Honda, long revered not only for the exceptional quality of their vehicles but also for their awe-inspiringly fun, dynamic and innovative sports cars, have realized that their line-up is in desperate need of some excitement – in their drive to become a leading player in the ‘green’ segment, Hondas have become increasingly serious. As such, the public can look forward to many new cars that will not adhere to the quest for high quality and low emissions, but will also be exciting. By 2014, Honda expects to have a presence in several new segments. Locally, buyers can expect no fewer than three new products arriving this year, with the new model offensive getting a kick-start in the form of the latest, ninth-generation Civic.

Visually, the new Civic offers a stylish, mature aesthetic that is simultaneously fresh and evolutionary. While there are some angles that remind of its predecessor, the overall look is modern without being overdone, building on Honda’s “one-motion” profile as displayed with the previous model, but moving it from mundane and predictable to elegant, flowing and understated. It looks smaller even though its size is basically identical to its predecessor, which shows how the shape of a taillight, for example, can influence the visual perception. It’s attractive and perfectly suited to the stature of Civic buyers, who are generally more mature and discerning in their taste. The design also incorporates several aerodynamic features (such as a smooth-bottomed unibody construction) that minimize drag and optimize fuel efficiency and cabin noise.

Honda interiors have always been elegant, well finished and ergonomically sound and the latest Civic is no exception. It retains the futuristic-looking split-level dashboard but the layout and controls have been updated and refined for the new model. While the split-level dash might not be to everyone’s taste, there’s method to the metaphorical madness as it allows all the key displays to be at eye-level above the steering wheel, moving the less important information, the things you do not need to see constantly, to the lower level. Multimedia- and entertainment information is displayed in a new intelligent, multi-information display to the left of the main display and is customizable. You can even upload a photograph of your family to display on the screen if you wish, which is a nice touch. Depending on the model, this system is complemented by Bluetooth, auxiliary and USB audio connections and a fully featured multi-function steering wheel.

Technologically the Civic is also up there with the best, including Motion-Adaptive Electronic Power Steering (EPS) being added to the car’s specification. Combined with Vehicle Stability Assist (VAS), the EPS is a passive safety feature that offers variable levels of assistance to the driver, including improved road holding and reduced fuel consumption. The combined technology also assists the driver with over- and understeer, controlling braking and engine torque as well as applying assist force on the steering wheel to help you maintain control of the car. The Civic also features ECON mode to assist you with learning an efficient driving style.

The new Civic is marginally shorter than its predecessor, but has grown its interior space in all areas, including an additional 75mm of shoulder room, an extra 40mm rear legroom and a boot with 51 litres more space (440 litres in total). The Civic employs the latest versions of Honda’s G-Force Control Technology (G-CON) and Advanced Compatibility Engineering (ACE) to provide the highest levels of occupant protection in front, offset, side and rear impacts. Dual front and side airbags are fitted as standard, along with curtain airbags on all but the entry-level derivative. ABS is included on all models, linked to electronic brakeforce distribution (EBD) and emergency brake assist (EBA).

In terms of engines, the well-known 1.8-litre VTEC engine has been retained, albeit after extensive updates have been made. It can be mated to a five-speed manual or five-speed automatic transmission, as well as three specification levels. Power output from this engine is up marginally to 104 kW at 6 500 r/min, while the 174 Nm of torque at 4 300 r/min provides the Civic with a more progressive torque curve compared to its predecessor. Fuel consumption is a claimed 6.7-litres/100km, while carbon emissions are pegged at 160 g/km.

Expanding the Civic range, Honda has also introduced a 1.6-litre derivative to the range, which employs the two-stage i-VTEC system, programmed fuel injection and drive-by-wire technology. It produces 92 kW at 6 500 r/min and 151 Nm of torque at 4 300 r/min, also with a choice of five-speed manual or –automatic transmission.

The Civic range subsequently consists of eight models, starting with the 1.6 Comfort in manual or auto. Included as standard are 15-inch alloy wheels (with a full-size spare), electric mirrors and windows all round, a height-adjustable driver’s seat, a tilt and reach-adjustable steering column, MP3-compatible single-CD receiver with speed-sensitive volume control, an auxiliary audio connection, a manual air-conditioning system with dust and pollen filter, an info button on the steering wheel, and speed-sensitive automatic door locks with selective unlocking, to name but a few.

The 1.8 Comfort adds heated side mirrors and curtain airbags to this, while the more luxuriously appointed 1.8 Elegance gains 16-inch alloy wheels, a leather-trimmed steering wheel and seats, hands-free Bluetooth cellphone connectivity, iPod and USB slots, a multi-function steering wheel, cruise control with speed limiter and automatic climate control. The range-topping 1.8 Executive adds chrome-finished door handles, front fog lights, electric folding mirrors, paddle-shift controls for the automatic version, Vehicle Stability Assist, a tyre deflation warning system, auto headlights and rain-sensing windscreen wipers.

Pricing starts at R209 900 for the 1.6 Comfort Manual, going up to R229 900 for the 1.8 Comfort, R259 900 for the 1.8 Elegance and R269 900 for the 1.8 Executive. The automatic versions will set you back R221 900, R241 900, R271 900 and R282 900 respectively. All prices include a five-year/90 000km service plan and three-year/100 000 km warranty.

The Civic utilizes a McPherson strut suspension setup at the front and a multi-link configuration at the rear, with Honda claiming that the comfort and handling is improved (less roll) and the harshness reduced. With a launch route incorporating both the Outeniqua and the Robinson Pass in the Western Cape, I was bound to test these claims. Only the 1.8-litre Civic was available at the launch, so I cannot yet comment on the new 1.6-litre model.

The manual transmission was up first and impressed with its precise, short throws. I couldn’t thrash the car through the Outeniqua Pass as I normally would, but this in itself provided an opportunity to experience the Civic in a way that most owners would probably experience it. Steering feel is excellent and it is ridiculously easy to accurately steer the Civic into the direction you want it…and keep it there. The car has excellent composure and the improved torsional rigidity is tangible.

On the way back to George, via the equally entertaining Robinson Pass, the auto impressed as much, if not slightly more. In the automatic application, the G-CON technology assists in holding gears longer when cornering before gearing up (especially when using the paddle shifts), something that really impressed in real life application. The gearbox is smooth, shifts when I would have done so myself and did not once irritate me when negotiating some of the Robinson Pass’s tighter corners. Road holding and steering feedback impressed immensely in these near-extreme conditions and I was genuinely delighted.

