I asked BMW’s head of group communications and public affairs, Guy Kilfoil, who they expected would be the buyers of the X1. His response was customers who were targeting the compact sports utility or activity segment and who wanted a premium product. This then begs further questions – will the X1 not cannibalise from existing models like the 3 Series and at a R335 000 starting price, is it a bit out of reach for an entry level utility vehicle, albeit in the premium sector?

Enough questions. We left Cape Town international on the N2 up Sir Lowry’s Pass toward Botrivier which is a decent test of high speed travel and cornering through some tight bends. The two litre turbo version took this in its stride, providing a quiet, comfortable cruising ambience with very little roll and impeccable stability through the bends.

The 192cm ground clearance felt and looked alotlower but would come into its own later in the day. The coastal road from Betty’s Bay to Gordon’s Bay is a road that every South African should travel at least once in their lifetime. False Bay stretches before you with the eastern seaboard of the Cape Peninsula, including Kalk Bay, Fish Hoek and Simon’s Town curving round to the tip of Cape Point. You wind through some breathtaking corners with 100m sheer drops to the ocean below. Once again the X1 was superb with plenty of torque to keep a nice consistent speed through the bends without having to overwork the gearbox.

The cabin is designed to the new layout that BMW has adopted utilising the iDrive as the central control with climate control and basic audio control on the dash. There are some innovative combinations of the rear seats to optimise luggage space including a gradual fold down function in a 40/20/40 split. The general air is youthful yet high quality and sophisticated as is standard on any BMW.

Then came the real test for both versions of the X1, the sDrive rear wheel drive and the xDrive, all wheel drive. Under the guidance of a parks ranger we were given the privilege of driving through the Table Mountain Conservancy. The road leaves from the Rhodes Memorial and contours to a point below the King’s Blockhouse. It’s a tough piece of track and one section of about 300 metres is an incline that would test a capable 4×4. I was in an sDrive which lost traction briefly on one section but made the bone jarring trip with plenty of ground clearance from its 192cm with relative ease. This is no pseudo utility vehicle that doesn’t like to get dirty.

At first encounter and looking at the sector one has to say this is a possible step up from 1 Series into a more sport-oriented vehicle before the trappings of a corporate life push you into a 3 or 5 Series. Looking at the competition I would say that the X1, particularly in its xDrive guise, escapes the predefinition of a soft off-roader that elevates you above the rest of the traffic. Where this car might well find its niche is in someone wanting the comfort and space of a 3 Series with the pothole defying and go anywhere capability of a compact all wheel drive.

Four seasons, four passengers

• Comfortable: AIRCAP® automatic draught-stop plus AIRSCARF®

• Quiet: acoustic soft top as standard

• Safe: robust roll-over protection and new headbags

The open-top two-door model, features a classic fabric soft top, making for a stylistically pure cabriolet feeling. Viewed from the side, the new model is an intriguing proposition – with its clear proportions and a flawless cabriolet silhouette.

“In keeping with the motto “four seasons, four passengers”, all-year-round suitability was right at the top of the developers’ list of priorities. With the new E-Class Cabriolet, the cabriolet season lasts the whole year. The Mercedes-Benz E-Class Cabriolet provides pleasurable driving and comfort whether the roof is open or closed,” says Eckart Mayer, Divisional Manager, Mercedes-Benz Cars.

New features include• AIRCAP® automatic draught-stop: always on board and easily controllable at the push of a button, it reduces turbulence substantially for all four seat occupants

• Modified AIRSCARF® neck-level heating system

• Acoustic soft top fitted as standard

The soft top can be opened and closed fully automatically within 20 seconds – even when driving at speeds of up to 40 km/h. The cabriolet roof is stowed in a special compartment behind the rear panel. A retractable cover separates the soft top compartment from the boot area; this cover must be closed in order to close the soft top. If the roof is to remain closed, the cover can be slid rearwards, in which case the boot capacity is increased by 90 litres to 390 litres. A through-loading feature is included as standard for the new Cabriolet, as is EASY-ENTRY – a manually operated entry and exit aid for the rear passengers.

