This car has gained a reputation for a powerful roar, tough appearance and rebellious character, which has made it a popular choice in films and TV shows over the decades. 

The current generation of Mustangs continues to record promising sales figures and fans around the globe can’t seem to get enough of the cars. 

The legendary Carroll Shelby took the popular sports car and worked his magic to create a vehicle that embodies American muscle in the truest sense.

We had the opportunity to spend some time with arguably one of the most iconic models, the Mustang Shelby GT350. 

Shelby’s tale has been extensively covered. It’s one of an impoverished kid with a desire for speed, and it was the foundation for the thrilling film Ford v Ferrari, but we’re going to focus on the car in this article. 

The Mustang was introduced in 1964 at the New York World Fair and it was an immediate hit. The first batch of Mustangs to arrive in showrooms consisted of 22 000 units, which were immediately sold out. 

The brand had anticipated success but not the level of public interest. It was a more affordable sports car than most, which looked and sounded the part, and the public became obsessed. So much so that 400 000 units were sold in its first year of production, which greatly exceeded expectations. 

Side note — more than nine million Mustangs have been sold globally, partly thanks to this model’s contribution, since Ford wanted it to be a Mustang that would offer more. 

So, there was no better man for the job than the creator of the Cobra, Daytona and GT40, Caroll Shelby. 

Less than a year after the Mustang’s 1964 debut, Shelby created and sold the first GT350, offering a more refined and powerful option for Mustang enthusiasts with deeper pockets.

The GT350’s naturally aspirated V8 produced 228kW and the roar was addictive. It was a racing car for the road, with an estimated 0 to 100km/h time of 5.4 seconds, helping to define Ford’s racing pedigree. 

It was more aggressively styled, featuring a functional bonnet scoop and racing lines, which made it stand out from standard Mustangs. 

It was so daring that it became a popular target for police at the time. 

Besides the Shelby-tampered engine, the steering was improved, and 15-inch wheels were added with improved tyres to ensure the GT350 would outperform the standard Mustang in every way. 

It also became a reasonably successful track racing car and the famed Ken Miles spoke highly of it. It won the Class-B championship for three years in a row after its debut. 

The car pictured here is a 1965 Shelby Mustang GT350 — one that is tearing up our roads with American noise and savagery. 

Immediately upon entering the GT350, you get a sense that this car could have got you into some serious trouble at the time of its introduction. 

Its Mustang-branded seats, although soft, have a rather supportive structure, but once the key turns, you instantly realise what all the fuss is about. 

The overwhelming roar of the naturally aspirated V8 comes to life, leaving no smile upside down. It’s a truly glorious noise that is only improved by a throttle blip or three. 

The ride quality reminds you that this car is 60 years old, with noticeable bumps and a ridged chassis that yearns for smooth, paved corners.

This Shelby sports a three-speed automatic gearbox, which allows you to make noise for longer within the rev range. Because of the low number of gears, the ratios are long, allowing you to sit in the optimum torque band for longer. 

Add a naturally aspirated V8 to the equation and you find the power in the higher revs — but it does take a few seconds to get there. 

However, the noise it produces beneath you will provide entertainment at any speed.

The brutish V8 has undergone a slight detune, transforming it into a more sensible daily driver. As is, it produces 171kW and 300Nm and, considering its weight, it still moves like you can’t believe for a 60-year-old. 

Despite its age, its brilliant body condition and impressive engine bay leave you in awe. 

If the Shelby GT350 was on the posters in your room growing up, and you fancy owning one, this car is available at Vintage Cars South Africa for R1 350 000. Considering a new BMW M2 will set you back R300k more, this legend becomes that much more tempting. 

I have spent my fair share of time in classic cars but the Mustangs of old encapsulate the rawness of classic muscle cars. 

The vibration and shaking the motor produces, paired with the roar of the exhaust, is an experience you won’t find in modern sports cars. 

It’s a car that remains an icon and it’s an experience that I’ll cherish for years to come.

The Simola Hillclimb is my favourite weekend of the year. It is an adrenaline-filled experience with banging exhausts, big wrecks and smiles all around. 

Here you will find no shortage of tyre smoke, stressed racing teams and thousands of car enthusiasts exclaiming: “Yoh!” as they crane their necks at every passing car. 

The 14th edition of the Simola Hillclimb took place in Knysna last weekend. More than 80 competitors competed in timed runs up the 1.9km hill.

Drivers raced in four practice runs, six qualifiers, a class final and the King of the Hill. 
Class finals are where all competitors get one shot at becoming the champ of their respective classes and King of the Hill is where the fastest of the road-going cars compete. 

