WORDS Steve Smith PHOTOS Supplied

It took a certain amount of bravery to accept the Alfa Romeo gig. The storied Italian brand hasn’t exactly had the best run over the past four decades, with underinvestment, identity tensions and reliability issues seeing it rarely get out of third gear. On the other hand, design has always been Alfa Romeo’s strength, and even in the worst years, even if the cars haven’t exactly done the business, they have always looked it.

Which means Spanish car designer Alejandro Mesonero-Romanos must have had a bit of a think before taking the wheel as Alfa Romeo’s head of design. Arriving via VW-owned Spanish brand Seat and Renault, where he was known for designs that blended Mediterranean emotion with German proportions, he would’ve felt just that smidgen of extra pressure: the Alfisti – Alfa’s die-hard fans – don’t merely expect, they demand crackingly beautiful sheet metal. And this tribe is particularly fussy about the brand’s legendary triangular grille – the Leggenda Scudetto (Little Shield). Get it wrong, and swarthy Sicilians will no doubt be knocking on your studio door.

That brings us to the Junior – the first car designed from the ground up by Alejandro and his team. Adding to the challenge was the fact that the Junior would be sharing a platform with other similar-sized EV/hybrid vehicles in the Stellantis group portfolio – the Opel Mokka Electric, Peugeot E-2008, Fiat 600e and Jeep Avenger. It meant limited parameters to produce something that was distinctly Alfa. Plus there was that crucial decision every designer of an EV faces: should it look like an EV (i.e. a bit sci-fi), or should it fit more naturally into the brand’s product lineup?

Alejandro clears up that last notion immediately. “I never thought that being electric or hybrid needs to be formalised or visible in the design of a car,” he says. “I’ve been designing cars for 30 years, and I was there at the start of electric-vehicle design. This was my philosophy, always: don’t do anything differently in the design just because it’s electric. All the customer wants is a beautiful car.”

That, however, is easier said than done when there are economic and technical realities to consider, and not just the art of design. “Aerodynamics, weight and the cost of materials are the three factors that most influence design and limit our work – but we adapt,” says Alejandro. “And we must also add the homologation and regulations imposed by Europe, which are increasingly strict and difficult. I’m used to these constraints. We’re designers, not artists.”

Cue gasps, raised eyebrows and pinched-finger gestures from the Alfisti. But I reckon they can return their hands to their espressos, and cut Alejandro some slack. The Junior is by no means a neutral design, and is easily the best-looking of its Stellantis siblings. It has a front-end with plenty of character – perhaps a little too fussy for some, but I love the reimagined Leggenda Scudetto with its large reproduction of the Alfa Romeo emblem (an echo of which also makes an appearance on the C-pillars). Overall, the body is simple and muscular, incorporating all the values of the Alfa Romeo brand. “It’s intended to democratise Alfa’s sporty Italian design and performance. One of the most important parts of the design was proportion. As with everything in nature, proportion is the first consideration for beauty. Then we applied a design that was a little loud, in order to be recognised on the street.”

In an Alfa, that street cred also demands engaging on-road dynamics and performance. With its purposeful stance, dark 20-inch alloys, and coda tronca (truncated tail), the Junior Elettrica 280 Veloce certainly talks the talk. It walks the walk too – perhaps not quite with John Travolta’s Saturday Night Fever swagger, but confidently enough, thanks to its front-mounted 207kW/345Nm electric motor and, crucially, a Torsen mechanical limited-slip differential. The latter helps with traction out of the corners and, along with a wonderfully precise steering feel, makes for a fun little SUV crossover to drive.

All in all, I’d say job done, Alejandro. I’m looking forward to his versions of the next-gen Stelvio SUV and Giulia sedan, both scheduled for 2027/2028. | alfaromeo.co.za

The range

Alfa Romeo Junior Elettrica 280 Veloce:207kW/345Nm; R999 900. Alfa Romeo Junior Elettrica: 118kW/260Nm; R799 900.

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WORDS Steve Smith PHOTOS Supplied

When the original Volkswagen Golf launched in 1976, it quietly rewrote the rules of performance design. There were faster cars, and more luxurious ones, but none blended everyday usability with sharp-edged intent so convincingly. Over five decades, the GTI has evolved from a stripped-back experiment into a design icon, its visual language continually refined without losing the DNA that made it instantly recognisable. Red pinstripes, tartan cloth, subtle aggression – these cues have been reinterpreted across eight generations, each reflecting its era’s tastes and technologies. This is the story of how the Golf GTI grew up without ever losing its youthful edge. 

THE ORIGINAL STATEMENT: Mark I (1976–1983)

The first GTI was never meant to be a design revolution, yet it became one through restraint. Based on the clean, geometric lines of the standard Golf, its designers introduced a new visual vocabulary for performance: minimal but deliberate. The (now legendary) thin red grille surround offered just enough flair to signal intent without excess. Black plastic wheel-arch extensions gave it a grounded, purposeful stance, while the absence of chrome hinted at modernity.

Inside, the tartan upholstery added personality to an otherwise functional cabin – an early example of performance design extending beyond mechanicals into lifestyle. The Mk1 GTI’s genius lay in its clarity: it didn’t shout; it sharpened.

REFINEMENT AND MATURITY: Mark II (1984–1992)

Reflecting a broader 1980s shift towards rounded forms, the Mk2 GTI softened the original’s starkness. It grew in size, too: a more substantial silhouette, with larger glass areas and smoother transitions between surfaces. Yet, crucially, the GTI identity remained intact.