The proven powerplants for the new E-Class Cabriolet, E350 V6 and E500 V8, come with a number of practical measures. These include on-demand activation of the steering and fuel pumps, and an alternator control system which takes account of the current driving situation and the vehicle’s electrical power requirements, plus the crucial factor of outstanding aerodynamics. The Cabriolet’s cd figure of 0.28 is the best in its class, marking a continuation of the E-Class success story in the field of aerodynamics.

An overview of the engines:

• E 350 Cabriolet: 200 kW 350 Nm

• E 500 Cabriolet: 285 kW 530 Nm

The E 350 Cabriolet is powered by the proven V6 engine, this six-cylinder powerplant develops 200 kW and provides a peak torque of 350 Nm from 3 000 r/min. The powerful E500 with a V8 engine develops 285 kW and reaches a peak torque of 530 Nm. The seven-speed automatic transmission comes as standard on both models. The V6 engine provides a unique driving experience and takes 6.9 seconds to accelerate from 0 to 100 km/h, whilst the V8 engine takes 5,3 seconds. CO2 emissions are kept to a 229 g/km for the E350 and 257 g/km for the E500.

Precision-modified eight-cylinder engine

The eight-cylinder unit in the E 500 Cabriolet is the flagship powerplant, providing a blend of high output and torque yield with exemplary refinement and effortlessly superior agility. The extent of the powerplant’s capability is highlighted by the performance figures for the top-of-the-range model, which is equipped with the 7G-TRONIC seven-speed automatic transmission as standard: 0 to 100 km/h in 5.3 seconds.

Less turbulence, easier to use: AIRCAP® is a world-first

In 1989, Mercedes-Benz introduced a world premiere in the shape of a draught-stop for the SL model series, followed in 2004 by the AIRSCARF® neck-level heating system to further enhance comfort in open-top models. Now comes another world-first: the AIRCAP® automatic draught-stop, which can be activated at the push of a button, greatly reduces turbulence in the interior of the new Mercedes E-Class Cabriolet, creating a sea of warm air. It is also much easier to implement and use than conventional draught-stops: there is no tricky installation, the two individual rear seats are easily accessible and the Cabriolet’s flowing side lines remain uninterrupted. AIRCAP® is therefore a classic Mercedes innovation: functional, comfort-enhancing, elegant and safe.

AIRCAP® consists of two components: a wind deflector that can be extended by around six centimetres with a net in the windscreen frame and a draught-stop between the rear seats.

The functions of the two components:

• Elevation of the free flow above the interior

• Net at the front reduces the annoying vacuum in the interior

• Draught-stop at the rear reduces the backflow

As well as enhancing occupant comfort and wellbeing, the reduction in draught when AIRCAP® is activated (it can be activated at speeds of up to 160 km/h and can remain in use right up to the car’s top speed) reduces the interior noise level – so passengers in all seats find it much easier to communicate.

The Cabriolet Comfort package includes AIRCAP® with AIRSCARF®. This patented system functions like an invisible scarf, which warms the occupants’ head and neck areas. AIRSCARF® is integrated into the backrests of the front seats and provides warm air through outlets in the head restraints.

The Mercedes engineers have modified this unique innovation specifically for the E-Class Cabriolet: in this model, an adjustment wheel pivots the outlet nozzle upwards and downwards by a total of 36 degrees over and above the head restraint height adjustment range, meaning that the driver and front passenger can enjoy the unique neck-level heating regardless of how short or tall they are.

Quiet, warm and windproof: acoustic soft top fitted as standard

Thanks to its acoustic soft top, fitted as standard, even the closed E-Class Cabriolet has one of the quietest interiors in the segment for four-seater premium cabriolets with a fabric roof. The soft top’s exceptionally high-quality insulation brings about a clearly noticeable reduction in the interior noise level compared to conventional fabric soft tops. Exterior noise caused by other vehicles and wind noise are therefore absorbed more effectively. On the road, the difference is audible from speeds of just 80 km/h, for example when driving through a tunnel or overtaking a convoy of trucks. At higher speeds, the benefits of the acoustic soft top are even more tangible. For instance, it is possible to have a perfectly normal phone conversation in hands-free mode even when travelling at a speed of over 200 km/h.