Modified saloons and single-seaters battle it out to break records and set insane times for bragging rights and a trophy. 

This year was a particularly special year for Volkswagen SA, despite the absence of Peter Solberg, as their youthful GTC drivers finally got behind the wheel of some serious horsepower to tackle the hill. 
Jonathan Mogotsi and Daniel Rowe are familiar with the hill but, unfortunately, their past outings were experienced through the windshields of eGolfs and standard Golf 8 Rs. 

This year Jono found himself behind the wheel of the Polo Supercup car and Daniel pedalled a rare Polo Supercup. The latter was designed in Europe for a unique cup racing league which never came to be, but the good folks at VW Motorsport thought that wasting the brutal Polo wasn’t an option and the Hillclimb became its next target.

The Simola Hillclimb is no stranger to incredible cars and insane builds and this year was no exception, from mind-bogglingly quick Audi sleepers to home-built BMW racing cars. However, a few stood out. 

Let’s start with the crowdpleaser —Franco Scribante’s R35 GTR, nicknamed the Sheriff. This crazy GTR is famous for its bonkers front wing, taken off a Porsche 911 racing car and bolted onto the front bumper. 
On a noise front, there were a few notable cars, but the Pilbeam MP58, competing in the single-seaters, was sure to destroy your eardrums. It was also the fastest car of the year. 

The Lotuses showed up in force and they certainly looked the part. Their massive wings and exposed rear-mounted turbos left many drooling but there was one in particular that stole our attention — the Ferrari-powered missile which demonstrated the art of downforce, lightweight and power makes for fast times.

 Another was the classic Jordan Formula One car that raced at Kyalami many years ago — the noise that this racing relic produced was nothing short of mesmerising.

Now, a Hillclimb is no car show. While looking at these machines might be a thrill, the times are what matters here. Throughout the weekend, times improved after each run but with that came breaking cars. 
The Scribante GTR was looking good until a gearbox issue knocked it out, leaving the door open for the kings of the hill, modified saloons. 

But before we get to this winner of the big boys, let’s start with something, still nuts, but more tame — the sports cars. This category is always flooded with incredible standard road cars as well as the latest offerings from manufacturers. 

Despite all Mercedes and BMW could throw at him, the winner of the Road and Supercar Shootout was Jean-Pierre van der Walt in his Porsche 992 911 Turbo S with a time of 42.935 — his fourth consecutive King of the Hill title in this class. 

Due to the crazy power figures and bonkers builds, the Modified Saloon class is possibly the most exciting. 
There is no shortage of competitors and considering the power numbers and stupid amounts of downforce all the cars boast, it often comes down to reliability and driver skill. 

The Scribante Sheriff’s gearbox issue left the spot open for the Lotus of Dawie Joubert, who took the title in his Ferrari-powered Lotus Exige with a time of 38.405 seconds. 

The last, and fastest, class is the single-seaters, where purpose-built open-wheeled racers compete. 
Record holder Andre Bezuidenhout pulled out of the event, which opened the door for a new title holder. 
This year there was fierce competition between the Mygale SJ of Andrew Ian Schofield, the Shelby Can Am of Rui Campos and the Indy Car-powered Pilbeam MP58 of Robert Wolk. 

A last-minute wing change and a door wide open saw the title go to  Wolk, setting the fastest time of the weekend at 37.403 seconds. 

Last, it was a proud moment for the VW team with first and second place in the I4 FWD class, with Rowe taking the top spot with a time of 44.058 seconds. Mogotsi was only 0.37 seconds off the top spot and proved to be a consistently rapid driver throughout the event. 

In a thrilling weekend of racing smells and ear-shattering exhausts, the Simola Hillclimb displayed the real love South Africans have for racing — both in the driver’s seat and on the sidelines.

As the windows slide open, the salty air of the West Coast fills the cabin, with the Beatles’ Hey Jude playing over the speakers. 

No vehicle captures this moment better than the Volkswagen Kombi, considered by some the quintessential emblem of its era. Few vehicles have become as iconic at different intersections throughout their existence. 

I’ve listened to numerous stories from my dad and his friends about the adventures they had in one of these people carriers. This made me curious to experience firsthand what the fuss is all about. 

But, before we dive into what a drive in the T1 Kombi is like in 2024, let’s turn back the clock to its origins. 

The VW “hippie” bus began its life after World War II, when the German manufacturer Volkswagen saw a need for a do-anything vehicle capable of transporting people, carrying equipment and being turned into a workhorse with ease. 

Dutch Volkswagen designer Ben Pon was the mastermind behind the bus, which began its journey in 1947. 

