This availability had to do with the fact that there were more to choose from in a variety of price and size categories — think the Toyota Conquest RSi and Opel Kadett Superboss from the 1980s; the Fiat Uno Turbo, VW Golf VR6 and Opel Astra TS from the 1990s. 

Accessibility was influenced by the price and relative affordability of hot hatches. 

That has all changed, and as pricing and demand have gone in opposite directions, our access to hot hatches has, sadly, diminished. Most are priced over the R1 million mark — the ones below that can be counted on one hand. 

Continuing on that sad note, this review of the Renault RS 300 Trophy will be the last we ever do of a car bearing that name, specifically with the RS acronym. 

The RS has officially been laid to rest after Renault’s decision to move its sports-car business under the Alpine umbrella. A sub-brand that was born in 1976 has come to an end, as has one of the great hot hatch names, the Megane RS. 

A quick history lesson? Renault Sport was created by merging two companies, Alpine and Gordini Racing, as a division within Renault to manage and build on its motorsport exploits. Initially it focused on racing cars for various disciplines including rallying, Le Mans, Touring Cars and, of course, Formula 1. 

A few legendary road car names have popped up over the decades. The Renault 5 Turbo is perhaps the most famous but it wasn’t until 1996 that Renault placed an RS badge on a car named the Renault Sport Spyder. It was an out-there two-seat roadster but it still made a statement. 

In 1999, South Africa saw the Renault Clio RS, the first of the marque’s onward raft of hot little hatches that you and I could buy. 

From this point on, they kept coming, including that bonkers mid-engined 2001 Clio V6 hatch and then, in 2004, we saw the first Megane RS. 

This was introduced to a market that was dominated by the VW GTi and Audi S3 of the time, offering a similarly powered, or more powerful, hot hatch for less money. Dishing out 165kW to the front wheels, the Megane RS had arrived. 

Fast forward two decades and I am standing beside the last Megane RS version to grace South African shores — this 300 Trophy. 

At the time of writing, the last Megane RS Ultime had just rolled off the production line, a limited-edition run-out model of only 1 976 units. Unfortunately, none of these will make their way to South Africa, which makes the vehicle on these pages quite exclusive. 

Offered in yellow, white or orange, this final version of the Megane RS is everything a modern hatch should be. 

Flared wheel arches, 19-inch Jerez Diamond black alloy wheels, race-car-inspired stickers and that central, trapezoidal exhaust outlet are enough visual cues to leave you in no doubt this RS is serious about one thing— going around corners fast. 

The RS is built with a cup chassis, Torsen limited-slip differential and 4Control rear-wheel steering. This technology, combined, makes the RS Trophy one of the sharpest-handling hatches we’ve driven, with precise steering and an ability to change direction or sit into high-speed turns unmatched in its segment. 

At low speeds, rear-wheel steering works in the opposite direction to the front wheels, rotating the car faster. At high speeds, the rear wheels turn in the same direction as the front wheels, aiding lateral grip. 

It’s a system that takes a bit of getting used to but it works to the desired effect. 

I have driven the RS on a few occasions and I remain impressed at how good a sports car this is. Nothing in the segment will rotate around a hairpin bend with as much control and poise as the RS Trophy. It’s simply that good. 

Aside from the chassis and cornering abilities, the drivetrain is stunning. With 221kW and 420Nm of torque, the Renault RS is powerful enough, even within the mix of rivals that offer much more power. 

Its allure lies in the fact that you don’t need to be in high digits on the speedometer to feel connected and excited by this car. It feels emotional and thrilling even at lower speeds but with an ability to let loose with manic precision should you want it.

The ride is hard. It isn’t a potter-around-town kind of product but that’s what it is — the hardest and sharpest Megane RS you can have here in SA, with an exhaust soundtrack that is beautiful to experience. By our reckoning, it sounds better than a GTi or a Golf R. Fruity! 

The EDC dual-clutch automatic transmission is also brilliant, if a little jerky at lower speeds. If any criticism can be levelled at the RS, when comparing it to some of its modern rivals, it is that it isn’t as friendly to run as a daily — such is its temperament, always raring to go harder —and not as comfortable to drive on the mundane, daily commute. 

Saying goodbye to the RS brand means we also say goodbye to petrol-powered performance cars from Renault. Under Alpine, all sports cars will be powered by electricity, and that means no more turbo-boost noise, no more crackling exhaust sound and no more running to the red line in every gear before snapping into the next one. 

On a personal note, the RS brand is responsible for some of the most memorable and career-defining moments of my life. 

I have spent a lot of time behind the wheel of so many Megane RS models over the years, including some of its race cars, single-seat Formula One cars and, yes, a once-in-a-lifetime moment at the helm of a 2005 V10 F1 car. 

If you can get your hands on this RS, I’d suggest you do so. There aren’t many on the road, and that is guaranteed not to change, so you’d be driving one of the last hot hatches of its kind from a company that does know a thing or two about making them. 

Au revoir, RS.

Given its smaller proportions and variety of spec iterations, including some beautiful colour combinations and Maserati’s trident-inspired wheel designs, the Grecale has a strong eye on bringing more women buyers into the stable.

The intention is clear. While it is a new model in the Maserati South Africa line-up, there is no doubt the Grecale will become a bestseller within the next few months. That’s the very point of its existence — to bring new buyers to the brand and keep them there. 