The soft top is of course waterproof and windproof. Plus it can be put through an automatic carwash without any hesitation. With a total thickness of 23.5 mm, the fabric soft top offers excellent thermal insulation, meaning that the E-Class Cabriolet is also ideal for use in winter.

Safety: robust structure, anticipatory protection and windowbags

The new Cabriolet offers the wealth of safety innovations one would expect from a Mercedes model. Highlights of the open-top two-door model include roll-over protection, the A-pillars reinforced by two additional tubes and the plug-in B-pillars. This new model is also the first Mercedes cabriolet to feature headbags. The roll-over protection consists of two robust bars, each with a diameter of 35 mm, which are housed in the rear head restraints in modules behind the rear seat backrests. If the sensors housed in the airbag control unit detect imminent danger to the occupants, pre-tensioned pressure springs are activated by pyrotechnic means, i.e. extremely quickly.

Consequently, both roll-over bars in the rear head restraints are extended. They reach their highest point and are locked automatically within a fraction of a second. In combination with the robust A-pillars, each of which is reinforced with two high-strength steel tubes, the steel bars provide highly effective roll-over protection. The plug-in B-pillars are extremely robustly connected as they engage in the side skirts, thus offering highly effective protection in the event of a crash. A shoe made from ultra-high-strength steel braces the inside of the B-pillar against the rear seat crossmember.

With seven airbags fitted as standard, belt tensioners and belt force limiters for all seats, not to mention crash-responsive head restraints for the driver and front passenger, the new E-Class Cabriolet offers the most extensive safety equipment package in this vehicle category. The airbags, which can deploy in milliseconds in the event of an accident, include front airbags and sidebags for the driver and front passenger, a kneebag on the driver’s side, and headbags. The latter, which appear in a Mercedes cabriolet for the first time, are housed in the door panelling in the beltline area. Covering a wide area – around 0.7 x 0.5 metres with a volume of 17 litres when deployed – the airbags provide extremely effective protection for occupants large and small in the event of a crash. The side protection system – comprising headbag and thoraxbag – optimises the level of protection afforded to individual parts of the body. Rear sidebags are available as an option.

Further exemplary safety equipment available for the E-Class Cabriolet includes ATTENTION ASSIST drowsiness detection, PRE-SAFE® anticipatory occupant protection, the sophisticated Intelligent Light System, and DISTRONIC PLUS proximity control.

Media enquiries:

Shirle Greig

Tel: 012 677 1904

Fax: 012 677 182

e-mail: shirle.greig@daimler.com

More information from Mercedes-Benz is available online at www.media.daimler.com

More and more vehicle manufacturers are launching their latest models in Cape Town now. Interestingly it has little to do with the scenery and everything to do with the quality of the roads. Potholes are conspicuous in their absence and that augurs well for low slung sports cars that come between one and two million a piece.

We’ll start at the top with the Panamera Turbo because this is the first of the three derivatives I drove with my delightful companion, Linda Ransome of Habitat magazine. We had Porsche PR Manager Christo Kruger in the rear introducing us to the features of the car as we made our merry way from Lanzerac in Stellenbosch to Franschoek.

The turbocharged 4.8litre V8 is sublime and in the supercar league of 0-100 in 4.2 seconds (3.8 seconds according to Car magazine). Yet the manners are very refined, the engine growl audible but not deafening and the poise through the twisty Helshoogte pass impeccable. Its seven speed double clutch PDK gearbox means driving in traffic is effortless and when you need to get on the gas, it immediately puts you in the right gear to maximise drive, together with immediate engine response.

We then swopped the Turbo with the Panamera S, the “bottom of the range” 4.8 litre V8 without the turbo, only rear wheel drive and a six speed double clutch PDK gearbox. The Franschoek pass and sweeping bends toward Caledon brought out the best in this car which felt more responsive and a bit edgier than its flashier sibling. There is more engine growl and you feel closer to the road, yet the poise and refinement are still there. The magnificent road between Caledon and Gansbaai with its long cambered bends were made for this responsive derivative and our Porsche chaperone Teengs Snijders looked very comfortable in the rear seats.

