Finding out we were on our way to ODI created further excitement as I had thrashed my Carrera RS around the tight circuit and wanted to feel if this 575hp and 700nm beast could be tamed.

However, when we got there the circuit could not to be used that day and this was the first test – to see if my mind could actually accept this enormously capable car as a real GT or Grand Tourer and not a super powerful toy.

We were given the opportunity to feel the acceleration of the W12 6.0 litre down the drag strip (0-100 in 4.6 seconds) and see it reach an almost 260kph indicated (short of a maximum of 318kph) before climbing on the brakes to bring down the hefty 2 320kg to a halt – a formidable task but one that the new-age Bentley is more than capable of achieving. Doing an impromptu slalom back down to the start/finish line just to feel if the all-wheel drive system can bring the directional stability in tow was not what was expected from my passenger, but as he was not unduly unsettled, it is clear that this type of manoeuvre is well within the confines of its ability.

An emergency stop test by pulling up the emergency brake button (the handbrake is automatic on such modern machinery) brings the bulk to a controlled stop with braking being applied to all four wheels in a well orchestrated stop. Even trying the same run in Sport mode there is still no tyre smoke just a strong push in the back, but it does ensure a little crisper exhaust note, slightly longer rev range and an improved measure of sprightliness that is more than acceptable for such a heavy package.

Doing an emergency lane change is the next order of business. For me this is not something that particularly impresses. Any modern electronically-controlled kit, especially in this market, should be more than able to handle it. What I wanted to see was whether Brian, Bentley’s director of powertrain, chassis and motorsport had told the truth – the electronics have been improved to be “intelligent” and can tell when you know what you are doing and will allow you some element of control (read ‘play’). Well, into the chicane we go, lift off, swerve right and miss the imaginary child, flick left – and yes the electronics do allow some element of driver skill. And all I could think was, wow can we try that on the track please?

After a brief lunch it’s my turn to drive the Continental GT on the road for a real world driving test. Yes, you can use this car every day. I am not sure how you get your mind around driving an over R3 million all-wheel drive coupe (burning on average 16.5 l/100km) in SA traffic daily, but let’s say this mindset is one you can live with – what a daily runner.
The ACC or cruise control is a dream. Set it to any speed (let’s say 120kph) – even driving at 20kph in traffic. It targets its radar on the car in front and as that car speeds up and slows down so do you.

Fitting my tall frame behind the wheel and still leaving me enough space to fit in the back is for me the litmus test of a daily driver, not whether it has two or four doors. It is all luxury inside and the traditions of old school charm such as knurled buttons are there, surreptitiously designed into the back or sides of the knobs – just to let you know you are still in one of the few hand-finished cars around.

On the open road just light pressure on the loud peddle propels this 4.8m behemoth to the next light year, this is the true measure of any GT car. No pointing and squirting today, just unadulterated power aplenty to move you from one GPS co-ordinate to the next in the utmost style.

The new design changes are understated but when parking an “old” GT next to the “new” one, the crispness of style and design changes certainly bring it to the next level and even though these are seemingly small changes the overall package is much more appealing.

For more information about this sleek new Bentley Continental GT visit www.bentleymotors.com

I’ve recently come on board as an Audi ambassador, and to be honest, like most women (and here I AM generalising), I know very little about cars. Upon being told that I was getting an A7 Sportback in Dakota Grey, I was satisfied thinking I knew the specs. Only upon receiving the car (my 30th birthday present), did I realize that it was a very legitimate non-sexist question that was asked when total strangers asked if they could see what was under my bonnet.

Under my Audi A7 Sportback’s bonnet purrs a 245kW 3.0 TFSI engine. My baby is fast – very fast. With her seven-speed S tronicdual-clutch gearbox, she’s likely to draw some envious stares from both genders. One of my favourite moments thus far was filling up my tank at a local petrol station. I had eight petrol attendants gather around to check out the engine and a minor scuffle ensued when all of them rallied to wash the windows. The other drivers smiled politely and waited. The quattro® all-wheel-drive system means that her feet are always firmly planted on the ground, no matter the attention that she receives and the terrain she delves into. And yes, she’s a ‘she’ since she has no problem taking directions from Satnav via the MMI (Multi Media Interface).