Some criticisms have been levelled at its design, specifically its gaping grille, which some say bears a close resemblance to that of the Ford Puma, which was launched in Mzansi recently. While I see it, I certainly don’t think the Grecale is as offensive or as similar in the metal. 

It’s a comprehensively designed vehicle with a focus on keeping Maserati details intact. 

The trident badges on the C-pillars as well as the trio of side air vents finish the design, while the 21-inch Crio Matte aluminium wheels give it stance and presence. 

The Grecale’s newly designed interior is the real showstopper. It leaves you with the impression of a truly modern and high-tech vehicle. The centre piece is a dual-screen layout powered by Google, a double-combo of 12.3-inch above 8.8-inch LEDs. 

These screens house most of the switchgear and cabin controls, which can be quite overwhelming, but within the layers of menus and control surfaces, the screen resolution, system speed and user experience are all top-notch, making it the best infotainment offering from Maserati in a long time. 

Further into the cabin, the mix of materials and the way the design has woven in traditional stitching cues with sculpted air vents that blend into the dash is a tasteful execution from the Italian stable. 

Behind the steering are large aluminium paddles fixed to the stalk, as usual, and they play to an overall sporty, yet trendy, Maserati feel. 

It’s a genuinely well-appointed cabin, with excellent ergonomics all round, and supportive sport seats that can be ventilated and heated. 

The optional Sonus Faber sound is something to have, offering outstanding audio quality but, at over R130 000, this must be something you’re really into. 

You’ll be surprised by the spaciousness of the Grecale, especially in the rear quarters, where it feels more comfortable than its rivals in all respects. 

The boot swallows 540 litres of stuff, and that too bodes well for Grecale, a car that will look to capitalise on those added features and benefits over its ever-popular rivals, namely the Mercedes-Benz GLC, BMW X3, Volvo XC60 and Porsche Macan — a batch of rather creditable vehicles. 

So far, so good but how does it drive? In short, it’s like a Stelvio. I’ve spent a considerable amount of time behind the wheel of the Alfa Romeo, on which this Grecale is based. The driver feel is similar as far as the steering, ride quality and chassis are concerned. That is to say, very good. 

The electric steering rack is a great compromise between sportiness and everyday comfort, which is really where the Modena specification needs to be. 

The engine is a 2.0-litre, four-cylinder turbo petrol with an additional 48V starter generator that is designed to feed additional torque into the system at lower engine speeds but also to improve overall engine efficiency and downplay engine load. 

But this is a Maserati, so performance is a big consideration, even in the mid-spec Modena. 

Thankfully, the performance is there and 242kW is ample power to play with. 

The ZF eight-speed transmission is fantastic, and you can interact with it using those attractive paddle shifters behind the wheel. 

On a side note, you can also use the paddles to switch between reverse (left paddle) and drive (right paddle), when negotiating a parking spot, for instance. Nifty. 

The engine is certainly not lacking in character, with the ability to transform through the drive modes into a burbly, excitable spirit. 

The GTI-esque burp on the upshifts is entertaining, as is the overall drivability of this motor. 

Even with the mild-hybrid system, the Grecale still exhibits some power lag at pull-off before all the systems spool up, but once that happens, it delivers the performance expected at this level. 

It could do with some work on the balance to increase rear rotation, as it does tend to wash out as a default, but you can feel the chassis could give more to make the Modena a little more playful. 

As far as driving modes go, the GT setting is the sweet spot, adequately sporty but erring on the side of comfort. 

The driver’s display and graphics provide various layouts and layers of information that you might need but the one that I found myself looking at most was the battery gauge from the hybrid system. 

Despite the car’s sporty character when you want it, the Grecale Modena is probably going to spend its time in urban settings, doing daily trips at slow speeds. 

Here, the Modena demonstrates impressive levels of economy. I was pleased with under 11 litres to 100km. My economy cycle was able to get the reading down to 9.1  liters/100km over a 60km test route.  

The Grecale scored 7/10 for this reviewer and I have not given all of the reasons for this. 

On the down side, let’s start with the price of R2 320 000. Optional extras can quickly hike that by a few hundred thousand. It is a significant step up in price compared to its direct rivals and entices the consideration of some larger or more capable options. 

This isn’t something Maserati South Africa can change — such is the nature of import prices with a weak rand. 

Another problem is, within its richly textured and modernised cabin, there are concerns regarding the few buttons. 

The steering wheel has the Starter button on the left-hand side and the Drive Mode selection toggle on the right. These are of inferior quality to the rest of the cabin, feeling like cheap plastic. Why, Maserati? 

The gear selector buttons are between the infotainment screens. You might find the layout odd but that’s less of a concern than the feel and quality of these buttons, too. 

It might sound nit-picky, but it’s noticeable and it raises the question again: Why? After spending so much time on the rest of the car, improving and innovating in so many areas, did they forget about these buttons?

Despite this, I can’t help but like the Grecale, as it is exactly what Maserati promised. It is a modern Maser and, even with its small capacity and mild-hybrid drivetrain, it’s a fun, trendy new product on the local market. 

If budget is not a concern and you’re looking for something exclusive, the Grecale is worth a look. As a product, it’s very good. As an SA-market proposition right now? That’s where the points get deducted.

Where the Puma sought to take on the compact SUV segment, its price makes it a difficult proposition. The Ford Territory you see here, however, will certainly fare better when it comes to sales. 

It still has its work cut out for it in the largest SUV segment there is, the burgeoning C-SUV landscape, which is responsible for about 13% of the market share. 