Pon believed the VW Plattenwagen would be a useful vehicle for buyers. After drawing up his initial design, the brand had to pump the brakes until 1949, when a prototype, named the Type 29, was produced. 

Unfortunately, the Type 29 sported the distinctive Beetle chassis, which they quickly discovered wasn’t strong enough for the vehicle’s intended workhorse use. To counter this, Volkswagen swapped it out for a ladder-frame chassis. 

Aerodynamics was the next cause for concern and, after some tweaking by the design team at VW, the Kombi, as we know it, was finally launched late in 1949. As you can imagine, it was a rather successful launch.

The first generation of the bus was named the T1 and Volkswagen offered it in eight models in the initial lineup. 

As well as having features such as removable seats for more storage space, the bus was available in pick-up truck and cargo van iterations, without rear windows, which were both modelled on the original Plattenwagen.

All the Kombi fanatics out there would know that the first generation came with two window options: 11 to 15 windows or 21 to 23 windows, which allowed a lot more natural light to flow in. 

The 23-window option is widely considered the collector’s dream —the current price is almost double that of the 21. 

The first generation’s styling included a split window, which led to the “splitty” nickname. 

The Kombi was renowned for being a spacious and practical vehicle and the styling was a hit. 

The brand sold 100 000 units in 1954, and these numbers only improved once Kombi reached countries such as the US.

It proved to be an excellent alternative to the fuel-heavy offerings of the time to transport goods and equipment around town. 

It also attracted outdoor enthusiasts and families who were in the market for a station wagon. 

It has built on its success since then and has now passed through six generations under the name Transporter. 

But the unit we got to experience was the classic first generation, so let’s get into what it’s like to drive in one today. 

Excited would be an understatement when I got word of possibly experiencing this stunning bus. The Kombi in question is a 1959 and to find one in this condition is virtually unheard of. 

This two-tone Kombi is arguably one of the best maintained in the country — everything, down to the stitching, is pristine and it gets a rating of 10/10 for the paintwork. 

The first-generation Kombi sported a 19kW 1.1-litre rear-mounted, air-cooled engine bolted to a four-speed transmission, which couldn’t break the 120km/h mark. In 1954, it was upgraded to 22kW.

But this particular bus isn’t any old bus. The lads at Generation Old School got a hold of it and have created something worth drooling over. 

The motor has been upgraded to a 1.6-litre unit and, with slightly more power and improved ride quality, it is capable of reaching highway speeds. This makes living with the van in modern times that much easier.

As for the refurbishment, it was done to replicate its showroom condition. I was impressed with how well the restoration team encapsulated the van’s heyday. 

Three rows of newly refurbished white seats make for a bright cabin experience, along with fresh, time-accurate carpets. 

The refurbishment was rated 10/10 on quality by Vintage Cars South Africa (and I think they are spot on), which gives you an idea of just how special this VW is. 

It does host a not-so-old sound system but I can guarantee that the modern niceties end there. 

I was fascinated with how spacious this bus feels, and this could be credited to the opening safari windscreens allowing the air to flow through your hair. 

Its ride, although outdated, was smooth and comfortable and provided a smile-inducing experience which could be enjoyed on longer road trips. 

I immediately noticed just how close the front passengers were to the front of the vehicle, with the bumper and my feet only a few millimetres apart. 

But there is a spacious feeling in this bus, one that provokes adventure and memory-making. 

All this does come at a price. This particular Kombi is for sale at Vintage Cars South Africa for R1 100 000, which might seem a steep price for a 1950s bus, but good luck finding a more perfect Kombi for your collection. Everything inside is immaculate and it runs like new, making it worth every penny. 

My time with the Kombi answered my questions about why the bus was such an icon. It’s enjoyable and liberating, with enough room to accommodate all your friends for a drive down the coast and enough cargo space to load up your weekend necessities. In addition, it has personality. 

But, most importantly, it’s a bus that evokes so many memories for so many people; it represents the history of the 1950s and 1960s, while playing a practical role in an otherwise empty section of the industry in its heyday.

However, Volkswagen offers another, more compact, hatch with the same credentials, and we’ve come to love it over the years. It comes in the shape of the Polo and it provides a better experience than the famous Golf 8 GTI — especially for the price.

This is a bold statement, I know, but this hatch retains that boisterous, hands-on GTI spirit of old. The experience has not been dulled by the over-the-top tech and mufflers for which the Golf 8 GTI has been endlessly criticised. 

But, before I take a deep dive into the driving aspects, let’s talk about its interior. 

The Polo GTI comes with leather sports seats which hug you in the corners and are comfortable for the open road. 