I’ve found that there’s an air of opulence and simultaneous simplicity about my car – and while that might sound like some of the cheesy lines I’ve been known to utter on Top Billing, there’s nothing cheesy about the A7Sportback.  I’ve just returned from a cruise through Franschhoek and the surrounding mountain ranges and I’ve enjoyed the handling and technology that makes this one of the most gorgeous cars on the road. Of course, I may be prone to superlatives, but they’re not out of place when speaking about the design of this car.

Now, about the boot space – even JLo’s booty would be considered small in comparison. Kim Kardashian’s would come a distant second. The convenience of being able to fully open the boot with a push of a button means I can load my golf bag easily and still have space for a Jimmy Choo sale stash. In fact, I can do two golf bags and then some. Another attractive addition is of course the integrated rear spoiler, which aids downforce at higher speeds (the demand at Jimmy Choo sales sometimes requires one putting the stiletto to the pedal to the metal).

I recently returned from Monaco where I joined the Audi dealer network to test drive the new Audi A6 – a model quite similar to mine.  With similar engine specs, it would be fair to compare the handling of the car on even the most deceiving mountain passes. I also got a chance to chat to members of the Audi design team. The design of the A7 has hailed praise as “the most beautiful of all Audis” – well, precisely a car fit for an ex-beauty queen. But, what also impressed me was the consideration for green credentials that has gone into the design of these cars. Even my A7 Sportback comes standard with Audi’s Start/Stop Efficiency System, which switches off the car when stopped at a traffic light.

In terms of safety, the usual suspects are present, of course: all-round airbags, ABS brakes and dynamic stability control. The parking camera and assistance are very useful – especially since I struggle to park even the smallest of cars.  The A7 Sportback is nearly five metres long, almost two metres wide and almost one-and-a-half metres tall. And yes, size does count! The dimensions give it an aggressive, sporty appearance. But, though it’s a very capable sports car, the comfort and smoothness make it quite akin to the flagship Audi A8. The high centre console and dashboard makes driving it feel like being in the cockpit of your own private jet and I definitely feel like I’m going places!

I’ve always been a fan of precision German engineering – in fact, my fiancé is imported from Deutschland.  And he’d definitely have no problem if I’d compare him to my A7 Sportback. This one’s a keeper!

A7 review

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I took delivery of one of the first Minis to come off the boat in 2001. It was a real head turner and you could get away with murder in the traffic because Minis were still cute and full of novelty value. The Clubman got those heads turning again but Mini has become a popular brand in South Africa so they’re ubiquitous and quite ordinary.

Well, I drove the new Mini Countryman recently through the streets of Johannesburg and had regular Mini drivers turning their heads at a car that’s clearly a Mini, just bigger and edgier and it has four doors. There is also something called legroom at the rear and a fair amount at that. The Countryman was greeted with very mixed feelings in the looks department among the motoring press, some loathing it and some, I for one, quite liking it.

The front grille is squarer and lines are more deliberate, obviously wider, longer and higher. Over-extended wheel arches scream off-roader and if you’ve seen the VW Cross-Polo, it’s similar in the way it looks like the ultimate utility vehicle for a nice drive into the country, onto the beach to a good left break or up a fairly tame dirt track to a paragliding take-off spot, or isolated waterfall. I would stay clear of the Richtersveld.

That said, it is the framework for Mini’s return to the WRC in 2011, so it intends to be a performance off-roader and I think it would be a whole lot of fun on some of our better dirt roads, particularly in four wheel drive guise – dubbed ALL4.

We drove the regular version, two wheel drive, normally aspirated 1.6 litre, through suburban Johannesburg, to a remarkable property in the Cradle, and then back into town in the ‘S – ALL4’ with its turbocharger and meaner deportment.

All the Minis I’ve ever driven, even the Clubman, have been like weather-proof karts. They nip in and out of gaps, making traffic a pleasure and they make parking so easy – exactly what they’re designed to do.

The extra weight of the Countryman’s new doors and back seats, together with its higher centre of gravity, have come at the expense of its manoeuvrability and speed off the mark. So, it’s no longer designed to be a metrosexual’s exciting runabout, it’s designed for the active individuals who own the coolest sport vehicle that won’t have to be sold when their first kid comes along.