Let’s get the fast facts out of the way. The Territory is now available at local dealers at a starting price of R590 000 for the base Ambiente 1.8-litre EcoBoost. The Trend and Titanium models come in at R646 600 and R721 000, respectively. 

There is only one powertrain available across the range — a 1.8-litre turbo-petrol motor that develops 138kW and 318Nm. This is coupled to a seven-speed dual-clutch transmission (DCT). 

With that done, let’s talk about the elephant in the room. The Territory is the only Ford SA vehicle sourced and built in China. It was essentially a business decision to partner with Chinese firm JMC to build the Territory on Ford’s behalf. 

At base, the Territory begins life as a JMC-built SUV that Ford has then embellished and amplified to make the product feel like a Ford — and I’m happy to report that they’ve done a very good job. 

If you were worried about the idea of the Territory being sourced and built in China in this way, don’t be. The Territory does feel like a Ford product and that’s not just in tactile and perceived in-car material, but also in the way it drives. 

That 1.8-litre engine is sufficiently powerful and, coupled with the DCT, you won’t find the vehicle lacking in power, for the most part. 

The ride is suitably supple for a family-oriented product, with commendable dynamic ability and not nearly as much body roll as you might expect. It does drive well. 

As far as refinement levels are concerned, that too is worth commending, coupled with a well-packaged interior layout that sees excellent legroom and headroom for adult passengers. 

Perhaps this has compromised luggage space, with Ford claiming a 448-litre boot that can stretch to 1 422-litres with the seats folded down. It certainly seems the boot can swallow more than that, but for now, we’ll take Ford’s word for it. 

The Territory does come with a spare wheel but not a full-sized item. 

Features are aplenty across each derivative. The Ambiente boasts a strong list of standard features including Apple CarPlay and Android Auto connectivity in a 12.3-inch touchscreen infotainment system. 

I’m not the biggest fan of housing almost all in-car functions on a touchscreen and it’s no different with the Territory. 

Certain functions, such as climate control shortcuts, have been adopted across a panel under the screen itself, but you’re still likely to touch the screen to adjust the temperature. Putting this on the shortcut panel would make better sense. 

Adding to the features are niceties such as tyre-pressure monitor, keyless access and cruise control. 

The mid-spec Trend offers further convenience niceties, such as follow-me-home lights, which momentarily remain on after you have switched off the engine and locked the car; a reverse camera; auto headlamps and wipers; as well as wireless charging and a powered tailgate. 

The range-topping Titanium adds smarter 19-inch wheels, electric driver’s seat adjustment, a panoramic roof and a whole list of safety features that come within the adaptive cruise control suite, such as lane-keeping assistance, blind-spot information system, emergency braking and a new alert feature that warns you of oncoming traffic before you open the door. 

Family cars in South Africa are often subjected to towing some sort of trailer or caravan and the Territory is capable of doing that with a rating of 1 310kg. 

When discussing the Territory’s driving dynamics and feel, Ford’s managing director, Neale Hill, was quick to point out the marque’s “trust markers” on any vehicle they import. 

These are the absolutes, the things that they’re not willing to compromise on that make a Ford feel like a Ford. The Territory is proof so far that these have been adhered to. 

Current Ford owners might notice an infotainment system, driver’s display or cabin layout is unfamiliar, but apart from this, the Territory doesn’t look, drive or feel unlike a Ford. And that’s about as good as Ford could have hoped for. 

The SUV market remains as fierce as ever. Some competitors are cheaper, faster, more fuel-efficient  or more spacious in some areas, but none trumps the Ford Territory on all fronts. 

This car has a good balance of value and is priced on the lower-to-middle end of the pricing spectrum. 

By all accounts, it seems as if the sales numbers will look a lot stronger with this one.

The biggest criticism of it was the absence of powertrain variations, with the CX-60 only being offered with the 2.5-litre naturally aspirated petrol motor. 

There was promise of a new hybrid turbodiesel model this year and we’re happy to report Mazda SA has made good on that, introducing the Takumi 3.3-litre turbodiesel last week. 

The powertrain is the main element that sets the Takumi apart from the 2.5L Individual or Dynamic. 

However, keen-eyed motorists will spot a slight variation in the grille, the diamond-cut alloy wheels, and the inline-6 badges on the front fenders. 

The new 3.3-litre turbodiesel completes the CX-60 range. 

Where the 2.5-litre naturally aspirated motor felt underwhelming for the package, the Takumi dishes out a dazzling drive. 

Key traits of the powertrain: efficiency, power and versatility. 

The efficiency comes from a 48V mild-hybrid system that sees a starter-generator sit between the in-line engine and the transmission. 

The system is there solely to compensate, and to assist the engine where needed, especially at low speeds and start-up. 

Mazda claims 4.9 litres/100km for the CX-60, but we can’t verify that yet, given our relatively short launch drive of about 120km, which was mainly spent exploiting the car’s power. 

Speaking of which, there’s loads of it, quoted as 187kW and 550Nm. It feels even more powerful than that. 

This does change the CX-60’s character and, while we did expect it to be better than the petrol-powered versions, this turbodiesel is far superior on the road. 

The engine puts out the sound of a turbocharged V6 petrol mill, rather than that of a turbodiesel. 

Coupled with a ZF 8-speed automatic transmission, the engine allows for a wide range of use.  

In-gear acceleration is strong, while that torque figure speaks to its pulling power for up to 1 800kg of unbraked towing, as well as the use of its all-wheel-drive system on tougher terrain. 