It also sports a 9.3-inch infotainment screen with Apple CarPlay and Android Auto capability, which puts ease of use at the forefront. The driver is given a digital display with the trademark red trim to remind them that they are in a GTI. 

My favourite feature? It has to be the Beats six-speaker sound system.

Now let’s talk about what the GTI is all about — driving. Having had a somewhat mediocre experience in the Golf 8 GTI, I had similar expectations of driving the Polo. 

I’m pleased to report, though, that the Polo has that GTI character and more, despite sporting the same, but downtuned, 2.0-litre, four-cylinder turbocharged engine to pump out a healthy 147kW and 320Nm of torque. This is bolted to a six-speed automatic transmission. 

It does tend to run out of steam on the higher end of the rpm range and struggles to find the legs to relentlessly accelerate from highway speeds, but playing around in the corners and keeping the engine speed around the 4 000r/min mark provides you with a relatively thrilling driving experience. 

From a standstill, it does occasionally jerk forward with more vigour than requested, even in eco mode. 

It’s the corners where the Polo shines, as its light weight allows for a pointy nose on sharp entries and good mid-turn control. 

It can understeer if you are too vigorous with your inputs (the curse of front-wheel drive) but, on a smooth surface, it’s buckets of fun. 

Ultimately, the focus on the driving experience, rather than unnecessary technology, sets the Polo GTI apart from its larger sibling, with a more authentic hot-hatch feel that enthusiasts will appreciate.

Unfortunately, performance cars are becoming ever less affordable and the Polo GTI is part of a dying segment with the demise of rivals such as the Ford Fiesta ST and Renault Clio RS. 

At R549 000, significantly less than its Golf sibling, it offers an excellent option for anyone looking to buy an involving performance car. 

Furthermore, the Polo GTI comes with a three-year/45 000km service plan and a 120 000km warranty, ensuring your hot hatch runs smoothly for years to come. 

The Polo GTI has its flaws but, for the price, it’s an excellent package for those seeking thrilling driving without breaking the bank. 

It offers a playful attitude, exciting driving and a good amount of get-up-and-go. The interior, although simple, has a sleek, good-looking and functional cabin and a sound system with some substance. 

For those on a tight budget, the Polo GTI is just about the only option left if you’re wanting an upgrade to your daily commute.

It’s a small SUV that has, over the years, proved to be practical, reasonably priced and dependable. 

However, the new generation of CR-V has aimed to raise the bar, resulting in a R1 million vehicle. There is a level of expectation that comes with a price tag of this size and, well, I think it’s nearly — but not quite — there.

The most noticeable change to the CR-V is the increase in size and, while it has seven seats, it is a good-looking SUV. 

Although the addition of a detachable shelf helps optimise the boot space, the presence of a third row of rear seats reduces the cargo area.

As for seating space, a regular trump card for the CR-V, the middle row has a good amount of legroom and is a comfortable place to sit for long trips. 

But the real highlight is the cabin experience, with its high-tech atmosphere that reflects a more premium experience. The CR-V boasts a 9-inch infotainment system with Apple CarPlay and Android Auto, which is straightforward to use, overall. 

The digital instrument cluster is easy to interpret and provides a simple yet pleasant aesthetic when reading your speed, revs and getting other driving information. 

There are less-than-premium plastics scattered around the cabin, which is off-putting, and the overall ambiance is dark — but this might appeal to some buyers.

There are a few things to consider when it comes to the driving characteristics of a family SUV, one of the more essential being the power figures and whether it can handle a full load and possibly a trailer. 

Unfortunately, the CR-V could do with a little more shove, especially considering the price. 

It comes with a 1.5-litre turbocharged petrol engine, which produces 140kW and 240Nm of torque.It’s bolted to a CVT transmission, and this is where the question marks start to appear. 

For one, the CR-V isn’t compact by any means. If you are alone or have only a couple of passengers, the power is adequate, but it needs revs to harness maximum output. Luckily, this is not too big an ask since this CVT is quite rev-happy. 

Its tendency to be noisy under acceleration — and not in the pops and bangs kind of way that we tend to  enjoy — is definitely a drawback. 

It takes a while to get going once you bury the accelerator and we’re confident that a hybrid-electric variation would address these issues with a bit more torque. The hybrid CR-V is out there but, unfortunately, it’s not available in SA just yet. 

The CR-V offers a claimed consumption of 7.4l/100km, which isn’t bad considering its size, but at Gauteng altitude, it does creep into the 8.0 l/100km range.