Mini also introduced us to what will no doubt become standard in its cars in time to come – Mini Connect. It works with your iPhone to deliver the internet, a Twitter app, all of your files and media, and your phone contacts for telephony. The giant speedometer needle makes way for the interface and you get your speed reading from a funky outer edge needle. There is talk that Mini Connect will evolve to accommodate Blackberry and the others but iPhone is the preferred partner for now and it shared the launch stage of the Countryman with Mini South Africa through the Core Group.

Here comes the part where you ask “would you buy one?”. The challenge will be justifying the price because at around R300 000 for the Cooper and R400 000 for the Cooper S, you’re beginning to punch above the car’s weight in terms of segment, so you’ll want to maximise the use you get out of the car and be very serious about your active lifestyle. So, no I wouldn’t buy it.

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I was taken aback by the beauty and serenity of such a small town.  No wonder it continues to be a popular destination for both tourists and senior citizens entering retirement.

Knysna was recently named as one of the Top 100 Destinations in the World and one of the Top 25 in Africa in the Trip Advisor Travellers’ Choice Destinations Awards.

The trip to Knysna with three other journalists was an adventure on its own. We set off early arriving in Knysna just in time to quickly check in at the Rex Hotel before heading for a boat cruise and lunch.

The minute we stepped off the plane time seemed to have stood still for a while. It was the relaxed nature of how people do things and take in the beauty of their surroundings. As we drove through to the Rex Hotel, our home for two nights, we were introduced to Knysna through visuals of what to expect and the secret of its winning formula to lure visitors into this town.

We got to relax on a cruise which allowed us to take in as much of the water scenery while enjoying the deliciously prepared seafood feast. A visit to the Elephant Park later that afternoon proved more adventurous as I found myself holding on tight to my colleague as we rode one of the elephants on a relaxing trail around the park.

Dinner was at Zachary’s Restaurant at the Pezula Resort Hotel & Spa where the infamous French football team stayed during the 2010 FIFA World Cup. It was one of those rare moments when you get to experience fine dining with the most important person in town, Sean van Eck, the CEO of Knysna Tourism. We even had a grand tour of the hotel’s rooms – stunning indeed. Zachary’s food is divine and a true palate anytime of the day.

The next day, we drove to Rheenendal situated west of Knysna for a guided walk of the forest. It is here that you will be mesmerised by the late Dalene Matthee Big Tree towering at 40 metres high. Her 1984 book which was an international success, Circles in a Forest is a novel about the extermination of the elephants and the exploitation of the woodcutters of the Knysna forest. Our guide, Enrique Jantjies from the Forest Walk & Tours explained that Matthee often visited the forest to replenish her soul and write stories.

Lunch was at one of the restaurants at the edge of the water, the East Head Café, before heading off for the tour of the Knysna Township, a township with a view. Emzini Tour’s guides Ella Mahlulo and Penny Mainwaring cause a stir when they drive through the township. Children know they will get sweets and through their project initiatives, they have developed a dog feeding scheme. I have never seen such healthy looking township dogs.  As we drove through the township, we were introduced to various communities and their projects and sampled local food on the way.

The beautiful encounters ended on a high note with dinner at the Phantom Forest, 2010 winner of Africa’s leading green hotel at the World Travel Awards. This luxury eco destination was the perfect location at which to end two days in South Africa’s own paradise.

Denise Mhlanga travelled courtesy of Flight Centre, Knysna Tourism, 1time airlines and The Rex Hotel part of Three Cities Group.

Knysna

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The BMW fellas always put together a car launch which keeps you in the car for as long as possible. They spend time finding the bits of road that suit the character of the car to bring out the best in the vehicle and to give you the best conditions possible for formulating your driving perception.

So how do you as the marketing team, put together the perfect drive for the new X5? Some die hard off roaders might suggest a padded cell or a suburban driveway with a speed bump or two to really rattle the “soft” all roader. BMW looked further afield to the Tsitsikama passes, the forests around Knysna and the farmland of the Karoo to provide a showpiece of terrain that would represent the capabilities of the car and, heaven forbid, place it in territory that might even test it to the limit.