While we didn’t get to test the Takumi model on anything other than pristine tarmac, the ride seems adequately balanced for that sort of versatility. Hill Descent Control is also available for those off-the-beaten-track excursions. 

Beyond this stellar powertrain addition, the flagship Takumi model brims with tech, comfort and safety features. 

Among the standout technology is Mazda’s adaptive cruise control and i-ActiveSense systems. Both use cameras and radar to scan the surrounding environment and take measures to mitigate accidents and give drivers peace of mind. 

Other notable features include the additional safety tech as well as the convenience and spoils of a pair of 12- and 12.3-inch display and infotainment screens, respectively. 

Bose Premium Sound complements the experience through Apple CarPlay and Android Auto functions. 

Whatever your expectations of a flagship SUV from Mazda, this Takumi model has the goods. 

I was particularly enamoured by the Takumi, given that I had a fairly short stint behind the wheel. 

The Mazda CX-60 Takumi is equally attractive in price. 

The marque has stated that it is in the process of transitioning to the premium market. It’s been coming for a while, and when you consider this product, you can see why. 

With this in mind, compared to its premium counterparts from Germany, Sweden and Japan, the price of R1 049 200 looks promising.

The Honda CR-V, another Japanese SUV, is priced R10 000 less, but the Takumi makes a far stronger statement. 

Mazda SA has plans to introduce the seven-seater CX-80 early next year, as well as an all-new CX-5 later in the year, its most premium range of vehicles ever sold locally. 

Plug-in hybrid electric vehicles and electric vehicles are being considered for 2026 onwards, but Mazda isn’t rushing into these, preferring to play the longer, more cautious, game.

Let’s start by answering some of the questions surrounding the brand itself. 

What is Tank and where does it come from? The short answer starts with GWM, or Great Wall Motors, the listed Chinese car company that has seen commendable success in South Africa since it started here in 2007. 

In 2016, GWM bought out the local importers and became its own wholly owned company under the name Haval Motors South Africa. 

GWM produces the Haval brand of vehicles, retailing midsize SUVs, the P-Series, Steed pick-ups and the Tank brand. 

Tank is GWM’s more serious luxury 4×4 marque and this 300 is the smaller of the two versions destined for South Africa. The larger car, the Tank 500, is the size of a Toyota Land Cruiser Prado. 

The Tank 300 is a difficult car to position in terms of competitors because it seems to sit in its own niche segment. 

One could compare it to a BAIC B40 Plus in size alone but the Tank 300 is larger, more capable and simply more car than the BAIC. 

You might be tempted to compare it to a Jeep Wrangler but that is in a much higher price bracket and a totally different proposition. 

This HEV was the first model offered at the launch, with two additional petrol-powered models joining it in the next few months. 

A plug-in hybrid version made its debut in China earlier this year but there are no firm plans to bring that here as of yet. 

The hybrid electric vehicle (HEV) featured on these pages is powered by a hybrid powertrain combining a 2.0-litre turbo-petrol motor with a lithium-ion battery. Engine output is 180kW and the battery dishes out 78kW for a combined 255 kW and 648 Nm of torque all in. 

This system is mated to a 9-speed automatic transmission that ably distributes power to all four wheels via an all-wheel drive system with electronic management and drive mode configuration. Four-by-four escapades are what the Tank was made for. 

For a start, the all-wheel drive system manages and controls the off- and on-road traction really well. Dive into the terrain modes and 4×4 functions and you quickly realise how much has been built into the Tank 300. 

Low-range and differential-locking applications are push-button easy and the experience is enhanced through cleverly augmented reality graphics which give a 360° view of the vehicle. 

Approach and departure angles are 33° and 34°, respectively, with a 224mm ground clearance and 700mm wading depth. While there are higher-riding and wading 4x4s out there, the Tank 300 impressed with its 4×4 prowess.

That hybrid system, with its torque availability from 1 700r/min makes the 4×4 trudge even better. Add a Crawl Cruise Control function for the slow, but progressive climbs, as well as a nifty Tank Turn feature. Stay with us … 

The Tank Turn feature allows very tight turns in confined spaces by locking the inside back wheel and sending drive to the other wheels. You can do a full turn without much forward or backward movement. It’s something you might never use but it’s good to know it’s in the kitbag. 

The only addition we’d recommend, if you were looking at high levels of off-roading, would be to swap its Michelin Primacy road tyres for more rugged all-terrain tyres. 

The off-road ability is, thankfully, matched by on-road comfort. The Tank 300 left a lasting impression, thanks to its refinement, comfort-skewed damping and all-around solidity. 

It feels like a far superior product to what you might expect — and also to what you would expect at the price. 

The seating position is excellent, with good visibility for a boxy vehicle like this. 

The engine is responsive and ably powerful for such a heavy model, though it does take a few split seconds for the system to respond when you floor the throttle. 

Given its body-on-frame ladder chassis setup, the Tank 300 does feel top-heavy around corners and even under hard braking. The weight transfer is felt in all directions and can become a little unsettling when conducting emergency brake tests. 

Interior comforts aren’t lacking in any area. There are sufficient grab handles throughout the cabin for easy access to the raised body and the aircraft-style gear shift selector is a really cool touch. 

The cabin experience is cool too, with two 12.3-inch touchscreens side by side for what feels like one large, uninterrupted display. The backlighting on this could be improved, particularly in direct sunlight, but it is a comfortable compromise when driving at night. 

