Latest news with #JasonWoosey
IOL News
04-07-2025
- Automotive
- IOL News
Long-term update: Ford Puma ST-Line entertains on the road less travelled
The R74 between Harrismith and Bergville has some beautiful vistas. Image: Jason Woosey Rising over a crest on the R74, you're suddenly hit with a view of the Northern Drakensberg that startles with its magnificence and takes your breath away. The drive from Johannesburg to Durban is always pleasantly scenic once you reach the escarpment, even if you stick to the default N3 toll route that snakes its way through the Van Reenen's Pass. But if you're looking for something even more picturesque, and a route that's not littered with thousands of trucks, turning onto the R74 just after Harrismith could be an enticing diversion, with mountain views to die for and a scenic amble alongside Sterkfontein Dam. And if you're lucky with the few stop-and-gos that are in place, the diversion only adds around half an hour to your journey time. Having taken delivery of our new Ford Puma long-termer a month prior, I was keen to sample it on some twisty roads, and the R74 seemed like just the answer. The Puma ST-Line Vignale is fitted with sports suspension and 18-inch wheels. Image: Jason Woosey Granted, I was a little concerned about what condition the road might be in, with the Puma being a sporty crossover with relatively low-profile 18-inch rubber and sports suspension. Yet besides a few nasty potholes in the vicinity of Winterton and a short dirt section in the mountains where part of the road has washed away, the R74 proved to be a pleasant drive. Certainly nothing the Puma couldn't handle. The twisty sections through the escarpment highlighted just how entertaining this compact crossover can be. Although I didn't notice too much of a difference in the throttle and steering modulation after flipping into Sport mode, the vehicle felt engaging. The steering is perhaps not quite as communicative and enjoyable as the older Fords before electric power steering, but when it comes to agility and road holding, the Puma is easily the cream of the modern small SUV class. Its 1.0-litre EcoBoost engine, with 92kW and 170Nm, delivers surprisingly spirited performance, delivered in a smooth and responsive manner through the seven-speed dual-clutch gearbox. Although the EcoBoost motor is not new, it is still refined and relatively sophisticated by modern standards. Innovations such as an unbalanced flywheel and pulley, and specially designed engine mounts, mean it doesn't suffer from the 'shakes' like many other three-cylinder engines. The bottom line is that Ford's Puma is satisfying and entertaining to drive, although the ride is a little on the firm side by modern SUV standards. The Titanium version, with its regular suspension and 17' rims, could prove a better bet for those seeking more in the way of comfort. The Puma has a sporty shape that's more akin to a car than an SUV. Image: Jason Woosey But ultimately, the Puma is something of a niche SUV. Of course, the R617,500 price tag of our ST-Line Vignale long-termer is prohibitive - it is a European import after all, and none of those are affordable anymore. But the modern SUV buyer is not looking for 'fun to drive'. They're seeking space, comfort, and in many cases, a macho image on the road. But if you're not most people, and you appreciate its sharp driving characteristics and indulgent luxury, the Puma could be right up your alley. The ST-Line Vignale has a gorgeous set of leather seats with diamond-quilted patterns and a massage function for those upfront. Also part of the deal is a 10-speaker B&O sound system, wireless charging pad, and configurable digital instrument cluster. The 8.0-inch central touchscreen is small by modern standards, but its Sync 3 operating system is logical and easy to use, and there are still physical controls for the important things like volume and climate controls. The cabin is very well appointed. Image: Supplied
The Star
23-06-2025
- Automotive
- The Star
R4. 3m buys you the fastest-accelerating Mercedes-AMG ever: GT 63 S E Performance now on sale
Jason Woosey | Published 2 weeks ago Sprinting from 0-100km/h in a claimed 2.8 seconds, the new Mercedes-AMG GT 63 S E Performance elevates the brand to almost hypercar levels of performance. Now on sale in South Africa, the new two-door flagship is yours for R4,369,287, and surprisingly that doesn't make it the most expensive Benz on the market. The G63 (R4.45m) and S63 (R4.6m) are even more detrimental to your cashflow. South Africans already had an early preview of the GT 63 S E at the 2025 Simola Hillclimb in Knysna in early May, where it won the road and supercar category with Clint Weston behind the wheel. But what makes it tick? The new S E Performance model, not to be confused with the regular GT 63, pairs a powerful 4-litre twin-turbo V8 engine with a 150kW