Guy Kilfoil, head of BMW marketing, says the route was chosen to showcase what the X5 will end up doing 90 percent of the time – thundering along the open roads. Then some soft off-roading on good quality dirt roads and then a bit more extreme off-roading through forest tracks in the realm of the elephants and forestry personnel-only access in some of the country’s most beautiful terrain.

The essence of this mid-cycle facelift is a combination of the power plants, drive trains and optimised efficiency, with a couple of superficial aesthetic changes to make sure it looks different to the previous model.

Two petrol engines are offered – the now well-known three litre straight six twin turbo motor with the XDrive35i nomenclature and the 4.4 litre V8 win turbo dubbed the XDrive50i. Then two diesel variants are on offer, both with the same three litre straight six diesel motor but the XDrive30d has a single turbo unit and the XDrive40d has the twin turbo.

All models are fitted with an eight-speed Steptronic gearbox as standard and what the manufacturer calls Efficient Dynamics, consisting of brake energy regeneration and things like demand controlled ancillary components. Basically, more output is delivered in a greener and more fuel efficient way.

Our route took us from George, up the Robinson Pass, onto some farming stock dirt roads and back down the Outeniqua Pass into George. We then took the old George/Knysna Road, exiting in the Wilderness for lunch at Views Boutique Hotel and Spa.

On the fast sweeping bends of both mountain passes the X5 is extremely at home helped by the 255/R55 rubber, XDrive, every driving aid available and a suspension system designed to keep the car level with the road. The car was equally at home on the good quality dirt surfaces and our braking test on dirt from about 70kph, saw the X5 stop without so much as a twitch.

After lunch it was into the forest proper, the cultivated pulp forests initially to get to the heart of the indigenous Knysna forest. Apart from one or two short wheel spins, there was nothing the car couldn’t handle. One or two steep sections called for hill descent control but there was no really tough off-road terrain, unlikely in the car’s lifetime anyway.

The aesthetic changes to the X5 give it a more masculine presence and first model X5s look a bit thin and malnourished alongside. True to form, it is a pleasure to drive on a good tar surface and I think the XDrive40d and the XDrive50i will make superb towing vehicles for the caravan, boat and small beach buggy holiday train.

As an off-roader it’s a more than capable vehicle but we never encountered deep sand or mud. Kilfoil is adamant that a diff lock is not a consideration but I think it would give the X5 a little more ‘go anywhere’ cred.

This is a fantastic cruiser and a great driver’s car. You can add safety features and driving aids like lane change warnings, as well as entertainment for the kids in the headrests. It will get you to the coast in luxury and it will get you around town easily and relatively efficiently – everything the luxury SAV segment was designed to do.

Historically this ski region was reputed as one of the most affordable snow holidays in the world. However its popularity has begun to drive the prices a bit, while the current European economy ensures that the surrounding bankrupt states no longer flock to the slopes in their usual drones. My time spent there on two occasions has spoilt me with excellent skiing and boarding with uncrowned slopes.

In terms of accessibility, it’s not bad when compared to other venues visited in Europe. A 10-hour flight to Madrid, then one-and-a-half hours to Barcelona, then a beautiful three-hour coach trip to the resort. This routing also affords you the opportunity to stop over in on of my favorite cities – Barcelona. Also consider access via Toulouse (France).

The two villages worth investigating in Andorra are Soldeu and Arinsal. If you were to go for more than a week, I would suggest splitting the holiday and staying in both. This way you will get to cover plenty of slopes, while appreciating each village and its unique qualities. My favorite is Arinsal for its ancient granite, slate and pine architecture, narrow streets and beautiful river flowing through the town.

Soldeu is built up with large hotels and apartment blocks and offers a distinct variety of slopes. It’s the more commercial with plenty of bars and restaurants while providing other activities for non skiers like snowmobiles and husky-driven sledges. I can certainly recommend the Sports Hotel (4*) and the Sports Hotel Hermitage (5*). My first choice is The Hermitage conveniently situated next-door to the ski lifts facing the mountains and it has a world ranked spa. The ski shops are a snowball’s throw away, while the bars and restaurants are in walking distance so no hacking up icy pavements with awkward boots and skis. Eating outside the hotel, consider Border del Rector for traditional Catalan cuisine and live music – not close by, but you can be collected and dropped off at the hotel. Also consider the oldest building in town; a renovated cattle shed called Fat Albert’s. Party time is all in walking distance at the Iceberg, small but lively. The T-Bar afforded us a few very large nights while the Roc seemed to be the after party.