Something that might annoy some drivers is the soft-touch indicator stalks which take some getting used to. 

What are the practical traits of the Tank 300? A 400-litre boot in which sits a tailgate-mounted, full-sized spare wheel. A 12V power socket is located in the boot too, for the addition of fridges and suchlike. 

Towing capacity is reported as 750kg of unbraked mass and 2 500kg braked with a 50kg load limit for roof racks. 

It is equipped with a lengthy list of safety features, leading to a five-star rating with both the European New Car Assessment Programme and Australasian New Car Assessment Program. 

The Tank 300 is an impressive product to open the balance sheet of this new brand’s introduction into South Africa. 

At a price of R851 950, it will undoubtedly be considered within the broader SUV context. There are many well-appointed SUVs available at this price, with efficient engines and reasonable equipment but none of these look like the Tank 300 and none of these will get you as far up the mountain. 

It is impressive as a 4×4 model made even better by doing a lot of the other stuff well too. 

Full launch pricing for the Tank 300 range is: 

• Tank 300 2.0T 8AT 4×4 Super Luxury: R725 950 (available late Q1);

• Tank 300 2.0T 8AT 4×4 Ultra Luxury: R775 950 (available late Q1) and

• Tank 300 2.0T 9HAT 4×4 Super Luxury: R851 950. 

All models are sold with a 7-year/200 000km vehicle warranty and a 5-year/75 000km service plan. The HEV model has an additional warranty that covers the hybrid system and battery for eight years and 150 000km.

Affalterbach’s latest creations make use of electrification within the powertrain equation, either as performance hybrids or as full-blown electric sports cars.

Right now, Mercedes retails four ranges of fully electrified products, with more on the way and, yes, some of these are AMG products, which form part of the performance repertoire alongside such names as the A45 S and the GLC63 S.

The EQE 43 we tested is based on the EQE range, Merc’s mid-size luxury saloon that sits on its own platform, much like the larger and more expensive EQS range. Its profile is relatively new to Merc pundits but as an all-new e-product. 

Where the GLA and GLB are pretty much the same car with different powertrains, the EQE is nowhere near the design of the E-Class. That is partly to do with aerodynamics, with flush door handles and a pointed design. It’s not offensive as such, but there are some oddities, especially with the rear proportions.

That said, the EQE 43 is the less powerful of the two AMG options available in South Africa. 

With a healthy 350kW and 858Nm of torque, the EQE is yet another powered-up four-door with immediately accessible power on tap. 

The power delivery isn’t as scary as an e-Tron GT or a Taycan Turbo S, and that makes the EQE more approachable and easier to drive. 

Dial it up to Sport+ and the full suite of electronic dials switches to a stream of psychedelic colours and graphics, paired with the most Star Trek soundtrack I’ve ever heard. Launch control is like being in the Kirk chair at warp one. It’s interesting to experience but annoying after a while. It’s a great trick to show your mates but the novelty soon wears off.

That’s the problem with electric cars — differentiating their characters needs to be done with sound  and OEMs are still experimenting with what works. 

I assume that the soundtrack isn’t necessarily going to roll out across all AMG models, and I hope for more options in the future, or better yet, the ability to just turn it off.

Do not let that detract from the rest of the experience. The EQE is impressive in most other areas. 

The cabin is sumptuously put together with comfortable pews, and an impeccably built dash. It is packed with cutting-edge technology, including crisp OLED screens and a customisable central display. 

The AMG line multifunction sport steering adds to the usability options. 

However, the abundance of cabin lighting and screens can become overwhelming at night, leading to sensory overload. I found myself turning off the central display screen as a means to rest my eyes and focus on enjoying the drive. That’s really where the point of quality and luxury is driven home …

The silence of the electric motor heightens the experience, and with Merc’s Arithmetic suspension, the ride is supple and comfortable but also agile when the need arises. 

There is some weight to the car, which you’ll only feel when it is pushed to the edge. 

There’s nary any playfulness or rear tail-happiness, which is a shame in a sense. That’s not the AMG we grew to love all those years ago, but as mentioned before, times are changing and ranges are being differentiated to suit particular tastes.

If you buy a EQE, you’ll receive a wall-box charger for your home that can charge the vehicle at 22kW off three-phase power. This is decent enough, but many homes are wired as single-phase units. 

I would advise you to invest in three-phase power if you intend to embark on an electric car journey. It makes life a lot more “normal” —unless your routine allows you to use the few fast chargers close to home or work. 

In terms of real-world driving range, our best efforts got us to 433km with a balanced mix of city driving and then a 344km jaunt to Bela-Bela and back, leaving Johannesburg with 96% battery power. The EQE is certainly one of the better cars in terms of range, with a 90.5kWh battery capacity.

Besides the excessive graphics and colour overload, the only other negative from our test of the EQE 43 was the rear quarters. 

The expectation was that the EQE would exhibit the same sort of legroom and headroom as, say, the E-Class. That’s not the case. 

Sure, the E-Class is 129mm longer than the EQE but it’s the headroom that is noticeably different, and this is mainly due to its sloping roofline, which was made to favour aerodynamic efficiency. 

The boot space, too, is compromised in the EQE, which is almost 110 litres smaller than the E-Class saloon.

The EQE 43 is a hugely progressive and accomplished product, a good story in the electric car narrative. 

At its price, however, it is in the territory of quite a few equally impressive, and even more exciting, options. 