I was surprised at how much the new Civic impressed me, to be honest. It’s elegant albeit sedate styling is an improvement on its predecessor and its interior of high quality, these elements combining to create a package that is appealing without considering anything else. The 1.8-litre engine has proven itself over the years, but it’s the solid ride and handling that really impressed me. Add to that the competitive pricing and value for money and it’s clear that the new Civic is a winner.

- Christo Valentyn

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Not everyone was won over by the FJ Cruiser’s styling, to be honest, and I heard several times how it was simply a fake Hummer. The comparisons irritated the living daylights out of me, but I’ve also learned that ‘different strokes for different folks’ and ‘agree to disagree’ are better responses that blatantly disagreeing with someone’s obvious lack of appreciation for good design. My stance on the matter mustn’t be construed as arrogance, though, for while the FJ Cruiser is anything but ‘pretty’, I can appreciate the intelligence and creativity that was employed when the designers were faced with creating a car such as this.

The FJ Cruiser was not meant to be pretty or attractive or even overly macho. I also don’t believe that the similarities to the Hummer-shape was intentional, although the Japanese carmaker would’ve been stupid to not want to cash in on the radical-SUV-based-on-an-army-vehicle craze the Hummer started (and keeps JEEP’s Wrangler alive to this day). In that regard, the FJ Cruiser is similar to the Hummer as it’s based on a real-life war-era legend from the Toyota stable, but where the street-version of the Hummer looks almost identical to the US Army Hummers, the FJ Cruiser is a more artistic interpretation of the original, a modern reincarnation in similar vein to Volkswagen’s Beetle and BMW’s MINI if you will.

The original Toyota providing the FJ Cruiser’s inspiration is the FJ40 from the 1960’s, a vehicle that had several styling features that is today used in the design of the FJ Cruiser. The white roof, the unique combination of the headlights and radiator grille, the shape of the lights, the hidden rear suicide doors that makes it look like the original two-door, how the rear windows wrap around the D-pillars, the big ‘Toyota’ on the grille – these are all examples of the clever design I mentioned earlier. It’s the attention to detail I like the most, not to mention how it’s cleverly positioned between the Fortuner and the Prado in terms of size and price.

My test model was the FJ “Trail” Cruiser, one of three limited edition models that complement the base specification FJ Cruiser. The “Trail” model is identified firstly by its grey-metallic paint (which almost matches the finishing of the alloy wheels, actually), and secondly by the roof rack with its built-in spotlights. Other distinguishing features include a black cover for the rear-mounted spare wheel, a tow bar and an all-weather carpet set inside. Apart from these, there’s preciously little separating this model from the “Desert” and “Sport” models also on offer.

The interior is functionally spartan but not entirely boring. Standard features include a sound system with unique roof-mounted speakers that use the roof lining as sound membrane, as well as jacks for your iPod and USB stick. Also included is a reverse camera integrated into the rearview mirror, cruise control, electric windows, air-conditioning, six airbags and ISOFIX child seat mountings. Access to the rear seats via the suicide doors is limited for anyone who doesn’t buy their clothes in the children’s department, but the cargo area is gargantuan, which emphasizes the FJ’s suitability for weekends camping out in the middle of nowhere.

Under the bonnet you’ll find the same 4.0-litre V6 petrol engine with 24 valves and dual VVT-I that does duty in the Prado, mated to a 5-speed automatic gearbox. With 200 kW and 380 Nm on tap (same as the Prado), the FJ Cruiser feels light on its feet (literally) yet utterly powerful, quite possibly due to its 300 kg weight advantage over the Prado. Fuel consumption is a claimed 11.9-litres/100km (which is just about impossible to achieve) and carbon emissions are pegged at 278g/km. Active headrests, ABS with EBD, stability control and advanced traction control for off-roading (A-TRC) is standard.

Ride and handling on the tar is a bit disappointing, though. The steering is light and the feedback almost non-existent, leaving you with a feeling of wafting along at the best of times. There’s also quite a bit of body roll in the corners, but adjusting the speed with which you approach corners can admittedly mitigate this. What cannot be mitigated, however, is how the car’s nose seems to take a dive when braking – whether it’s quick, abrupt stops or smoother, softer braking over a longer distance, the nose dives irritatingly. It’s not unnerving or upsetting as such, but rather annoying in traffic where every application of the brakes leaves you diving along. Acceleration is depressingly slow but, because of the wafting, you also do not feel that you’re driving too fast. It’s a catch 22 situation, really.

Having driven the FJ Cruiser extensively off the beaten track at its launch, I was already very familiar with the car’s off-road credentials, something that impressed immensely. The FJ Cruiser has excellent approach and departure angles, which, in combination with the good ground clearance and heavy-duty suspension, makes it quite nimble in the bush. It makes use of a part-time four-wheel drive with transfer case, rear differential lock and traction control all adding to its great credentials. In these circumstances, the ride is very compliant with very little unnecessary feedback through the steering wheel, something that inspires more confidence in the bush.

When Brent Ellis tested the FJ Sport Cruiser last year, he fell in love with it instantly, calling it superb. As an off-roader, the FJ Cruiser is superb, yes, but on the road, where it will spend the most of its time, it’s no more than entertainingly adequate. Good space utilization, excellent off-road credentials and a funky image make not a superb car, especially when the heavy fuel consumption, cramped rear passenger space and numb steering feel is considered. It will frustrate you on a daily basis, but will make an excellent second car for the family – the one mom uses for the school run and which stays dirty from weekends in the veld.