Good ride quality and ground clearance are also important in an SUV. I’m pleased to report the CR-V is a compliant bump absorber and it’s especially evident on rougher surfaces. With ample clearance for speed bumps and potholes, it provides a calm, comfortable driving experience.

Honda’s CR-V is a good car and one I’d easily recommend — if it weren’t for the price. 

The CR-V comes in two model grades in South Africa, starting with the Executive at R959 900. The model we drove is the top-spec Exclusive and comes in at R1 039 900. This places the CR-V up against cars such as the Kia Sorento, which is a well-rounded product with more torque and better fuel consumption.

All things considered, it’s a good representation of Honda’s potential within the more premium segment. As much as this CR-V is largely an improvement over the previous model, a bigger, more powerful motor would do the price some justice. 

CR-V has a beautiful design, particularly from the front, and a cabin that contributes to a more premium experience. It is spacious, with plenty of entertainment and safety systems. 

A larger motor, or even a hybrid-electric model, would be a more tempting offer, but the price at the moment is a little on the steep side, even for the modern market. 

At least your kids will be lugged around in something that looks trendy enough to be bragged about at school.

The Bajaj Qute is the car in question and “Qute”, pronounced “cute”, isn’t necessarily the word I would use to describe it. 

It’s a tiny motorcar, which resembles a four-wheeled bike. It boasts a 216.6cc engine that generates a cutesy 9.9kW and 19.6Nm. 

Furthermore, it sheepishly boasts a fuel tank size of eight litres and a weight of 449kg. 

These stats are hardly impressive but part of what makes this reinterpretation of the Kei car so popular is the price. At R94 800 the Bajaj Qute is the most affordable new car in South Africa by a significant margin.

The price might be appealing but it doesn’t explain the rapid flood of these automobiles in Johannesburg’s northern suburbs. There aren’t many elsewhere in South Africa — not even in other parts of Gauteng. 

After digging into this peculiar phenomenon, I initially believed that the brand Moove, which helps people finance vehicles, was behind this moovement. 

Moove is known for providing easy options for those looking to make money on the roads. However, it is yet to add the Qute to its fleet in SA. 

After more research, it seems the Qute takeover is most probably down to familiar mobility app, Bolt.

You might know it as a slightly cheaper alternative to Uber but the brand offers more than the occasional taxi ride. 

Bolt is a huge international corporation that operates in more than 100 countries, offering the chance to earn extra cash and to get around. 

So, what does this global brand have to do with the sudden increase in these little yellow cars? 

First, their last-mile e-hailing service might be the cause of the proliferation of Bajajs. 

Bolt has started working on a project with an emphasis on Johannesburg’s northern suburbs. 

It is called Bolt Send and, like its Uber competitor, it allows customers to send packages from one location to another. The tool used for the job is, you guessed it, the Bajaj Qute. 

The project, which started last year, has become increasingly popular. 

Considering that the Bajaj has a much larger storage capacity than a motorbike with a similar engine, it makes sense to use this inexpensive vehicle in terms of consumption and price. 

If you are not familiar with the Bajaj, and have only noticed a couple of these odd little cars around town, well, there is a chance Bolt Send might be coming to your area soon. 

If Bolt decides to expand this project around the country, the northern suburbs will be ground zero for this Bajaj takeover. 

Fear not, though, with a top speed of 60km/h, they shouldn’t be clogging up the highways. 

It’s encouraging to see brands invest in making mobility more affordable and safer, while creating employment opportunities. 

Furthermore, it enables drivers to switch from bikes to something of a car-bike crossover. 

I have witnessed my fair share of crashes involving delivery bikers trying to meet their quotas. The Bajaj Qute, despite not being the best car on the road, does offer a cost-effective and relatively safe option for delivery drivers, particularly on South Africa’s dangerous streets. 

So, in case you were wondering about the sudden influx of Bajajs in Fourways and surrounding areas, now you know.

Your next parcel could be arriving in something rather Qute — and very yellow.

The 300SL Gullwing is arguably the most sought-after Mercedes money can buy but there was a smaller SL that proved to be almost as gorgeous, and nearly as popular, as the Gullwing. Let me introduce you to the 280 SL.

To appreciate the SL nameplate, we must travel back to the 1950s when Mercedes decided to build a racing car.

The following year marked the birth of the 300 Super Light, which was later shortened to SL. 

Rudy Uhlenhaut was the man in charge of the racing operation and it was he who developed the concoction of tubular aluminium and magnesium for the frame. It was so light, it weighed only 50kg.

With weight sorted, Mercedes needed a power unit that could keep up with the seasoned competition. 

The engine in question was the 3.0-litre inline-6 from the 300 Adenauer Mercedes. This new engine delivered a healthy 127kW and proved to be exceptionally competent right out of the gate. 