Soldeu provides excellent slopes that consider the beginners and the more advanced both on skis and snowboards. The ski region is called Grandvalira, which fits into a 15km valley with 110 runs. The summit is 2 560m accessible through a network of 66 speedy lifts and new gondolas and cable cars. There is a snow park and half pipe for the boarders, while 40 percent of the slopes manufacture snow. On the slopes you will find a number of beautiful spots to rest and take a meal or sip on a warming rum and hot chocolate.

Arinsal is the quintessence of a quaint ski village. Surrounded by steep hills and pine slopes with an icy river that dissects the town, everyone seems to know each other. It is popular for the British skiers; hence a bit more courtesy is noticed on the slopes. There are plenty affordable deals on self-catering apartments from 25 Euros per person per night. Everything is in walking distance, while the ski shops and ski lifts are all central. Hotels to consider here include Hotel Diana Parc (5*) and the Hotel Princesa Parc (4*) both within 200 metres of the main ski lift and all the bars and restaurants. When you are in Arinsal, you will go to Quo Vadis the top bar in the resort and expect J&B shooters with Kevin. You will spend a lot of time here. The similar applies to the Derby Irish Pub, also run by South Africans. Looking for some traditional fare, then it’s off to the Rocky that serves excellent Catalan cuisine, or the Surf for some great Argentinean meals. The restaurants double up as bars, while the disco pumps at El Cau and the crazy Mexican cave bar Ciscos will groove on late.

The slopes here are fewer than Soldeu, but very different, with a healthy span of off-piste. Here there is less traffic on the slopes. The area of Vallnord offers 93 kilometres of marked runs serviced by 43 lifts. The gem here is a region called Arcalis that is 2 625 metres at the summit, with no accommodation, and very few people know about it. Other attractions are the igloo bars that move each year. Here you enter an igloo built for the season with various rooms and ice sculptures and good music inside and out. Again I recommend the rum and hot chocolate generally served by an attractive Argentinean. An event to look out for here is the Big Snow Festival in March 2011 with DJs and bands. A sweet combination of snow and music.

For additional information contact Andrew on travel@liveoutloud.co.za / andrew@peakincentives.co.za.

When asked to drive a car worth over R700 000 and you agree to certain liability you would think this would create a bit of nerves, but it wasn’t the car I had a problem with it was the short flight from Johannesburg to Nelspruit with a mere 50 or so ‘suicide missioners’ that made me sweat and make dear friends in a hurry. After half an hour of torturous turbulence and meeting a sweet American tourist who tried his best to distract me with touristy questions that he clearly would have already got answers from the South Africa guidebook in his lap, we landed at the quaint thatch-roofed airport ready for our luxury car experience.

Our first introduction to the cars was to be chauffeured off to our overnight destination, Oliver’s Restaurant and Lodge and first impressions would definitely last. The sexy new Panamera 4 is not the kind of car you would allow your children to taint with sticky fingers but it’s definitely understandable why it is being marketed as the preferred ‘mommy car’ of the Porsche range for those who want a sportier-looking car to the Cayenne. Although I packed rather light and my four fellow female journos were also surprisingly light on luggage, we were still remarkably impressed by the space in the boot that can comfortably accommodate four suitcases.

Although the car is kitted out with a complex-looking control panel of buttons, everything makes sense. Not distracting the driver in any way there are no gimmicks when it comes to a Porsche – every aspect has functionality. The short drive to our accommodation was enough to get me fired up to be in the driver’s seat going back to Johannesburg the next morning.

Until then we would be rewarded for the traumatic flight with the most incredible meal at Oliver’s and adorable lodgings that made me think there had to be an easier way to get to the area to enjoy this again.