Pricing for the FJ Cruiser range starts at R439 900 (with the “Trail” version roughly R15k more), while the similarly powerful Fortuner 4.0 V6 4X4 auto retails for R466 900 and the Prado 4.0 V6 TX auto for R595 700. If it were money, I’d prefer the Fortuner 3.0 D-4D 4X4 auto (R451 200). In fact, now that Toyota South Africa has shown they can build a Hilux right here that’s tough enough to not only survive, but almost win the Dakar Rally, I see no reason why they can’t tinker with the FJ Cruiser and put the 3.0 D-4D engine under that bonnet…

- Christo Valentyn

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No-longer a derivative of the Impreza range (despite the looks), this power-crazed hot-shot saloon has been the dream car of many a teenager, made world famous by the World Rally Championship of course and no less by street racer wannabe video games like Need for Speed. Does this latest incarnation live up to the hype and legacy of its forebear, especially with a ‘boring’ auto ‘box? I was curious to find out because I was one of those teenagers not so long ago…

In the looks department it sure does, and then some. The massive rear wing, flared wheel arches and gaping bonnet scoop are all still there, albeit mildly toned down for the more responsible folk that this century is bringing out of the woodwork. I really do mean mild though, because this car is still as brash and in-your-face as any STI, but with a little more practicality thrown in – you can now, for instance, see the cars behind you, thanks to the wing’s new raised centre section. Beautiful 18-inch gunmetal alloy wheels shroud huge ventilated Brembo brake discs and STI-badged callipers, and the four big-bore exhaust pipes in the aerodynamically-sculpted rear bumper end things off nicely, despite their muted tone.

The inside is just like that of any other WRX sedan model, although with the STI-specific multi-function steering wheel and leather-covered Recaro bucket seats, it’s very snug and cosy, with great sports overtones and a fuss-free appearance. The general layout is ergonomically sound with a neat hang down section and a clean-looking instrument cluster, with red backlighting and a mix of silver and black plastics. The STI has never been famous for a top-quality interior and this one is no exception, but it’s not too bad and it’s easy to get used to.

The quality of the interior has also never bothered anyone who went shopping for an STI, because they went to buy one for one main reason only: performance. As such, this STI isn’t shy on the power front and it has a clever drivetrain to match. Up front, a 2.5-litre turbocharged Boxer engine is longitudinally mounted and mated to a symmetrical all-wheel drive system (and the five-speed automatic transmission I love to hate). Without getting into grave detail, the advantages of this setup are many, with a low centre of gravity, a superbly balanced engine and even power distribution being at the top of that list. Power output is a healthy 221 kW and, with 350 Nm of torque on board, this car will do the 0-100 km/h sprint in 6.0 seconds and top out at 250 km/h, accoridng to Subaru’s claims.

If you’re a bit confused and think I’ve made another typo here, you’re seeing correctly again. Yes, torque is substantially lower in the auto STI over the manual (which has 407 Nm and does 0-100 km/h in 5.2s) and you can blame the gearbox for that entirely: it simply can’t handle the torque. There’s also no DCCD (Driver Controlled Centre Differential), which in the manual version allows you to custom-tune the power delivery between the front and rear wheels. As an entity however, the 5AT ‘box isn’t bad. Changes are reasonably smooth and the paddle-shift manual mode is fun to play with. Coupled to SI Drive (Subaru intelligent Drive) and three drive modes, you can go from tame and lazy to mad and sharp at the turn of a dial. However, the gearbox’s application in this particular car is flawed.

Subaru Southern Africa says that having the STI available with an automatic gearbox will attract a different set of customers to the brand and the model, most of them women. That’s all well and good, but then why not give the STI a gearbox worthy of the badge? Something like a seven-speed double clutch auto (along the lines of VW’s DSG) or even a clutchless manual ‘box (like BMW’s old SMG system), something that will be able to handle the power and torque and befit the performance that such a car is supposed to deliver. Subaru simply doesn’t have a gearbox along these lines to offer. Let’s not forget either that STI owners love to modify their cars. Now, if the 5AT ‘box can’t even handle the car’s standard torque, what’s it going to do when the owner invariably ups the boost?

Speaking of boost, this car’s power is really addictive. Turbo lag is severe and the gearbox doesn’t make it any better, but once the turbo comes on song, you’re off in a wave of torque and a signature Boxer exhaust note (which should really be louder as standard). The all-wheel drive system makes cornering at silly speeds simply exhilarating and the firm ride means you know exactly where the wheels are at all times. Steering is weighty and communicative too – you can simply point and squirt with this car, making you and your passengers grin madly in the process. Grip levels are astounding even with the traction control switched off, but sadly the excitement is only available once on the move. It’s impossible to launch this car off the line, no matter how hard you try or how many methods you explore. It’s a donkey until the boost kicks in – simple as that.

Fuel consumption is naturally heavily affected by the availability of and constant desire to exploit the car’s power, though anyone looking to buy an STI won’t care about this – Subaru claims 10.6-litres/100km on average, but I returned a whopping 24.2-litres/100km while emitting a healthily horrible 249g of carbon dioxide every kilometre I drove. Tip your hat and smirk at the eco-mentalists, why don’t you?

It’s rather expensive too. Including a handy 3-year/75 000km maintenance plan and a 3-year/100 000km warranty, the Subaru WRX STI Auto retails for a delicious R529 000. Affluent die-hards might not sniff at that, but for Mr or Mrs Larney who’s out to buy their first “I don’t care how much it costs, I just want one” car, this is quite a pricey option, especially when price rivals are considered. How about the BMW 1M Coupe? Audi’s RS3 is tasty too, as is the Lotus Elise R and Nissan’s 370Z Coupe – all middle-finger performance cars, and all priced around the same mark as the STI.

You can’t buy a brand-new 1M thanks to limited stock and the RS3 is rather difficult to get hold of as well. That leaves a British nut-job and a Japanese kamikaze pilot and there’s not a chance in this world I would buy this STI over either of the others. If you’re shopping as a petrolhead and you really need an automatic, the Nissan comes with a brilliant auto option too, with a lot more power than the STI and no annoying turbo lag. The STI is a great car, as it always has been. This one just has one major flaw and for that reason alone the Nissan would get my money.

- Brent Ellis

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Photography by Downphorse Automotive Photography. Used with permission.

Indeed, the facelift was announced at the beginning of last year and, around the middle of May 2011, Chevy unleashed the striking new version to the market – sporting a bold new face and two new engines. Hallelujah, I thought – finally the Captiva looks brilliant and with more power, should drive better too. I was given the 3.0-litre LTZ 4×4 range-topper to test and, if the dashing looks were anything to go by, this would be a cracking great car.

I absolutely love what Chevrolet has done with the front of the Captiva. It’s been transformed from being generic and boring to alive and aggressive, thanks to the implementation of the new dual-port grille design you’ll find on everything with a Bowtie badge these days. Headlights are also more menacing, with bold projector bulbs showing they mean business. Clothed in beautiful metallic black paintwork, the car you see in these photos was seriously sexy and the chrome detailing here and there added just the right touch of class and luxury to the design. Besides refreshed wheel designs, that’s as far as the cosmetic changes go for the exterior.