Merc saw results almost instantly, with a double win at the 24 Hours of Le Mans, four wins at the Nürburgring Anniversary Sports Car GP, three in the Prix de Berne, two at the Carrera Panamericana and a fourth and second place in the Mille Miglia.

It was a great start to the SL’s life, proving that Mercedes could create incredibly fast coupes. The only problem was that this Mercedes wasn’t a road-going vehicle and it was the next edition of the SL that blew people’s minds.

The second variation was the 300 SL Gullwing, which began its life at the New York Motor Show in 1954. It was widely considered the first supercar and was the fastest production car at the time of its launch. 

The vehicle was spectacular to look at — but it was the doors that stole the show.

Unfortunately, the Gullwing didn’t last as long as it probably should have, as it was replaced with the SL Roadster in 1957. 

The Roaster was an open-top version of the SL with the same 3.0-litre motor. It was an utterly beautiful machine and came with a small power increase. 

This leads us to the subject of this feature, the 280 SL Pagoda. It was given this name because of the shape of the roof, which reminded people of East Asian temple structures. 

This new generation of SL was beautiful in its simplicity of design and has continued to be one of the most iconic classics out there. 

Yes, it isn’t as outright striking as the Gullwing, which set the bar about as high as it can go on styling, but it was a sleek and classy coupe with a detachable hardtop.

Mercedes stopped the 300 after its first generation and offered the SL with a smaller engine option, the 2.8‑litre inline-6 from the 280 SL. 

Manufactured between 1967 and 1971, it was the biggest of three engine options for this generation, and I got to experience just what the craze in the 1960s was all about. 

Finding a licenced left-hand drive car in South Africa is special in its own right, but being one of the lesser-known, yet important, iconic cars ever made makes it particularly memorable.

It takes a minute to get your head around the steering wheel location.

The seats are unbelievably comfortable. The supple springs absorb every bump as you gaze out over the elegantly decorated, wood-finished dashboard. 

Everywhere you look, you notice high-quality materials and the craftsmanship here is superior to most modern interiors.

The 2.8-litre engine surprised me the most. I’ve driven my fair share of classics but the power this inline-6 has is almost overwhelming for a car of this age. It produces a potent 125kW mated to a 4-speed manual gearbox. 

The vehicle sounds good too, and once it is warmed up, it rumbles like a classic race car, which you can’t help  but smile at. 

The attention you attract in a car with such a desirability factor is unlike anything I have experienced. As the car passes, everyone stops and stares and you can barely finish a trip without someone wanting to discuss the specifics. This was largely thanks to the excellent condition of this 1968 model.

You should start saving now if you want to own a classic Mercedes SL, as prices start at about R2 million in this country. 

Even though this car was manufactured nearly 60 years ago, driving it is just as, if not more, rewarding than a modern sports car.

Spending time with a car like this rekindles one’s love for cars. It stands for the essence of driving itself — the rawness of an analogue sports car paired with the class and style of a bygone era. 

It’s a driving experience that few will ever get to enjoy.

And, while they might seem out of place in a parking lot, they find their worth on the beautiful off-road trails that our country has to offer.

To say I was impressed with the little five-door Jimny 4×4 after experiencing it would be an understatement. 

It saw coastal adventures, challenging off-road trails and long-distance driving during our test drive. 

On our initial journey from Johannesburg to Gqeberha, the roads were wet but the Jimny never skipped a beat, wading through the occasional puddle and causing some rubbernecking on the beachfront. The first week of travel posed little challenge for the SUV.

With the weekend approaching, it was preparing to be the star of the show at a wedding. It was our responsibility to assist the happy couple in leaving the venue and arriving safely at their first-night location.

On the day, all clean and gleaming, our bright green Jimny had to come to the rescue earlier than expected because the dirt road to the photoshoot setting was muddy and flooded — no other car in the party was able to find traction on it. 

The bride and groom were piled in and it escorted them down the swampy road without missing a beat.

The Jimny quickly cemented its place in the hearts of the newlyweds by offering secure transport to both the photoshoot and the wedding night destination.

Our next stop along the route was Plettenberg Bay, the home of many Jeep Wrangler owners who have never been off the tar. However, it also has plenty of Jimny owners, who would flash and wave in excitement at the approaching five-door. It makes sense that there are so many Jimnys there, given the narrow roads and tight parking spaces. 

The coastal town provided a nice break for us and our little off-roader, allowing us to test its in-town driving ability. This is where we discovered that the Jimny can be thirsty, often registering 8 litres per 100km.