One continues to hope for more government support regarding electric car imports so you and I get improved access to them. Either way, the EQE 43 is definitely worth considering, if you have the outlay.

We were disappointed when, after the GR Yaris took gold in our inaugural Speed Week 2021 feature, Toyota SA announced that the GR Corolla was not under consideration for our market at the time.

We’re not entirely sure what happened after that announcement but, a few months later, Toyota changed its mind and, hence, we’re reviewing the four-door sibling to the GR Yaris. 

It might have had something to do with the introduction in South Africa of a certain Japanese hot hatch but, either way, this GR Corolla is certainly worth the hype. 

The GR Corolla is to the new performance car segment what Prime Hydration is to little children. We have never been starved of hot hatches. There are plenty of them out there. But a hot hatch with a GR badge adorning its flared bodywork is something we all want to try. 

Much like the Prime drink that crowds supermarket shelves, the GR Corolla was begging to be sampled, and the schedule allowed us to test it under just about all conditions.

A family of five in a hot hatch requires that a few items be left behind, but we all fit in, perhaps slightly compromised by the transmission tunnel from the middle seat. 

The boot lip sits higher than in some other hatches and therefore the space appears to have more depth than it does. Actually, compared to its rivals, it has one of the smaller cargo areas. It passes the test, though.

Feedback from the backseat can be summed up by “uncomfortable” and “jittery”, and as a driver, I could agree with those adjectives. 

The chassis is indeed taut, ultimately delivering a harder ride than a tamed Corolla, for instance. 

The GR Corolla Circuit version is a purpose-built sports car with a penchant for spending more time at the apexes of corners than dawdling to the local corner store. 

The main difference between the Circuit edition and the Core edition is the addition of limited-slip differentials at the front and rear of the Circuit car. It is just that much more serious — as is the price, which is R60 000 higher.

It is there that all of the GR-infused engineering aptitude comes to the fore. For starters, that 1.6-litre, inline, three-pot turbocharged engine develops even more power than it does in the Yaris — some 23kW more. 

You can feel it as you rush through the slick, manual six-speed box. 

The GR Corolla is exclusively available in manual transmission, keeping you focused and engaged. 

The steering is excellent too. It is well-weighted and confident, a sign of how good the front end is.

The GR Corolla features Toyota’s GR-Four all-wheel drive system with a torque distribution feature. 

From the cabin, you can decide how the power should be transferred. The options are 60:40, 50:50  or 30:70, with the first number marking the front and the latter number for the rear. 

The opportunity to engage with each setting is what blew my mind about the smart performance of this car. The torque distribution change alone allows you to exploit the chassis, the steering and the power delivery for hugely rewarding driving. 

The car has a depth of talent that will suit and excite most drivers and  there’s also a safety cushion in the way it handles the different modes, i.e., that 60:40 split exhibiting the least understeer. 

Note that it takes a lot to make the car wash out and that front-fitted Torsen LSD (limited slip differential) ably contracts the duration of the understeer when it does happen. 

This is a well-sorted vehicle that exhibits a kind of cup-car chassis bounce at the limit. It feels more Renault Megane R.S. 300 Trophy than Golf R, for instance. 

And then, to add to the joy of the drive, the front pews are well suited to keeping one’s body in check, while the iMT rev-matching on downshifts is pretty sweet as well, giving focus to the loud purr from the exhausts.

You might find the interior of the GR Corolla less spectacular than the drive itself and that is perhaps my only other small criticism of the car. 

On the one hand, it features all manner of technology and driving assistance, while presenting the current standard in in-car infotainment and expected features. 

A smart adaptive cruise control is present as part of Toyota’s latest Safety Sense suite. So, it’s not lacking in technology but rather in some interior appointments. 

Setting the GR apart from its less-skilled sibling are the GR badges, and the seating setup — and that’s pretty much it. I like it but some of our team and a few friends and colleagues wanted more.

At R902 400, welcome to a very worthy contender in the hot-hatch segment. It looks the part, with its stealthy stance and trio of exhausts that are, at the very least, uniquely designed.

We’ll bring you a monthly in-depth look at what it’s really like and whether it should be on your consideration list as a sports sedan.

This is our first report after a month behind the wheel. The car arrived with just over 7 200km on the clock, well over its run-in mileage, but the initial impression was still that of a new product. For instance, this tS version with Alcantara inners on the pews presented a fresh cabin without any scratches on the plastic or noticeable wear on the seats. To put the tS into context, it is the highest spec WRX that you can buy offered with the full suite of Eyesight safety tech and a CVT transmission, now dubbed SPT (Subaru Performance Transmission). With steering mounted paddles, it can mimic that of an eight-speed auto should you want that feel.

In 2022, we drove both the manual and CVT variants of the WRX and came away excited by the engagement of the manual and less convinced by the more subdued nature of the CVT. In a game of contests such as the Cannonball Run, in which we recently participated, a manual was always going to be more fun but, right now, in daily life, the CVT makes a lot of sense.

The WRX tS works as a daily driver because of its ease of use. The steering and driving position are excellent, and that’s partly because it’s a sedan and because the ergonomics are well-conceived. Eyesight functionality and steering assistance make daily driving, especially long highway journeys or heavy traffic, much easier. The car takes on a lot of the work, relieving the grind for you.