Gansbaai to Gordons Bay was spent with the Panamera 4S which had the specifications of the Turbo, including all wheel drive, without the actual turbo. It’s very refined and sits perfectly in between the other two models but lacks the spirit of the S or the performance of the Turbo.

The Panamera design is a bit like a pregnant 911 although this is not a small car at close to five metres long and two metres wide. Porsche designers have retained the distinctive front end aesthetic featuring the side and bottom air intakes, the flush bonnet, high shoulders and slanted headlight cluster. From the rear and in profile it’s definitely related to the 911.

Inside it’s a very comfortable four seater and sports a distinctive centre console where most of the settings are found. You sit low in the front seats and slightly elevated in the rear without your head getting close the ceiling, thanks to the extension of the roofline and the gradual angle across the cabin. If you’re concerned about luggage don’t be. The boot is huge for a car in this category, which takes us to the business end of the conversation. What exactly is the category?

The folk at Porsche talk about the Gran Tourer and luxury sports segment. They will mention the Maserati GranTurismo the Aston Martin Rapide in the same breath as the BMW 760i and the Mercedes Benz S63 AMG. To my mind it’s closer to the sports end of the spectrum, providing superb performance from the S to the Turbo with luxury surrounds. But, having experienced the BMW, I would say performance is the lasting impression with the Panamera, so it would (prefer to) be more at home in the company of the Maserati and the Aston than the more limousine character of the Merc or BMW. This is a four seater sports car in every sense of the term.

At the time of going to press the Panamera was priced thus:

Panamera S R1 040 000.00

Panamera 4S R1 065 000.00

Panamera Turbo R1 665 000

BMW gives you the usual spin at the drivers’ briefing during the junket – how the Z4 continues a strong heritage of roadsters all the way down to the Milla Miglia of the 50s… blah blah blah. They’ll tell you that the true roadster has the long bonnet, long wheelbase and places you above the rear axle in a must-be rear wheel drive car and that this one is the first with an all aluminium retractable roof… ho hum.

When you drive the car though you realise that there is something different about it. Yes, there’s the usual iDrive, sport setting options and BMW Teutonic styling. There’re even the sensory characteristics of the smell of the leather and the sound of the indicator. But there’s something else – a slight deviation in the curve of the body; a softer look to the interior; a different glint in the eye. The Z3 and previous Z4 were flat in a context of design. The interiors are mere extensions of other BMW models – the unmistakable ‘BMWness’ of the car.

But this Z4 is more sensual in form. Its stance plays with the beauty receptors in the brain. The interior is part edgy part refined and the roadster elements are softened with sweeping curves and sensual lines. Almost as if a woman had played a part in softening a man’s design hand. Well it goes one better because women designed the exterior as well as the interior. Juliane Blasi and Nadya Arnaout of BMW’s Exterior and Interior design teams respectively, play in the man’s world of vehicle design and have pulled off a great coup. They understand why a car is a feminine object and what design elements appeal to those who appreciate the female form.

Picture two guys standing in the cul-de-sac of an upmarket housing estate admiring the car with the hard top up, then with the hard top down – from the front then from the back. Another fellow joins and comments on the poise of the car. We fire it up and listen to the growl of the straight six then we just look at it again. The guys at work have spent a lot of time looking at the car. In fact, wherever you go, guys spend time looking at this car. That low slung derriere and sweeping shoulder line that extends the bonnet to infinity, are hard to take your eyes off.

The interior asymmetry of earlier models makes a subtle return through optical illusion, giving the driver a sense of being surrounded, cockpit style within the car. In true roadster style, you sit in the car, close to the ground without a hope of judging accurately where the long bonnet ends. This is not a car for very tall people and park distance control is standard through necessity.