rear-mounted electric motor for system outputs of 600kW and 1,420Nm. The result is a car that accelerates even quicker than the GT Black Series and F1-derived Mercedes-AMG One. It's even ferocious at Gauteng altitudes, with independent performance tester Mark Jones having achieved a 0-100km/h time of 2.76 seconds at the Gerotek testing facility. For what it's worth, the new AMG hybrid model can also travel up to 13km on electric power alone, thanks to its 6.1 kWh battery, which is mounted above the rear axle. The new GT 63 hybrid model rolls on 21-inch alloy wheels with a five-spoke design, and also boasts some impressive aerodynamic features. Chief among these is an active aerodynamic element beneath the front bumper, that can extend downwards to create the Venturi effect, effectively sucking the car onto the road at higher speeds. Chassis wizardry includes AMG's Active Ride Control suspension with semi-active roll stabilisation, as well as active rear-axle steering that greatly enhances agility at low and high speeds. AMG's ceramic composite braking system, with six-piston callipers at the front, is part of the deal too. Moving inside, the 2+2 cabin comes with electrically adjustable AMG sports seats with three massage programmes, and there is a large selection of upholsteries to choose from. Furthermore, the MBUX multimedia system has numerous AMG and hybrid-specific displays and functions. The new Mercedes-AMG GT 63 S E Performance is on sale now at a price of R4,369,287, which includes a five-year or 100,000km service and maintenance plan. IOL
IOL News
10-06-2025
- Automotive
- IOL News
Originally an Audi? Interesting facts you might not have known about VW's Polo as it turns 50
The first-generation Polo was based on the Audi 50 (left), itself an NSU product. Image: Jason Woosey The Volkswagen Polo is something of a legend in South Africa. Despite the surging popularity of SUVs, the Polo Vivo was still Mzansi's most popular passenger car in 2024, while the more expensive latest-generation Polo remains among the country's most sought-after hatchbacks. The Polo nameplate has only existed in South Africa for 29 years, and even that original model wasn't actually a Polo, which we'll get to later. But in Europe the Polo recently celebrated its 50th anniversary, meaning it has been around for almost as long as the Golf. In fact, the Polo was never originally meant to be a Volkswagen at all. The first-generation Polo was designed by a German car company called NSU Motorenwerke, which was a specialist in motorcycles, small cars and, interestingly enough, was the original creator of the rotary engine. However, the latter's unreliability and the resultant warranty claims nearly drove the company under, and in 1969, NSU was acquired by the Volkswagen Audi Group. While NSU's experience in creating front-wheel drive cars was instrumental to Volkswagen, which was transitioning from rear-engined cars like the Type 3 and Beetle to its modern line-up. But with the Golf having become a key focus for the Wolfsburg-based brand, the small NSU-developed hatchback was passed on to Audi, which turned it into the Audi 50. Video Player is loading. Play Video Play Unmute Current Time 0:00 / Duration -:- Loaded : 0% Stream Type LIVE Seek to live, currently behind live LIVE Remaining Time - 0:00 This is a modal window. Beginning of dialog window. Escape will cancel and close the window. Text Color White Black Red Green Blue Yellow Magenta Cyan Transparency Opaque Semi-Transparent Background Color Black White Red Green Blue Yellow Magenta Cyan Transparency Opaque Semi-Transparent Transparent Window Color Black White Red Green Blue Yellow Magenta Cyan Transparency Transparent Semi-Transparent Opaque Font Size 50% 75% 100% 125% 150% 175% 200% 300% 400% Text Edge Style None Raised Depressed Uniform Dropshadow Font Family Proportional Sans-Serif Monospace Sans-Serif Proportional Serif Monospace Serif Casual Script Small Caps Reset restore all settings to the default values Done Close Modal Dialog End of dialog window. Advertisement Next Stay Close ✕ Ad loading Volkswagen Polo MK1 Image: Supplied Yet with the oil crisis in full swing in the early 1970s, Volkswagen couldn't resist the prospect of having another small hatchback in its portfolio, and soon the Audi 50 was stripped down and rebadged as the Volkswagen Polo. Before settling on its name, VW had toyed with other strange names such as Bonito and Mini Golf, Big Car reports. Can you imagine trying to dice a Bonito GTI on Winnie Mandela Drive? The Polo soldiered on in Europe through two generations, and strangely it was never offered in five-door guise until the third-gen arrived in 1994, although a sedan and three-door estate had been offered, the latter arriving with the second generation. From left to right: the six generations of Volkswagen Polo. Image: Supplied South Africa only got its first