Slight design changes have been implemented on the inside as well, with a more up-to-date modern look and good quality throughout. The LTZ receives brushed metal brightwork and piano black detailing, giving it a premium feel and look, despite the use of plastic instead of real metal or porcelain. A neat climate control display sits atop the dash and if I have to criticise, I’d ask the engineers to do something about the clock, which in its angled and recessed elliptical home beneath this display, cannot be easily seen.

On the driving front, this Chevy was quite enjoyable. With oodles of power thanks to the 3.0-litre V6 petrol engine (190kW and 288Nm), city driving and highway cruising are both effortless. It also sounds rather special and quite different to other run-of-the-mill V6 engines in similar applications. Featuring direct injection and variable valve timing, performance is suitably good, with Chevrolet claiming you’ll get to 100km/h from standstill in just 8.6 seconds and top out at 198km/h – both very respectable figures for a car like this.

They also say that the new engine has been designed with optimal fuel efficiency and environmental responsibility in mind and they’re partly right, if their claims are anything to go by. Combined cycle average consumption is claimed to be 10.6-lires/100km and carbon emissions are set at 253g/km – not really much to shout about, to be honest, especially when in real-life I returned 12.1-litres/100km, despite efforts to drive extra-carefully to bring that figure down. Part of the problem may lie in this car’s transmission, a 6-speed automatic gearbox is linked to an intelligent all-wheel drive system (meaning the car uses front wheel drive until such point as AWD is necessary) and the gearbox tends to hunt a little and hold on to gears more than it should.

Handling is relatively good and thanks to the fat tyres (235/50 R19) you can enjoy a bit of spirited driving through your favourite bends. The low-profile tyres do sharpen up road undulations though and steering communication is a little too muted for my liking. That said however, the combination of power, speed and sure-footedness, makes the Captiva LTZ a lovely car to drive overall.

Being the range-topping model, the LTZ is festooned with mod cons, all of which are standard kit. These include cruise control, automatic climate control, heated front seats with electric driver’s seat adjustment, leather upholstery, automatic wipers, an auto-dimming rear-view mirror, auto-folding, electric and heated side mirrors and a multi-function leather steering wheel with rake and reach adjustment. A good 8-speaker 6-CD/radio/MP3/USB/iPod/aux audio system is standard too, with Bluetooth compatibility. Standard safety equipment includes ABS with EBD and BAS, ESP, hill descent control, hill start assistance, six airbags, ISOFIX child seat anchors, an immobiliser and alarm combination, remote central locking and tinted windows all-round. Captiva has a 5-star EuroNCAP rating.

Captiva’s facelift came at just the right time, if you ask me. The old model’s design was too boring for its segment and the underpowered drive of the smaller-engined models would surely have deterred people away from what is actually a good car [The 2.4 was in fact – and surprisingly – the best-selling model in the line-up – Ed]. Pricing is also good – R441 400 including a 3-year/60 000km service plan and a 5-year/120 000km warranty for the 3.0 LTZ. With new looks, it sure has caught my attention, as it has Honda’s CR-V, Subaru’s Forester, Nissan’s X-Trail, Renault’s Koleos and Ford’s new Kuga, its main competitors.

The Captiva is however the only one of these cars to offer V6 petrol power, giving the 3.0 LTZ version a little bit of an advantage, should you be looking purely for this kind of engine in a car like this. On that basis, I have no choice but to say that the Captiva is the best you can get – but only if you’re going for V6 petrol power. Its minor flaws are far outweighed by its dynamics, looks and driving enjoyment. If you were a bit more sensible, you’d go for a diesel compact SUV, if not for any other reason than fuel economy. Of the bunch, Honda’s diesel-powered CR-V remains my first choice, but that could change in the near future as Chevrolet is – finally – launching the diesel-powered Captiva next week. Watch this space!

- Brent Ellis

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Photography by Downphorse Automotive Photography. Used with permission.

The first thing to note is that the Hyundai Motor Group is not only responsible for making Hyundai and Kia automobiles (Kia Motors was acquired by the company in 1998), but actually comprise several companies that make up the group. These companies are not all related to motoring either and operate in the fields of parts (eleven companies), steel (four companies), logistics, heavy industry, construction (three companies), finance (four companies), IT and software (four companies), advertising and even hotels and resorts. In Korea you will find countless things and places with the “Hyundai” label, but they’re not all related thankfully. Hyundai means “modern” in Korean, which is why the company is called “Hyundai Motors” – Hyundai in itself cannot be trademarked.

The signage may be quite plain, but inside Hyundai Steel, a world-class facility awaits.

A simple model details how iron ore and coking coal is moved from the ship in which it arrives to the state-of-the art domed storage facilities.

The first order of business on our trip was to Hyundai Steel’s plant in Dangjin, a port city south of Seoul (there are also plants in Incheon and Pohang). Hyundai Steel has 63 affiliates and 135 000 employees and a combined annual production capacity of 19.1 million tons, of which 11.5 tons originate in Dangjin. It’s a state of the art facility that’s unlike any steel plant I’ve ever seen: it has its own harbour from where the imported iron ore and coking coal is off-loaded, its own hermetic storage facilities (giant concrete and aluminium domed buildings) and even a recycling program through which scrap metal is reutilized, to name but a few things.

In fact, to set out the entire facility’s capabilities would take another article in its entirety, but what I appreciated most was witnessing the process. At this plant, steel of various thicknesses can be manufactured for whatever purpose necessary, from sheets thin enough for automotive panels to panels thick enough to build ships (which Hyundai also does, by the way). The plant clean, organized and thoroughly impressive, which adds significant value in my mind to the product as well. Hyundai Motor Group is the only automotive manufacturer in the world with its own steel mill and, with a work ethic and commitment to quality that puts South Africa to shame, it adds perspective to the quality of their cars as well.