Let’s talk about that CVT, shall we? It does feel different if you’re used to a dual-clutch or a torque converter automatic, but once you understand how it works, it becomes unnoticeable. It’s a good CVT; my only concern about its employment revolves around fuel consumption, which really is the elephant in the room with the WRX. Subaru’s quoted figures of 8.9l/100km are simply undoable despite my considerable attempts. The CVT is partly to blame for this because I think one could manage better fuel management with a new auto. Our best figures are hovering at just over 11l/100km and I’m not sure this will improve given that this engine is already fairly well run in.

The WRX, though, was never known for its fuel efficiency, and so let’s look at the more pertinent aspects of the car. 

It’s a WRX, which is synonymous with burly performance, yet this new one isn’t quite as convincing a car with a WRX badge. Its 202kW is masked by its refined nature. There’s no wild side to the WRX, even in its most dynamic, Sport+ drive mode setting. Sure, it’s sharper and less restrained and, yes, it handles with a sporty surefootedness thanks to its all-wheel-drive system — but the engine note is underplayed, lacking that old-school rumble for which the WRX name was known. That’s been quite a surprise for most bystanders and passengers who do a double-take as they try to figure out what’s happened. That said, Subaru SA does offer the WRX with a sports exhaust system that ups the ante and registers a deeper purr from the boxer motor but as a standard car, this is it, the more refined and soft-spoken WRX is where the Subaru has taken the new car.

As an overall product there is so much to speak about. This tS with Eyesight means semi-autonomous driving and a whole lot of emergency and accident mitigation systems are all-inclusive. Then the infotainment system presented on an 11.3-inch portrait screen houses most of the functions for the car, the navigation and settings. Automatic high beam assisted lighting as well as steering-responsive headlights are also welcome additions to the driving experience at night and they work well enough.

What the first month has unearthed is that the WRX is commendable as a daily driver, but its thirst for 95 Unleaded is a little eye-watering. Its ride is comfortable, perhaps leaning more on the firm side, but still nothing concerning given its sporty intentions. It’s also brimming with usable technology and a chassis and drivetrain that is happy in most road and weather conditions, and that makes it the perfect always-on option even for a family of five.

Just one more point then … the colour of our test unit is called solar orange pearl and it hasn’t been met with a lot of fanfare. It stands out from the crowd, but not many like it. The sapphire blue or world rally blue are the more acceptable colours in our experience.

There will be two cars per country but they will be technically the same and managed by the series rather than teams themselves. This means ultimate racing glory will go to the team with the best drivers and the best strategies — not the team with the most money and best facilities. 

Twenty-five countries are set to participate in the series, which will start somewhere between September 2024 and March 2025. Five countries have already signed up, including South Africa and China. 

The “Elite” part of the name is also significant in the way this model works. The intention is for the drivers to be the most decorated from across the world. By the sounds of things, the Elite World Cup is looking to attract the biggest names from the biggest series, including F1, IndyCar and WRC. 

The Elite World Cup will use the Lotus Evija as the base hypercar for the electrified race car platform. The series is in partnership with Lotus cars but specific to the racing series. Some significant changes probably will be made to the cars that line up on the grid. 

To drive this point home, Lotus Cars flew out one of eight Emerson Fittipaldi Lotus Evija to mark the event. The Evija is a 2000hp car capable of a sub 2 second 0 to 100km/h time in its full power mode. 

Lotus, which is majority owned by the Chinese Zhejiang Geely Holding Group, has partnered with the founding company for the Elite World Cup. 

The founders of the world cup are a trio of men that have, in a way, done this before. They are Tokyo Sexwale, Stephen Watson and Liu Yu, all of whom were involved in A1GP pre-2010. The team represents South African and Chinese interests — and the world cup racing series isn’t just about racing. 

Sexwale said: “It’s clear that this is not just a racing competition. It is a testament to the power of collaboration, innovation and sustainability.” 

There were also hints of partnerships beyond this in the manufacturing and development of battery-electric vehicles. The Geely link cannot be overlooked. 

Like Sexwale, Liu Yu is a former seatholder for China in the A1GP and he too has hinted at heightened effort to use this platform to push the electric vehicle industry, which is experiencing astronomical growth in China. 

“The automotive landscape has evolved significantly, and as the electric car industry is growing rapidly in China, we’re excited and proud to be at the forefront of this Elite revolution in sports.”

Watson is the other co-founder of the venture. A former racing driver who moved into the motorsport business thereafter, he was CEO of the A1GP for a few years and has a successful career in putting together large-scale sporting events and organisations as well as understanding and capitalising on the media and audience behind these. 

There is still a lot to be done before this series is officially underway, including contracting the competing nations; the racing drivers who would compete for each country and, of course, structuring the contracts with other parties, including the FIA and the venues.

You might not immediately notice it from the outside as you look at the pictures on this page, trying to work out precisely what has changed — we’ll take you through it shortly. First, let’s look at the reasons why.

The Cayenne is Porsche’s best-selling vehicle, responsible for a third of all sales globally. This mid-life update wasn’t just to freshen it up but also to ensure it sells well into the cycle of employing electric powertrains too, something Porsche will be adding to the range from 2025. 

The exterior changes seem subtle until the pre-facelift version is parked side by side with this one. It’s one of those “I know something is different but I can’t quite put my finger on it” moments.

Let us help. For a start, Porsche has reworked the face. It’s repositioned the headlights to be higher and slightly fuller, while the bonnet seems to slope downwards, giving you the illusion of a lower nose, reminiscent of the lower-slung vehicles in the marque’s range. 