taste of the Polo in 1996, with a variation of the third-generation model that was actually based on the VW-owned Spanish brand Seat's Cordoba saloon. In fairness, the Seat-based Polo Classic was also offered in Europe, as a saloon version directly based on the Polo hatch was not deemed a worthwhile investment. While the Polo Classic was earmarked for South Africa, as we were still very much a saloon-heavy market, VWSA soon realised it wanted a hatchback to slot between the ageing Citi Golf and the somewhat expensive Golf 3 of the time. Volkswagen Polo Playa: a local creation. Image: Supplied In 1998, a locally flavoured icon was born, in the form of the Polo Playa. Given that they'd already invested in the Polo Classic, which was also readily compatible with the locally produced Golf and Jetta engines, VWSA decided to create its own version of the Seat Cordoba's hatchback sibling, the Ibiza. To do this they transplanted the front end of the Polo Classic onto the Ibiza's shell and adapted the rear tailgate to resemble the upcoming Golf 4. This entailed moving the number plate to the rear bumper. The taillight lenses were also a local design. From 2002 onwards, South Africans got their first taste of the 'real' Volkswagen Polo. This is because VWSA was awarded a major export contract for the fourth-generation model. This export success story still exists with the sixth-generation Polo, which has helped drive the Kariega-based manufacturer's annual volumes well beyond the 100,000 mark. Although the Polo lost any form of South African uniqueness in its transition into an export product, the local flavour returned with the introduction of the Polo Vivo, which replaced the Citi Golf in 2010. Introduced shortly after the fifth-generation entered production, the Polo Vivo was based on the recently discontinued fourth-generation model, allowing the company to create a more budget oriented product using tooling that had already been paid for and amortised. The first-generation Polo Vivo was based on the MK4 Polo. Image: Supplied
IOL News
09-06-2025
- Automotive
- IOL News
New Honda Amaze versus Suzuki Dzire: which is the best compact sedan on the block?
The Honda Amaze (left) and Suzuki Dzire are both fresh from comprehensive redesigns. Image: Jason Woosey Sedans have gone from being the go-to body style a few decades back to a relatively small niche in today's SUV-obsessed motoring landscape. Buyers have for the most part given the boot, the boot. Yet the two latest small sedans on the market, the recently launched Suzuki Dzire and Honda Amaze, are still selling in reasonably good numbers, with the latter being Honda's most popular vehicle at the moment. Ok, we know what you're thinking - surely these two purely exist for the ride-hailing market? Granted, they are really popular in that space, but dealers tell us there is also a demand for them among buyers with small families and pensioners. The two Japanese-branded sedans that we see here are rather similar in concept. Both are built in India, and measure a shade under four metres in length to take advantage of a tax break in that country. The pair are also powered by 1.2-litre normally aspirated engines. They're among the most affordable sedans on the market, with the Suzuki priced from R224,900 to R266,900 and the Honda costing between R254,900 and R294,900. But keep in mind that the Honda is available with higher spec levels, so to keep things as fair and equal as possible, we compared the Suzuki Dzire 1.2 GL+, which is the flagship manual version at R246,900, with Honda's base-spec 1.2 Trend manual, which costs R254,900. Dimensions and Design Both cars were recently redesigned, with the Suzuki being an all-new model and the Honda being a comprehensive facelift that bears little resemblance to its predecessor. Styling is a subjective thing, but we'd say both are successful restyles that inject some much-needed attitude into what were rather bland designs in the past. The design updates make both cars appear more purposeful than before. Image: Jason Woosey Video Player is loading. Play Video Play Unmute Current Time 0:00 / Duration -:- Loaded : 0% Stream Type LIVE Seek to live, currently behind live LIVE Remaining Time - 0:00 This is a modal window. Beginning of dialog window. Escape will cancel and close the window. Text Color White Black Red Green Blue Yellow Magenta Cyan Transparency Opaque Semi-Transparent Background Color Black White Red Green Blue Yellow Magenta Cyan Transparency Opaque Semi-Transparent Transparent Window Color Black White Red Green Blue Yellow Magenta Cyan Transparency Transparent Semi-Transparent Opaque Font Size 50% 75% 100% 125% 150% 175% 200% 300% 400% Text Edge Style None Raised Depressed Uniform Dropshadow Font Family Proportional Sans-Serif Monospace Sans-Serif Proportional Serif Monospace Serif Casual Script Small Caps Reset restore all settings