Driving had been relaxed throughout the week, so we decided to go up the coast to see friends. To get there, we had to cross farmlands, navigate herds of cows and aggressive agricultural irrigation, and take an exceptionally steep cliffside road. To no surprise, the Jimny just skipped along. 

This did, however, provide us with our first test of the Jimny’s low-range gearbox. Based on experience with the previous models, I knew the ratios on the box were notoriously short and the same is true for the five-door. 

The shorter ratios are a countermeasure to the lack of power in the 1.5-litre, naturally aspirated engine. It works a treat but does require constant gear shifts.

We set out on the drive back home with an unscratched itch for serious off-road trails and, four hours later, encountered the mother of all traffic jams. The 10km queue of vehicles was at a standstill. 

They didn’t have the Jimny’s inherent off-road abilities, though.

With four-wheel-drive engaged, and a grass embankment being the only impediment between us and freedom, we pulled off and bounced along the grass on the side of the highway. 

We eventually arrived at the scene of the accident, where the reason for the snarl became apparent — two opposing taxis were refusing to budge. It turned out that a bus had collided with a taxi and, while the crash had been cleared two hours before we arrived, the impatience of some taxi drivers meant no vehicles were moving. 

The remaining drive reminded us that the Jimny is lacking on the highway-comfort front, with crosswinds proving to be our worst adversary. Due to its brick-like shape, the SUV struggled to maintain 120km/h. 

Then again, it’s these factors that lend the Jimny so much character. 

Other than that, though, our trip back to Jozi was a breeze.

Now that we’d returned to our starting point, there was only one more test for the Jimny — a proper off-road challenge. 

The testing area was Hennops, east of Johannesburg, where we tackled the trails after deflating the tyres. 

The Jimny was easily able to overcome some obstacles that would trip up less compact off-roaders. We worried about its clearance but not once did we even come close to even scraping the undercarriage. It’s easy to forget just how capable the vehicle is. 

This led to us adopting the slogan, “Don’t doubt the Jimny!” 

Every time we had doubts about its capabilities, we were astounded by its carefree approach to facing and overcoming challenges. 

Even Land Cruiser and Wrangler drivers were surprised that we could keep up with their modified vehicles. 

The only thing holding the Jimny back is its wheel articulation, which prevents it from traversing larger rocks. 

It’s also short on locking differentials and instead employs a similar approach to diff-locks by applying brakes to the free-spinning wheel. This sends power to the corner with traction, and despite my initial concerns, it works pretty well.

It is a stupidly capable SUV and the extra two doors encourage you to take more passengers, while the additional cargo space adds to its practicality. The Jimny five -door is the model to buy and the five-speed manual gearbox is the preferred option since the extra gear is suited to extracting maximum power, especially during highway driving.

The Jimny is the first car I have tested that I have missed since handing back the keys, as its character brings something extra to the table. 

It is a phenomenally capable SUV off-road, and on the road, it leaves you smiling after every trip.

The latest addition is the Taigo.

Its coupé-style body certainly has a presence. We are testing the R-line, Volkswagen’s sporty trim option, not to be confused with the full-fat R high-performance nameplate.

The Taigo driving experience is pleasant, especially on the highway, and the vehicle’s good ground clearance makes it easy to navigate gravel roads and corrugated tarmac.

The engine is nothing to write home about. It feels largely underpowered and has considerable turbo lag, which hinders off-the-line acceleration. 

The specs would explain this — the Taigo packs a 1.0-litre turbocharged 3-cylinder, which develops 85kW and 200Nm. I do think that the 100kW mark could be a game-changer for this compact crossover.

The motor is paired with a 7-speed DSG gearbox which, under normal driving conditions, does the job well. 

The seventh gear allows for better fuel efficiency on the highway and on road trips, claiming an impressive 5.4l/100km. 

In practice, I did struggle to get it down to these numbers, mustering an average figure of 5.8 litres. Still, it’s impressive for a petrol-powered crossover of this size. 

I did, however, find that on rougher road surfaces, the low-profile 18-inch tyres added some bite to the ride quality.

On the inside, it’s all chic. I especially appreciated the moody feel created by the predominantly black colour scheme. 

There is a lot of plastic but, overall, it doesn’t detract from the ambiance. 

The gloss black accents around the infotainment display and the drive selector didn’t do much for me but that’s a personal preference.

The R-Line brings suede textures to the seats, which are both visually appealing and comfortable. 

The seating position is rather high, which can limit headroom for lanky individuals such as myself. 