In the morning we paired up into navigator-driver duos and were on the road early enough for me to panic about morning dew and possible rain and did I remember where the windscreen wiper was– I was told not to worry, obviously they were on sensor and would work automatically if need be, silly me. Before I knew it I was putting foot through the Mpumalanga Highlands Meander and my navigator Kate had to point out that we seemed to have lost the rest of the convoy behind us… oops! The car drives like it’s on rails even around sharp corners and having to overtake massive trucks, at no point did I feel like the car had the control. From the outside the Panamera 4 appears on the large side, when I first saw it I addressed concern that being five foot I probably wouldn’t be able to see over the bonnet but of course the seats and steering wheel are adjustable for height and comfort and once inside the car isn’t as big as it seems.

Let’s get technical
The Panamera 4 offers Porsche Traction Management(PTM)  with active all-wheel drive; seven-speed Porsche-Doppelkupplungsgetriebe(PDK), (Porsche Double-Clutch Gearbox), acceleration 0-100km/h in 6.1 sec. The smooth drive and stylish interior make the driver feel just as comfortable as any of the passengers which adds to its appeal for use on those long family drives down to the coast. And the car is a gem on fuel, only averaging 9.6l/100km with the benefit of Auto Stop Start which not only saves fuel but lowers CO₂ emissions. You also have the option of hitting the Sport or Sport Plus buttons, allowing the driver to activate (and heighten) all the relevant systems in the car from optimum fuel economy to high or maximum performance – making changes like sharper throttle, brake pads closer to discs and longer and sharper gear changes noticeable.

Those not used to the power of the Porsche Panamera will be surprised at the ease of increase in speed and the gentle hum that would make it a pleasure to drive through Melrose Arch without drawing too much attention – who am I kidding? The car is hot, everyone will be looking at you anyway.

For more information visit www.porschejohannesburg.com

Lotus cars have picked up somewhat of a reputation for being exciting but lacking the refinement that defines supercar status. Chris Buchanan drives the new breed of Lotus The inimitable Jeremy Clarkson has an ongoing laugh with Lotus that he can actually fit into and drive their cars, which is where I thought I would start after taking delivery of the Lotus Evora 2+2. My seven foot Kiwi mate actually managed quite well getting his gargantuan frame in to the passenger seat but would have found it nigh impossible to actually drive the car with his knees round his ears. Suffice it to say that the Lotus is not exactly the perfect car for a seven foot frame but then not many cars are.

I left the Bryanston showroom lower to the ground than I’ve ever been before in a car of any kind, surrounded by an interior of stitched leather, plush carpeting and a very attractive controls layout which included air conditioning and all the extras you’ll find in a luxury vehicle.

My expectation of a kart in drag was completely unfounded, as was my bracing for an unusually hard ride on Johannesburg’s infamously badly potholed roads. The Evora is solid and every part a supercar as far as build and feel are concerned – less so as far as ride is concerned because it handles the excuse for roads with exceptional aplomb. This is no bone jarring ride where a kidney belt comes standard. The chassis, while stiff enough to induce confidence, is surprisingly forgiving.

The 3.5 litre V6 power plant is shoe horned into a miniscule cavity behind the driver and sounds fantastic as it propels you to 100kph in 4.5 seconds. Sport mode, available in the Lotus Sport Pack, heightens throttle response and adds a bit of a growl through the exhaust, as well as adds stability through the traction control.

All of the above combine to render sublime performance and kart-like handling. If you point the car in a direction, it will go there. It will then exit the corner without so much as a twitch with all the power you have the balls to muster on a quiet suburban road.

And it does all this with every person you encounter staring at you as though you were from another planet. Most of the other supercars are pretty much clichéd in the northern suburbs of Johannesburg, so when something as rare as an Evora pulls up outside the school drop off zone, even teenage petrol heads, who think they’ve seen everything, leer at you.

It is definitely unusual in the looks department and deceptively large when you are in the car, problem is, be careful what you wish for if your mid-life transition is what’s fuelling your desire. When I said it was low, I meant it, so the reason it is so nimble is also the reason you have to develop a technique when getting in and out of the car.

This may not be classified as a supercar in a recognisable definition but it is most certainly a car that punches way above its weight.  For my money it certainly has attained supercar status in the way it performs, its handling prowess and its drop dead looks.

Lotus Position

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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