to the Chevy Utility and even an Electric Volvo.

Top 5 events of 2011:

• Volvo Ocean Race (Cape Town)
• Mercedes-Benz AMG Performance Tour (Joburg)
• Jaguar XF Diesel Launch (Entabeni)
• Lexus CT200h Launch (Cape Town)
• Peugeot 508 Launch (Wilderness)

Top 5 cars driven on launches in 2011:

• Mercedes-Benz SLS AMG Roadster around Joburg
• Renault Clio Gordini at the Knysna Hillclimb
• BMW 1M Coupe at Fisantekraal Airfield
• Volvo C30 Electric at the Ocean Race
• Nissan Juke around Joburg

I’ve been very lucky indeed this year – travelled all over the country, drove some amazing cars and was treated to events that most people could only dream of. I think the highlight of the year has to be the Volvo Ocean Race – not only because of the awesome hospitality and Volvo Pavilion with its simulators and 3D movies, but because we were allowed to experience once of the world’s most gruelling events at arm’s length. Very few people in the world will be able to basically race alongside these stunning yachts like we did, and for that I am incredibly grateful. Simply put, the Ocean Race was the greatest experience of my life!

Alas, December is here and the Suzuki Kizashi is my company into January 2012. And don’t think next year won’t start with a bang, because no quicker will we have finished cheering in the New Year and I board a Cathay Pacific flight to Korea for a week! And if that’s how 2012 is going to begin, I can only imagine what the rest of it holds in store…

I’ll end this piece off with my list of top-ten cars driven in 2011, with thanks to all the people who helped make 2011 so memorable. I hope you have a great 2012 as well!

Top 10 Cars of 2011

Mercedes-Benz SLS AMG Roadster
Nissan GT-R
Renault Mégane RS
BMW 1M Coupe
Renault Clio Gordini
Mercedes-Benz G55 AMG
BMW 650i Cabrio
Audi A7 Sportback
Volvo V60 T6
Toyota FJ Cruiser

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Over and out!

After three years of starving for a motor show, the 2011 Joburg Motor Show has come, and is almost over! The best show yet, there’s tons on offer from many manufacturers, including exquisite hall exhibits, off-road demonstrations and the opportunity to test drive cars back-to-back for the ultimate comparison.

If you haven’t yet been, here’s a glimpse of some of the cars you’ll be missing, from Opel to Volkswagen!

“Images are copyright of DOWNPHORSE and may not be used for other purposes without permission.”

From Joburg Motor Show 2011 Part 3 (Opel – Volkswagen), posted by Brent Ellis on 10/13/2011 (105 items)

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