Volkswagen’s Taigo R-Line comes standard with high-quality in-car technology, including a Beats audio system; an 8-inch infotainment system with Apple CarPlay and Android Auto; Bluetooth; a 10.25-inch driver display and a Comfort Package, which offers keyless entry and door-locking facilities. 

It also offers features such as a rearview camera and parking assist. 

There is a wireless charger for those individuals whose phone batteries drain faster than Max Verstappen’s in qualifying.

Cost of ownership? The VW Taigo R-Line will set you back R537 100, which is not cheap, but cheaper than its rivals. These include the Toyota C-HR Luxury at R612 000 and the Ford Puma Titanium at R569 900.

The Taigo comes with a 3-year/120 000km warranty and a 3-year/45 000km Easy Drive service plan. The plan is a little short but provides you with peace of mind in the early stages of vehicle ownership.

In conclusion, the Taigo R-Line is a stylish crossover that is a pleasure to drive for the most part. 

The ride quality is good, despite the occasional jolt on bad road surfaces, and it is a great option for the daily commute and the odd road trip. 

My only reservation is the slightly underpowered 1.0-litre engine but, if styling and specifications are more important factors than pure power, it’s almost a no-brainer. 

The excellent fuel consumption might also help sway your decision.

Carlos Sainz dominated this year’s event, which ended on 19 January, in his Audi, bringing home the first win for the brand since entering the race a year ago. It was also the first win for an alternatively powered vehicle. 

So what does this mean for the future of Dakar?

Traditionally, due to the simpler nature of internal-combustion engines, they are easier and safer to work on than the innards of electric vehicles (EVs).

Audi seems to have solved this problem by making its electric car extremely reliable, needing only the occasional tyre change and suspension repairs. 

Fortunately for the petrol heads out there, these EV rally cars are incredibly advanced — which comes at a high price. 

Most teams in the Dakar Rally purchase their vehicles from manufacturers. This explained the high number of Hiluxes parked outside the Toyota Gazoo racing team, which had five cars in the running. Teams such as Overdrive Racing also ran Hiluxes. Now, why hasn’t this happened with the Audis?

The electric Audis are very sophisticated and, for a team to race one as a privateer, they would have to make a massive investment in an array of tools and equipment just to keep the car alive. 

This comes at a much greater cost than the traditional servicing equipment a typical Dakar team has.

There is also the element of danger when dealing with electric cars. Rally cars are constantly abused, especially the undercarriage. The batteries are located under the car, which can make repairs dangerous. 

The power contained in the batteries can be lethal and this adds to the challenge of competing in an EV. 

Electrical fires are difficult to extinguish, compounding the danger for drivers and officials.

On the alternative power side of racing, there is a constant push for different fuel sources to keep up with modern emission standards and the call for cleaner racing. 

Hydrogen is a fuel that has been researched over the past couple of decades and, although it seems like a good alternative to petrol, its potential to explode under pressure or ignition is an issue.

The fear of rapid combustion aside, there was a team at the 2024 Dakar Rally that took on the challenge of competing in a hydrogen-powered car called the HySE-X1. This funky little off-road racer formed part of Dakar’s Mission 1000.

Mission 1000 is a new concept to Dakar, providing space for manufacturers and teams to test the boundaries in groundbreaking new power-unit developments. 

These cars focus on future alternative power sources, such as hydrogen and battery power and biofuels.

Although these project vehicles don’t directly race in Dakar, they do go through the same gruelling conditions as the rest of the competitors. 

This makes Audi’s electric car winning by over an hour that much more impressive. 

At this point, it is clear that we will see more EVs competing in the car group. However, it is important to consider just what it takes to win the Dakar Rally.

Unlike other racing disciplines, the amount of power the vehicle has doesn’t decide if it will be able to successfully compete for the title. 

Navigation plays a massive role in placing fast times and consistency is key. If you can finish in the top five every day, you’ll have a great shot at the title. Another thing to consider is tyre degradation on rough surfaces as punctures have proved to be the Achilles heel of many a driver.

It is exciting to see where racing is going. Formula E is growing every year and now the Dakar is being dominated by electricity. 

These developments provide insight into what racing might look like in a few years’ time. It could be powered by hydrogen, electricity or biofuels. 

Although we are still far from the total annihilation of petrol power units, it is sad to see racing becoming audibly more dull.

I thought it would take more time to see good results from the electric Audis, but it seems to be more about the driver than the car, and Sainz proved his driving ability once again.

For the lovers of noise and engines, fear not, as internal combustion engines will not be going anywhere just yet as the price of EV racers means they are a less sensible option for private racing teams. 

So, for now, we can still enjoy the symphony of exploding petrol in Dakar. But it looks like the era of electrified rally racing is upon us.