The bumper incorporates a few more horizontal decorative pieces, into which Porsche has worked the DRL LED lights. 

The doors have been reworked for a cleaner look that accentuates the front and rear wings. 

At the rear, close inspection will reveal a cleaner look too, minimalist in its panel design, and augmented by new 3D light clusters and P-O-R-S-C-H-E lettering, which is no longer backed by glassware. 

You’ll also notice that the number plate position is much lower, making for a larger and cleaner tailgate. 

The redesign feels subtle, yes, but it comprises a long list of minor adjustments and changes that ultimately lend the Cayenne an uncluttered and well-proportioned look, finished by a selection of up to 30 alloy wheel options ranging between 20 inch and 22 inch. 

Porsche has called in the services of the bi-turbo V8 once again, with enough work done to reduce emissions sufficiently for the Cayenne S to coexist with the other models. 

The 349kW V8 is paired to Porsche’s 8-speed Tiptronic box with all-wheel drive and variable torque distribution between the front and rear axles. 

Power aside, it’s this powertrain’s elements working in unison that makes the Cayenne S feel so good to drive. Even in the pouring rain, the chassis and grip levels offered through the Porsche Traction Management control system make for a confident and brisk drive. 

The way it rotates through steering inputs is every bit the sporty SUV we’ve come to expect. 

Part of this balance of dynamics and comfort has been enhanced in the new Cayenne via a reworked suspension setup, now featuring two valves on each damper. 

The extra valve gives further adaptability to the rebound and compression stages, effectively making the Cayenne better at putting “comfort” and “sporty” in the same sentence. 

This two-valve tech is standard on all Cayennes, whether fitted with air or steel-spring suspension. The tech is part of the PASM (Porsche Active Suspension Management) system, which is standard across the range for the first time. In practice, it makes the Cayenne all the more flexible in its use and driving experience. 

We got the opportunity to swop the V8 for the base Cayenne, powered by a turbocharged V6 mated to a Tiptronic 8-speed. It’s immediately apparent that, at 89kW shy of the “S”, the Cayenne turns in with a noticeable agility and lightness. It’s every bit the performer in walking the line of on-road comfort and sporty dynamics. 

Ditto on the chassis changes mentioned above. The V6 commands even more attention as it feels just as surefooted and exciting, albeit with a different exhaust note and, if you’re counting, slower acceleration times and top end. 

It’s the pick of the range as far as the models we have driven are concerned and will turn in just over 10 litres/100 km on the efficiency scale. 

As for safety, a big talking point is a new level of tech on the Porsche HD Matrix LED headlights, which are a R55 000 option, and come with a multitude of adaptations. 

All-new interior concept 

The cabin is the showstopper. The previous architecture and operating concept are gone, replaced by a layout that shares much of its design with the electric Taycan. The concept centres around the driver, presenting features and functions in the most efficient and flexible way. 

Porsche products are synonymous with personalisation, which extends to how the driver enjoys the layout of the graphics and functions of the various displays. 

The overall master material design is the use of black-panel surfaces that run across the whole dashboard. 

It creates a harmonious home for display surfaces, from the driver’s floating console display to the two infotainment displays that sit centrally and in front of the passenger. 

A 10.9-inch display allows passengers to access most functions without distracting the driver. Part of this update is incorporating video-streaming applications in order for passengers to enjoy entertainment while the driver focuses on driving. 

Not a bad compromise, really — the Cayenne certainly is entertaining for the person at the wheel. 

The passenger display is covered by a special film that masks the view from the driver’s side, much like phone privacy screen protectors. 

The other key interior point is the driver’s instrument cluster, a free-standing, bezel-free, curved display. 

It integrates all driving displays within a new, customisable presentation that works in conjunction with a head-up display, also customisable, with six changeable information interfaces. 

Traditional Porsche displays, such as large central rev counters, remain but there are also several options and menus for all the driver’s functions. The glaring omission here is that Porsche has altered the start/stop switch from the old “key” type to a start-stop button. Purists might weep. Also, the gear selector has been moved to the side of the wheel. 

Despite its SUV nature and real-world use for family mobility, the Cayenne’s interior has been designed to ensure the sportscar feel is preserved and accentuated. 

The new design architecture leaves room for signature Cayenne details, such as the dual handles flanking the centre console. 

The console itself, now devoid of the gear selector, feels higher than before, giving the illusion of sitting lower in the cabin, a key trait of any sports car. The steering wheel, too, has been lifted from the Porsche 911 with its drive mode selector. 

What Porsche has achieved with this new architecture is future-proofed this generation of Cayenne for the electric versions. It’s done it in a way that stays true to Porsche’s DNA, for the most part, but also in a way that isn’t as jarring as some of its German competitors. 

Where there are multiple screens, there can be an uncomfortable sense of too much colour and too many clashing graphics. 

On the tech front, Porsche has added something we’ve been wondering about for a while — a wireless charging tray for your smartphone with a cooling function. 

The Cayenne has always been a very competent and compelling car. With this comprehensive update, one could argue it’s an unbeatable package. It’s subtle in styling yet offers more to the driver and passenger experience than ever before. 

While we got behind the wheel of the Cayenne and Cayenne S in Austria, the local range includes these plus the E-Hybrid that couples the V6 to a 130kW electric motor. Porsche claims 85km of electric-only driving from the plug-in hybrid. 

As you read this, the new Cayenne will already be at your nearest Porsche Centre.