Putting things into perspective: the storage "domes" are massive concrete and aluminum structures

Putting things into perspective: the aluminum roof structure makes sure no outside contaminants can affect the iron ore

Next we moved to the opposite side of Dangjin, just across the bay, to the city of Asan, where one of Hyundai Motor Group’s core production facilities is located. The Asan plant, covering 1.8 million square metres and employs 4 000 people, manufactures all the Hyundai Motor Group’s 2.0-litre, 2.4-litre , 3.0-litre and 3.3-litre V6 engines, as well as the Sonata and Azera (or Grandeur, as it’s called locally) sedans. It has an annual capacity of 300 000 cars and 600 000 engines and operates with two shifts over 20 hours every day. The build process starts at the press shops, where up to 240 tons of steel is stamped every day to build these cars. It’s an entirely automated process throughout and fascinating to watch the robots conducting their work, from stamping the panels to welding it all together and painting the shell.

The Asan Plant is super-efficient to the extent that 63 complete cars roll off the production line every hour – one every 57 seconds, 1 260 per day. Each car is started only once it reaches the final checkpoint of the production line, where after it’s driven to an inspection point where visual evaluation ensures everything is perfect before it leaves the factory. Each and every car is tested on a special evaluation track before it’s shipped, which means that the odds of something being faulty on your Sonata or Azera when you take ownership is just about non-existent. The Asan Plant also boasts with the largest sewage recycling plant in the country, proving the company’s commitment to the environment.

An aerial view of Hyundai Motor Company's Asan plant

A Hyundai Sonata in the process of being built at Hyundai's Asan Plant

Hundreds of Hyundai Sonatas and Azeras ready to be shipped all over the globe

 There are also plants in Jeonju (where the commercial vehicles are manufactured) as well as in Ulsan, which happens to be the largest assembly plant in the world. The Ulsan plant covers 5 million forest-like square metres, has a production capacity of 5 400 vehicles per day and 34 000 employees (not to mention the pier where 50 000-ton ships can dock at once and the 58 000 trees planted all over the grounds). Hyundai also has plants in the USA, India, China (two operational, the third under construction), India (two plants operational), Turkey, the Czech Republic, Russia (opened in 2011) and Brazil (starts operating in 2012).

Our second day in Korea saw us visiting the company’s Namyang R&D Centre in Hwaseong, another city to the south of Seoul. This is the spiritual and physical birthplace of all new Hyundais and Kias, the place where the initial sketches are done, the clay models are sculpted, the prototypes are built and tested. In fact, it’s a place where I would have wanted to spend an entire week. However, considering the nature of the facility, security is very, VERY tight and we were in fact only allowed in specific areas. A brief introduction detailed the purpose of the facility and what the 10 000 employees do at the 3.47 million square metre facility (that’s 500 soccer fields, in case you were wondering).

The Namyang R&D Centre as seen from the air

It may not look like much, but this is the physical and spiritual birthplace of all Hyundai and Kia models

During our tour, on which we were transported with a hydrogen fuel cell-powered Hyundai bus, we visited one of the facility’s wind tunnels and had the opportunity of being briefed inside the completely soundproof room by one of the engineers. We also visited the technical test centre where we had the privilege of witnessing an actual crash test, a hideously expensive exercise that happens roughly nine times a year. We also had a brief (bus-bound) tour of the facility’s proving ground, which features 34 roads spanning 70km and includes 71 different surfaces. It was very brief and not overly detailed, but nonetheless did much in proving just how much work, planning and precision goes into the development of each and every Hyundai and Kia. And not just in Korea, but globally: there are technical centres in the USA, Europe, Japan and India as well, design centres in the USA and Europe and a 17.5 million square metre proving ground in the USA.

Altogether, our visit to these facilities was an eye-opener of note, putting the Hyundai brand into a global perspective and emphasizing its continuous and rapid growth, not only in terms of volumes and money and profitability, but also in terms of research, design, development and quality. It’s a visit that leaves absolutely no doubt about the creation process and the quality of the products. It should therefore be no surprise to anyone that Hyundai is one of the world’s leading automotive manufacturers, not only in volume (it’s been top 5 for several years already and is aiming for 4 million units in 2012), but also in terms of brand value. In fact, the Interbrand Best Global Brand ranked them at number 61 in the world, a ranking that places them in eighth position in the automotive sector.

The Hyundai i40, a stand-alone model created exclusively for the European market, is simply gorgeous. D-segment wagons are extremely popular in Europe, hence the i40 also being available with a CRDI engine. It's a pity it won't make it to SA - at the right price, it would have been another major success for Hyundai in South Africa

Another Hyundai we'd love to see in South Africa very soon is the Sonata Hybrid, which sports a very funky restyled nose and beautifully sculpted, aerodynamic rear bumper.

The biggest, most powerful and most luxurious Hyundai, which we are unlikely to ever see in South Africa, is this - the Equus.

As a leading automotive brand, it’s also encouraging to see that the company is evolving in just about every way. There’s a new brand image (“New Thinking, New Possibilities”) through which the company is changing the way they do business and the way they are perceived, all in an effort to achieve their mission of becoming the world’s most loved car brand. There’s a new management style as well, which includes more Western thinking, not to replace the Confucianism inherent to the Korean world, but rather to complement it. It places the focus on you and me – the customer – in a global sense while paying attention to cooperation and communication and the respect for talent in the corporate structures.

And it all bodes well for us as consumers, both now and in the foreseeable future. In South Africa, we’re looking forward to the spunky new Veloster and significantly improved i30 this year as well as a variety of newly developed GDI engines. There are other Hyundais I’d like to see on our roads as well (like the super-luxurious Equus sedan, the latest Azera, the Veracruz SUV, the i40 and the Accent hatchback) and, according to a top-level delegation of HMC, we’ll also have the Genesis by 2014. It’s a fascinating time for the company and, indeed, for its customers and I, for one, am excited to see what’s coming up next.

- Christo Valentyn

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Photographs supplied by Quickpic, Christo Valentyn and Downphorse Automotive Photography. Used with permission.

The Kuga is however not new, as it’s been on sale in Europe since 2008. The model we’ve just received is in fact a facelifted version of the original, which will also be used as basis for Ford’s US-replacement of the Escape. Why we’re yet again getting an old Ford is beyond me, but that the Kuga is set to feature prominently on our roads is unavoidable. It’s a handsome SUV, actually, and its bold styling certainly brings something different to the segment. It’s characterized by rather bold styling, with distinctive headlights, a contoured bonnet and a large trapezoidal grille in typical Ford style at the front. At the rear, twin exhausts add some ruggedness, complemented by the pronounced wheel arches, stylish air vents and macho shoulder line.