to the default values Done Close Modal Dialog End of dialog window. Advertisement Video Player is loading. Play Video Play Unmute Current Time 0:00 / Duration -:- Loaded : 0% Stream Type LIVE Seek to live, currently behind live LIVE Remaining Time - 0:00 This is a modal window. Beginning of dialog window. Escape will cancel and close the window. Text Color White Black Red Green Blue Yellow Magenta Cyan Transparency Opaque Semi-Transparent Background Color Black White Red Green Blue Yellow Magenta Cyan Transparency Opaque Semi-Transparent Transparent Window Color Black White Red Green Blue Yellow Magenta Cyan Transparency Transparent Semi-Transparent Opaque Font Size 50% 75% 100% 125% 150% 175% 200% 300% 400% Text Edge Style None Raised Depressed Uniform Dropshadow Font Family Proportional Sans-Serif Monospace Sans-Serif Proportional Serif Monospace Serif Casual Script Small Caps Reset restore all settings to the default values Done Close Modal Dialog End of dialog window. Next Stay Close ✕ Honda's large honeycomb grille makes quite a statement and its new taillights, taking inspiration from the Ballade and Civic, are elegant and give a car a more upmarket appearance. The Suzuki is also very easy on the eye, with its new slim headlights and grille bar, and wide, tapering lower grille, but the back end is perhaps a bit forgettable. Interior design and practicality When it comes to practicality, these sedans are on a fairly equal footing. Rear legroom is surprisingly generous given their small dimensions. Sitting behind my driving position - I'm average-sized - there was room to stretch in both vehicles, with perhaps a smidgen more in the Suzuki. But rear headroom is really tight, with my head touching the ceiling in both cases if I leaned all the way back to the headrests. Their boots are similar in size, at 378 litres for the Honda and 416 litres in the Suzuki's case. Keep in mind that the boot apertures are relatively small, making it difficult to load bulkier items, and the rear seats don't fold in either of these vehicles. This does bring a security advantage, though, for what it's worth. Honda Amaze Image: Jason Woosey When it comes to interior design, we have to hand a solid win to the Honda. With a cockpit layout inspired by the latest Civic, it looks classy, and the materials appear to be of good quality. The 7.0-inch TFT digital instrument display is also a surprising addition at this end. Build quality is impressive, and the black cloth seat trim feels like it's made for life, with its dark colour scheme well suited to South African tastes. The Suzuki loses points here for its beige seat trim, which not only looks like it belongs in your Grandma's lounge, but it's sure to show dirt and grime very quickly. Suzuki Dzire. Image: Jason Woosey It's a popular colour scheme in India, but not so much in our market, and you'll certainly have to invest in seat covers for this vehicle. The Suzuki's 7.0-inch touchscreen is also smaller than its binnacle, which looks odd. User friendliness and features Neither of these vehicles disappoints when it comes to interior functionality, offering separate digital controls for the climate control systems and rather straightforward touchscreen infotainment systems - though the Honda's is bigger at 8.0 inches versus Suzuki's 7.0. Wireless Apple CarPlay and Android Auto are also standard in the two cars. Rear passengers have their own aircon vents in both cars, although the Suzuki scores extra points for having USB ports (both A and C type) positioned at the back of the centre console where both front and rear passengers can access them easily. It also has an additional USB A port upfront, while the Honda has two A-ports in this location. Both vehicles ship standard with electric windows and mirrors, multi-function steering wheels and rear park distance control with reverse cameras. But the Suzuki is the only one here with cruise control, while the Honda hits back with additional features over the Suzuki, such as automatic climate control, push-button start and LED headlights. When it comes to safety, both have stability control and ABS, but the Suzuki's airbag count of six (front, side and curtain) is a big win over Honda's two frontal crash bags. What they're like to drive As mentioned, they both have 1.2-litre normally aspirated engines and five-speed manual gearboxes, with CVT transmissions optionally available, although in the Honda's case you have to upgrade to the top-spec variant for that. The Suzuki comes with a new three-cylinder engine that delivers 60kW and 112Nm, while the Honda retains its trusty four-cylinder VTEC unit, offering 66kW and 110Nm. Their kerb weights are very similar, with the Suzuki tipping the scales at 940kg and the Honda at 963kg. Small 1.2-litre engines are the norm here. Image: Jason Woosey
IOL News
12-05-2025
- Automotive
- IOL News