I had the car for a week on my return from the wet test drive in the Cape and top down is an experience to behold. It’s not a pseudo ‘windows up to protect the hair’ affair but a thrilling ‘wind in the hair’ ride on the rear axle of the rear wheel drive archetypal roadster: just like they said it would be at the drivers’ briefing the week before. Handing the keys back was not easy.

Book a test drive at www.bmw.co.za

I ride a 1978 Vespa 150 SprintV. It’s grumpy on a cold morning and struggles up Joburg’s hills because of two factors; it’s 31 years old and it’s a 150cc. The new Vespa range is very capable, even in the 150 guise but more grunt is always welcome in the manic fast-paced traffic. So the GTS300 now heads up the Vespa range of scooters and is quite a step up from the 250, never mind it leaves the 150 standing.

On paper there’s not much to differentiate the 300 from the 250. Aesthetically there’s an elongated front grille that defines the marquee but it’s under the bonnet, so to speak, that the difference is evident. The 300 is perkier off the mark and wants to accelerate to infinity. There’s also plenty of reserve and that means confidence in keeping up with the traffic. It’s R6 000 more than the GTS250 and that’s something to weigh up in the decision to buy. To persuade you, I’ll say that it is smoother, has considerably more muscle and just feels like a lot more bike for your money – all R85 950 of it.

While perusing the showroom you would have noticed a most un-Vespa three wheeler that almost looks as if it were parked by a cheeky competitor. It’s a Piaggio concept that was abandoned many years ago due to a lack of interest and revived in an era where anything out of the ordinary attracts attention. The Fuoco is a three wheeler with a unique front suspension that allows the two front wheels to move totally independently of each other while remaining parallel.

The sceptic in me said this was plain weird and I expected a cumbersome gimmick with the same appeal as a Chinese knock off. But this is a class act. Its rock-like stability impresses from pull off which, with its 500cc single pot motor, is spectacular. It handles like a superbike and is as comfortable manoeuvring into tight corners as it is opening up on a clear piece of road.

A feature that takes getting used to is the suspension lock which is activated at low speeds and negates the need to put your feet down at a traffic light. On pull off it deactivates over 10kph. Cute, but it flies in the face of any motorcycling instinct. This piece of individualism comes at a price and is being snapped up by former bikers who want the convenience of a scooter but the performance and handling of something bigger. Swipe the card and prepare to part with R129 000.

Play in the Vespa zone at www.vespa.co.za or call 08610 VESPA.

Chris Buchanan

The definition of smartphone is listed on dictionary.com’s 21st Century Lexicon as “a mobile phone with extended features like a personal digital assistant and Internet browser”. It goes on to say that there is no agreement in the industry as to what a smartphone actually is and that definitions have changed over time. Don’t you just love ambiguity?

Well, compared to my current phone the Samsung M8000, Pixon is a Mensa candidate. It has a high resolution touch screen that uses AMOLED technology and the TouchWiz interface on the Symbian S60 operating system. It knows when I want to wake up, when my Outlook appointments, that it’s synced with my PC, are due and that Frank Zappa’s “Babysnakes” is my preferred ringtone. It’s got a great GPS system run by Google and the browser is efficient, easy to use and is as fast as our limited bandwidth will allow.

The multimedia features are also great. It sports an eight-megaixel camera, captures video at 720p HD ready, and has a music player that features music recognition and that makes the walkman, a specialised music player, look amateur. I also loved the Accu weather feature on the widget that pops up off the side of the phone and offers shortcuts to your favourite functions. This is a smartphone in every sense of the 21st Century Lexicon’s definition.

So, why then does Samsung make some really not-so-smart design and operating faux pas? Like the stylus to use with the touch screen. It dangles from the phone rather than slotting into the body and feels as though it was made by the lowest bidder. Lose it altogether is my advice and stay with genuine touch screen interface. Then there’s the keypad. It’s often only available at some serious persuasion, so when checking your messages, be prepared to fight with the phone to get the keypad up to exercise your message options. And the keypad should initiate automatically when you need to enter a password or username, not wait for your request in triplicate. Other than that, this sexy little phone can organise my life with pleasure.

Check out this and other smartphones at www.samsung.com