At the rear you’ll also find a split tailgate with separate access to the top or lower halves, adding significant practicality to the packages. Storage space and practicality appears to be excellent, with second row underseat storage, a generous cargo area and a high compartment sill being some of the key features. Loose items can also be tethered using four D-ring tie-down points, while a one-touch push function for the rear tonneau cover and flexible netting in the luggage area (that automatically moves) is joined to the tonneau cover for maximum security.

Standard specification appears to be good and smart technology abounds. A Ford Power start button, cruise control, Bluetooth with voice control functionality, full leather trim with 6-way electrically adjustable driver seat and heated front seats, electric windows and heated, electric door mirrors are all standard features. Rain sensitive wipers, an auto dimming rear view mirror, Dual Electronic Automatic Temperature Control  (DEATC) air conditioning, rear parking sensors, green tinted privacy glass, 17-inch alloy wheels and a panoramic glass roof are added to the top-spec Titanium models.

The Kuga will only be available with a 2.5-litre Duratec Turbo petrol engine as well as a Durashift 5-tronic automatic transmission. With a maximum power output of 147 kW at 6 000 r/min and a linear torque peak of 320 Nm being available from 1 600 up to 4 000 r/min, the Kuga is capable of a top speed of 202 km/h. The Kuga delivers a combined fuel economy figure of just 10.3-litres/100 km and has an average carbon emissions rating of 244 g/km. A 2.0-litre TDCI option is available in Europe and would’ve been a welcome addition locally, although I have no idea why FMCSA didn’t bring this option. DieselDrive was not invited to the launch event so we can only speculate.

The Kuga boasts an intelligent all-wheel drive system for those who want to use it cross country, while its driving dynamics and steering performance is set to ensure conventional passenger car-like handling. The AWD system uses an on-demand rear-wheel-drive system, transmitting as much torque to the rear wheels as needed to ensure the best traction under all possible cornering and accelerating conditions, while being careful to avoid a negative impact on the fuel consumption. All model and drive types feature standard Anti-lock Braking System (ABS) with Electronic Brakeforce Distribution (EBD) and Electronic Stability Programme (ESP) with Anti Rollover Mitigation (ARM) and Electronic Brake Assist (EBA).

Only two derivatives are available, with the Trend-model retailing for R375 000 and the tops-spec Titanium for R395 00. The Kuga comes with a comprehensive 4-year/ 120 000km warranty and 4-year/ 80 000km service plan. Added peace of mind comes in the way of a 3-year/ unlimited km roadside assistance plan while service intervals are staggered at 20 000 km.

- Christo Valentyn

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Available locally only in Cooper guise, the new MINI Cooper Baker Street has been described by MINI as “an individualist with a taste for extravagance” and brings a number of stylish changes to the Cooper. Bodywork is finished off in Rooftop Grey, with black decals and detailing adding a contemporary touch. Glossy black 16-inch alloy wheels complete the exterior look. Pepper White and Midnight Black paint colours are optionally available as well.

The Baker Street’s interior has been touched up with Rooftop Grey detailing on the cloth/leather combination seats and, along with light grey stitching all around the cabin, is complimented by the Chrome Line interior package. MINI’s Pepper Pack is also fitted as standard on the Baker Street, which includes the likes of air conditioning, a multi-function trip computer, a chrome exterior detail package and front fog lights. The MINI Cooper Baker Street has been named after the underground station above which the Sherlock Holmes museum and Madame Tussauds wax works are situated.

Bayswater on the other hand, is a trendy and vibrant area in London bordered by Hyde Park, Knightsbridge and Notting Hill. “The extrovert sportsman” is how MINI describes the new Bayswater special edition and in keeping with this, the Bayswater Cooper and Cooper S models are sportier than the Baker Street. A brand new colour – Kite Blue – was created specially, while Midnight Black and Eclipse Grey are available as alternatives. The sporty exterior look is completed by glossy black 17-inch Sandblast alloy wheels (which feature bright detailing), a black-painted roof and striped side mirror caps.

Piano Black trim has been used in the cockpit, along with special contrasting blue and grey stitching and Rocklite Anthracite leather seats, with metallic-finished side bolsters. The Chrome Line interior package is also fitted, along with stainless steel pedals and the Pepper Pack.

Engines and transmissions for the new Baker Street and Bayswater special editions remain identical to that of existing Cooper (90kW) and Cooper S (135kW) models, with 6-speed manual or automatic gearboxes on offer. Expect these models at local MINI dealerships by March 2012.

- Brent Ellis

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From the outside, the Hyundai H1 Multicab looks almost identical to the H1 Bus, sharing its attractive, functional shape and friendly design. There are however a few telltale signs that this isn’t a “normal” H1 bus, although only the truly attentive would probably notice: the lower section of the front bumper is finished in unpainted black plastic like the Panel Van, while the taillight clusters are also identical to that model, mostly due to the rear door being hinged on the sides and not at the top as in the H1 Bus.

Where the H1 Multicab stands out is inside however, offering comfortable seating for six, including the driver, as well as a secure cargo hold behind the second row of seats with the capacity to transport a small motor bike, a couple of bales of horse fodder and a saddle or two, or any kind of cargo that would have to be delivered or transported for a business. It’s the kind of vehicle that can do duty as the business runaround and the holiday transporter, ofering a vast amount of practicality for active lifestyles and small business owners.

As with other H1 models, the Multicab derivative has a choice of a petrol- or diesel engine. The 2.4 Theta petrol engine was responsible for the H1’s initial popularity and features Continuously Variable Valve Timing (CVVT) with 16-valve double overhead camshafts to provide a free revving engine that totally matches your driving mood. The aluminium block technology reduces weight to produce a more efficient engine, which in its turn reduces fuel consumption and carbon emissions.

The 2.4 Theta petrol engine produces 126 kW at 6 000 r/min and 227 Nm torque at 4 200 r/min. It reaches a top speed of 182 km/h and will accelerate from 0 to 100 km/h in 17.9 seconds. Carbon emissions have been measured at 240 g/km and fuel consumption of 10.2 litres/100 km has been measured in a mixed cycle.

The second engine option – which is a DieselDrive favourite – is the 2.5 VGTi turbodiesel with four valves per cylinder, CVVT and a Variable Geometry Turbo-charger (VGT) with second-generation common rail fuel injection. The VGT improves torque delivery at low engine revolutions, reduces carbon emissions and improves overall performance. A maintenance-free timing chain is a definite economy feature while the engine provides constant power between 2 000 and 2 500 r/min. The result is a relaxed driving experience due to higher torque.