REVIEW: Volkswagen Touareg R-Line is brilliant, but destined to struggle at the price point
The Touareg R-Line has a punchy TDI engine, cushy air suspension and luxurious cabin. Image: Jason Woosey A genuine contender in the luxury SUV space, the Volkswagen Touareg has been around for 23 years, and is now in its third generation. In the latter half of 2024, Volkswagen SA introduced the facelifted version of this third-gen model, first released internationally in 2018, and it brings a more luxurious and tech-savvy cabin. But with pricing pegged at R1,491,300 for the Elegance variant and R1,799,200 for the flagship R-Line that we recently had on test, it is somewhat expensive, going toe-to-toe with a glut of premium-brand SUVs. For what it's worth, you can pick up a new BMW X5 3.0D M-Sport for R1,828,000 or a Mercedes GLE 300d AMG Line for R1,931,800, while the Audi Q7 and Porsche Cayenne models, which the VW shares its platform with, start at R1,958,000 and R2,049,000 respectively. Granted, the VeeDub undercuts its main rivals then, but not by a huge margin. The facelifted model doesn't look too different from its predecessor at first glance, but it has gained a number of model-specific design changes at the front end, highlighted by snazzy new high-definition Matrix LED headlights, featuring interactive LEDs that can mask the area facing oncoming traffic. Round back it gains new LED taillight clusters with dynamic turn signals, and the lights are now connected by a horizontal strip. Interior and functionality Inside there's a new dual-screen cockpit as well as improved materials and a 30-colour ambient lighting system with adjustable colour settings across three zones. The new trims and materials complement an already classy interior that can hold its own among most of its luxurious rivals, while the high-definition screens, featuring modern and crisp graphics, lend a more modern and high-tech feel. The redesigned cockpit boasts large dual screens. Image: Supplied On the downside, this 'clean' new design has eliminated most of the physical controls on the dashboard and functions like the climate control must now be operated via the screen. That being said, there are permanent shortcuts to the climate functions and overall the central screen is fairly user-friendly. The haptic touch-slider controls on the steering wheel do feel a tad finicky, though. Volkswagen has also improved the voice control system and the USB-C ports now have a charging capacity of 45 watts. Standard equipment includes electrically adjustable leather seats, but you will have to pay extra for niceties like the Travel Assist Package, which adds semi-automated driving capability, as well as the Area View Camera and Night Vision system. The Touareg is a large vehicle, with an overall length of 4,878mm and a 2,904mm wheelbase. This is enough to ensure spacious seating for five occupants as well as a huge boot, which boasts a capacity of 810 litres. What's it like to drive the new Touareg? As before, power comes from the Volkswagen Group's silky-smooth 3.0-litre TDI turbodiesel motor, paired with an eight-speed automatic gearbox. With 190kW and 600Nm on command, it provides punchy, effortless performance that's unlikely to leave many owners wanting more. But most impressive is the fuel economy. Volkswagen claims a combined average of 7.8 litres per 100km but our car's long-term trip computer showed an average of 7.5 l/100km over 2,000km. However, my week-long test drive saw a figure of 9.9 l/100km as much of the driving was on urban routes, but that is still commendable under the circumstances. The Touareg boasts a clean design, but fails to stand out in the segment. Image: Jason Woosey With a 90 litre fuel tank, including reserve, the Touareg boasts a theoretical range of over 1,100km between refuels. Out on the road, the well-insulated Touareg is really quiet, and the air suspension system, which is standard on the R-Line, dishes up a cushy ride quality despite the fitment of 21-inch alloy wheels. The latter are an option, with 20' rims featuring as standard. The Touareg R-Line also comes with rear-wheel steering, which assists with low-speed manoeuvring as well as high-speed handling, but all round it's more of a comfortable than sporty drive. Like its BMW X5 rival, there is no low-range gearing for off-road excursions, but with 4Motion all-wheel drive and a ground clearance of 215mm, the Touareg is perfectly fine for milder off-road excursions. VERDICT The Volkswagen Touareg is brilliant in almost every respect, from its luxurious interior to its refined road manners and gutsy but economical diesel engine. But with a mainstream badge on its bonnet and a price that pitches it close to a glut of premium SUV products, the underrated Touareg is likely to remain a relatively rare sight on our roads. Get your news on the go, click here to join the IOL News WhatsApp channel IOL