The 2.5 VGTi turbodiesel produces 125 kW at 3 800 r/min and 392 Nm torque at 2 000 r/min. Top speed has officially been measured at 180 km/h and it takes 14.9 seconds to accelerate from 0 to 100 km/h. Carbon emissions of 257 g/km are produced. This turbodiesel has delivered fuel consumption of 9.7 litres/100 km in a combined test cycle of city and open road driving.

While a slick five-speed manual transmission with well-spaced ratios is paired with the 2.4 Theta petrol engine, a five-speed automatic transmission is used with the 2.5 VGTi turbodiesel in the H1 Multicab. The manual transmission is equipped with a dual mass flywheel for the rear wheel drive to reduce drivetrain noise while an optimised gear ratio and synchro improves fuel economy and ensures an easy, accurate gearshift.

The suspension of the H1 Multicab is a combination of McPherson struts at the front and dual leaf springs at the rear. It is sufficiently robust to cope when the vehicle is fully laden, yet it remains compliant enough to provide the occupants with a comfortable ride whatever the load. The Hydraulic Power Steering (HPS) for the rack and pinion system allows for sharp and accurate handling in the tightest of situations. Front and rear track widths are the widest in the class, allowing car-like handling characteristics and confidence-inspiring roadholding. In fact, drivers will find the H-1 pleasingly easy to park aided by the generous glass area and big rearview mirrors.

A number of storage compartments have been included in the interior design of the H1 range. The console between the driver and front seat passenger is available with a retractable holder for cold drink bottles or coffee cups. When you fold the middle seat in the front of the cabin down, you will find two extra cup holders and a convenient tray. The sun visor on the driver’s side doubles as a cardholder for toll tickets or receipts, while dual door pockets are located in the two front passenger and driver’s doors as useful storage compartments for all the magazines, maps and paperwork that are essential on journeys. The H1 has a twin glove box that serves as safe and convenient storage space for small goods.

The three dimensional cluster in front of the driver with green illumination provides superb visibility and convenience, with an integrated trip computer. In the centre of the Multicab’s matt-black facia is the audio- and manual air conditioning system. The vehicle has a remote bonnet- and petrol cap release that can be opened from the driver’s seat. A full-size steel rim spare wheel is fitted under the vehicle, which can only be removed with the lowering mechanism from inside the vehicle (stored under the driver’s seat in its own compartment). The tools can be reached by opening the flap in the step of the driver’s door.

An all-disc braking system (300 mm ventilated discs at the front and 324 mm solid discs at the rear) with four-channel ABS and electronic brake force distribution (EBD) for maximum distribution of the hydraulic brake pressure ensures secure braking even when fully laden. The 2.5 VGTi derivative is equipped with an Electronic Stability Programme. Dual airbags and outer front three-point seatbelts equipped with pre-tensioners are fitted for the driver and front passenger, with a lap belt for the occupant in the middle. The second bench is also fitted with three-point seatbelts for the passengers on the outer side, with a lap belt for the third passenger in the middle.

But above all, the H1 Multicab is perfect for its purpose. It’s rear-wheel-driven so that when fully laden, the wheels that are carrying the load are also providing traction, leaving those at the front free to handle steering duties. Sliding doors are fitted on either side to ease embarking and disembarking, while the cargo area is totally secure, with sole access being through the convenient swing-type doors that can open at 180 degrees to make loading and off-loading of goods and luggage an easy task.

From the reinforced bulkhead separating the cargo from the passengers (with a glass upper section to add visibility and enabling the load to be monitored) there is a 1 585m load length. The load area features six sturdy lashing points so that cargo can be securely fastened or tied down. With its leaf-spring rear suspension the H1 panel van is rated to carry 1 100kg and tow up to 1 500kg (braked) and 750kg (unbraked). The convenience and security feature list is generous and includes remote central locking, auto-locking doors, a child lock on the rear doors, air conditioning, alarm/immobiliser and an audio system that includes a radio with MP3 player, USB and AUX input ports and iPod adaptability. As with other Hyundai passenger vehicles, an iPod adapter cable is standard equipment.

The prices of R279 900 for the H1 Multicab 2.4 CVVT and R339 900 for the H1 2.5 VGTi include Hyundai’s 5 year/150 000 km warranty and roadside assistance plan, as well as a cost-busting 5 year/90 000 km service plan. Service intervals of 15 000 km for both derivatives contribute to low ownership cost and peace of mind.

- Christo Valentyn

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A new 3.6-litre Pentastar V6 petrol engine is now available in Wrangler models and replaces the old 3.8-litre V6. With more power and torque (209kW and 347Nm), driveability and performance of Wrangler models have both improved considerably. The new engine feels livelier and, with the extra power, the Wrangler is not only faster but more responsive as well. A 5-speed automatic is now also on offer, replacing the old 4-speed ‘box, and for the first time a 5-speed manual gearbox is on offer with this engine, too. Fuel efficiency has also improved, with the combined average claimed to be 10.4-litres/100km and carbon emissions set at 242g/km. The new Wrangler petrol range starts at R369 990.

The big talking point however was the new 3.0-litre turbocharged diesel engine for the Grand Cherokee. Expanding the engine range to three options (V6 and V8 petrol engines have been available since launch), the diesel variant is a welcome addition to the family. With 177kW and 550Nm on tap and a 5-speed automatic gearbox, the new drivetrain has given the Grand Cherokee the fuel efficiency it needed, while still maintaining exceptional value for money. Fuel consumption is claimed to be 8.3-litres/100km and carbon emissions are pegged at 218g/km – fantastically low for such a vehicle. Performance is also spot-on thanks to turbocharging, with the 0-100km/h dash taking a claimed 8.2-seconds and top speed set at 202km/h.

What is interesting to note is that this new engine is perfectly at home running on either 50ppm or 500ppm diesel, which means venturing into rural areas and up into Africa, where low-sulphur diesel is unheard of, is not a problem. Available in either Limited or Overland specification, the new Grand Cherokee CRD models retail for R599 900 and R649 900 respectively, which is exceptional value for money in its segment.

The launch, which took place in the currently rain-ridden Mpumalanga region, involved both tar and dirt driving routes, as well as a mountain climb to our overnight accommodation. Both the Wrangler and Grand Cherokee were brilliant on tar, with the Wrangler in particular showing off its better driveability. The Grand Cherokee was simply superb though and the new diesel engine probably makes it the pick of the Grand Cherokee bunch. It’s smooth and silky with plenty of grunt and fuel consumption is utterly brilliant considering its size and weight.

A route through the Kruger National park was on the launch schedule and it was upon entering the park that we started to feel the wrath of Mother Nature. The planned dirt road from Numbi gate through to Malelane Gate had been closed and, as a result, a tarmac detour via Skukuza was selected as the safest route through the park. Severe flooding could be seen all around though, with every river raging wildly and rain-soaked flat land turning into new water holes. An ordeal developed after one river decided it didn’t fancy the road it was flowing under and, just a few minutes after crossing it in a Wrangler, the road gave way – splitting the JEEP convoy and posing a real problem for those who hadn’t made it across.

Image: Anzet du Plessis, Leisure Wheels

 Having to return back to Numbi Gate and thereafter re-routing via the Kruger Mpumalanga International Airport, a rendezvous at the base of the mountain we would have to drive up to get to our overnight lodge proved to be a nail-biting affair. While waiting for the latter half of the group to catch up and after fording a river (which had risen to such an extent that the water came over the bonnets of the Grand Cherokees, even with their air suspension set to the highest level), it was decided that due to disintegration of the perilous mountain trail and the possibility of not getting down and over the river again in the morning, we would have to find accommodation elsewhere. That in itself was difficult, as the Kruger Park had been evacuated and most accommodation in Nelspruit and surrounding areas was full. We did eventually find some relief at a resort just outside Hazyview however and, after doing a lot more driving than what was planned, we were all relieved to be dry and with something to eat.

It was quite a moving experience, this launch. Not only did we see various animals in the Park (including rhino, giraffe, wildebeest, hyena and impala) and witness the sheer power of water, but we also got to experience these vehicles in extreme conditions – something that is difficult to achieve while conducting a road test. As a result, I came away hugely impressed with the cars and filled with excitement, as the trip was more of an adventure than an inconvenience. The latest generation JEEPs are, in my opinion, simply mind-blowing and truly live up the the brand’s iconic heritage.

- Brent Ellis

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In the past few months I have found that it is nearly impossible to predict a winner. All the years where I was merely a bystander criticising the winners (the times when I didn’t agree, of course) have now been put in perspective. We, as a collective body of journalists who focus our time and energy on every new car introduced to the market, know that most European- and Japanese-origin cars are excellent, regardless of who owns the brand in the new global world of motoring. These are, after all, the cars that have sold the best in South Africa for several decades and the cars many people aspire to own. It’s this knowledge that makes most of the previous COTY winners deserving title-holders in my mind.

In 2011, both the Hyundai Sonata and the ix35 were nominated for SA COTY. A Volkswagen and a BMW went on to become the joint winners.

Yet while the motoring landscape is changing rapidly with a steady influx of Indian and Chinese vehicles, it’s the Korean brands – Hyundai and Kia – that have caught up with the Europeans and Japanese quicker than anyone else. Neither Hyundai or Kia declare their sales figures in SA, but it would change several perceptions if it was widely known just how well these cars sell compared to the cars the general public consider to be the best of the best. Yet we’ve never had a Korean-origin Car of the Year, despite these cars being finalists several times (Hyundai’s i20 cracked a nod in 2010, with both the Sonata and ix35, as well as Kia’s Sportage, making the list last year). In fact, of the 27 winners we’ve had since the competition started in 1986, 16 winners have come from that country where everything perceived as superior hails from, starting with the Mercedes-Benz 260E in 1987 and ending with last year’s joint winners, the BMW 530d and Volkswagen Polo 1.6 TDI.

Perhaps part of the problem lies in one’s perception of a brand. In a previous report on my long-term Volvo V60, I briefly explained how I got a deeper and clearer understanding of the brand once I’d spent some time learning about Volvo as a company, how they see themselves, what they’re trying to achieve in the world of motoring and how they go about achieving that. Having attended several admittedly diverse Volvo events in 2011, I found myself understanding the brand and it’s positioning much better than I had before. I believe this deeper understanding to be invaluable as I can now, whenever next I may test a Volvo, evaluate it not solely on my perceptions of whether it’s “good” or “bad”, but also against the goals Volvo had set for itself.

In 2009, the Genesis was the first Hyundai to win the title of North American Car of the Year. In 2011, the Elantra did the same.

Subsequent to visiting Hyundai Automotive’s operations in Seoul in January, I can boast with the same (if not better) understanding of Hyundai as a brand and Hyundai as a company (which, in case you didn’t know, includes Kia). Seeing the detailed research and development that goes into new models, the advanced engineering utilised in the design and manufacturing of their vehicles and immense focus on quality throughout the entire manufacturing process was an honour and a privilege that I wish upon everyone who regards Hyundais as second-rate vehicles. The Korean hospitality throughout the trip was impressive to the point that I almost felt ashamed for our country’s general lack of respect and decency towards our fellow man, while the pride the South Korean nation takes in their work and their country, and the respect they have for everyone and everything around them, was inspiring.

This year, Kia’s spunky Picanto and Hyundai’s Elantra is on the list of finalists and will, in my opinion, give the other finalists a run for their money like never before. To me, these two are the most likely Korean-origin cars to take the title, should 2012 be destined as the year for South Africa’s first Korean-origin COTY. The Picanto has won several awards globally since it was launched last year, while the new Elantra has just scooped up the North American Car of the Year award, the second time the company has taken the crown in a very important global market.

Will the latest Elantra finally win an SA COTY trophy for Hyundai South Africa?

They are built differently to German cars, yes, but so what? Does that make them lesser contenders? Absolutely not – they’re both excellent cars deserving of their place on the list of finalists. I honestly believe that the time is right for South Africa to have its first Korean-origin Car of the Year and maybe, just maybe, an SA Car of the Year trophy will soon take pride of place on a shelf somewhere in Seoul. The odds are as good that it goes to France or Japan or Germany, as it has several times before, but if ever there was a year in which that trophy belonged in South Korea – based solely on the calibre of the contenders – 2012 would be it. Yes, choosing the Car of the Year is indeed a difficult, delicate matter. When the winner is announced in March, I will most likely be as surprised as everyone else.

- Christo Valentyn

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