VW’s designers retained the red grille accent and black arch trims, but integrated them more cohesively into the body. The proportions grew, lending the car a more mature presence without sacrificing its sporty stance. Inside, the tartan continued, reinforcing continuity. This generation marked the GTI’s transition from rebellious upstart to established icon, its design less raw and more resolved.

SUBTLETY TAKES OVER: Mark III (1993–1999)

By the early 1990s, the GTI’s design language became more conservative, mirroring a broader industry trend towards safety and aerodynamics. The Mk3’s rounded, almost softened face reduced the visual aggression of its predecessors. The red detailing remained but felt less pronounced, while the body lost some of the crispness that had defined earlier models.

This was a GTI that blended in more than it stood out. The restraint signalled an important shift: the GTI was becoming less about visual rebellion and more about everyday integration. Design became quieter, almost understated – a theme that would echo in later generations.

PRECISION AND QUALITY: Mark IV (1998–2004)

The Mk4 GTI marked a turning point in perceived quality and design precision. Its surfaces were cleaner, tighter and more sophisticated, reflecting VW’s push into premium territory. The design language became minimalist, with subtle creases replacing overt detailing. This generation was modest in terms of styling, and was the first and only GTI to do away with the iconic red strip in the radiator grille. Nevertheless, the vehicle still became an icon, celebrated today as the starting point of a new, cleaner era of vehicle design.

Aluminium accents and improved materials inside elevated the cabin, moving the GTI into a more upscale space. This generation prioritised cohesion over character, losing some of the earlier models’ playful edge, but gaining a sense of solidity and craftsmanship that would define Volkswagen design for years.

THE RETURN OF ENERGY: Mark V (2004–2009)

The Mk5 GTI reintroduced visual excitement after the restraint of the Mk4. Its design embraced contrast and texture: a bold honeycomb grille, the red pinstripe was back, and sculpted bumpers gave the car renewed vitality. The proportions felt more athletic, with a wider stance and stronger shoulder line. The circular fog lights embedded in the grille became a defining feature, adding a playful yet aggressive touch. For the interior, tartan upholstery returned with confidence, reconnecting the GTI to its roots. This generation struck a balance between heritage and modernity, reminding the world that the GTI could still have fun.

EVOLUTION, NOT REVOLUTION: Mark VI (2009–2013)

Visually, the Mk6 GTI refined the Mk5 rather than reinventing it. The lines became sharper, the detailing more precise, the overall aesthetic more polished. Slimmer headlamps that introduced LED lighting, a narrower front grille with the iconic red pinstripe and simplified taillights all made for a more angular and aggressive design compared to its predecessor.

This was design as iteration: careful, considered and controlled. It was a more “premium” look that avoided over-styling while still maintaining the “hot hatch” identity. The Mk6 didn’t seek to surprise; it aimed to perfect what already worked.

SHARPENED IDENTITY: Mark VII (2013–2020)

The Mk7 GTI embraced angularity, reflecting a shift towards sharper, more technical design language in the 2010s. Built on a new platform, its proportions improved dramatically – it became lower, longer and wider.

Crisp character lines ran along the body, giving it a taut, almost architectural quality. The front end became more assertive, with a wider grille and more integrated lighting elements. Inside, a digital interface began to reshape the cabin experience, although traditional GTI cues remained. This generation successfully modernised the GTI’s design without diluting its identity, achieving a balance between heritage and innovation.

DIGITAL MINIMALISM MEETS TRADITION: Mark VIII (2020–2026)

The latest Mk8 GTI represents the most radical shift in interior design while maintaining a familiar exterior identity. The exterior evolves the Mk7’s sharpness with slimmer headlights, a lower grille and more intricate lighting signatures, including illuminated elements that redefine how the GTI is recognised at night. The red stripe persists, now integrated into a broader lighting narrative. Body surfaces are cleaner, almost minimalist, reflecting contemporary design trends.

In the new interior, physical controls have given way to digital interfaces, creating a futuristic environment that contrasts the tactile charm of earlier generations. Yet touches like tartan seats remain, anchoring the car in its history.

The latest version of this storied performance hatchback launched in South Africa towards the end of last year. Dubbed the GTI 8.5, it features new LED Plus headlights and standard 19-inch “Queenstown” alloy wheels. Inside, the cabin has ergonomically designed supportive seats, a new 12.9-inch infotainment system and a fully digital cockpit.

We’ve purposefully kept performance out of this design-focused feature. But to underline the Golf GTI’s evolution, the Mark 1 boasted 81kW and 140Nm from its fuel-injected 1.6 litre engine, while the Mark 8.5 offers 195kW and 370Nm from its turbocharged 2.0-litre power plant.

There’s more to this latest GTI than mere performance figures. It’s a car that demonstrates how a design icon can adapt to a digital age without losing its soul – proof that evolution, when handled carefully, can be just as powerful as revolution.

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WORDS Steve Smith PHOTOS Supplied

“What’s your favourite car?” It’s a question some folks battle to answer. There are so many great cars, in so many different categories… It can be a bit paralysing.

I remain confi dently limber. My top three may vary a little, but the number-one spot is a constant. Currently, Volvo’s brilliant little electric EX30 is at three; Toyota’s new bulletproof-meets-luxe Land Cruiser Prado is at two; and at one, as it has always been, is the Porsche 911. It’s my Best Car In The World.

The 911 can be an everyday driver in which you pop out to the shop – and when that beautifully machined alloy dial on the steering is turned a few clicks clockwise, it can transform into an out-and-out performance coupé. And then there’s the sublime yet still reassuringly predictable handling… And the famed Porsche build quality that is, quite literally, the definition of German engineering… And, of course, that iconic silhouette. It may have stretched, widened and hunkered down over the generations, but the very first 1964 iteration remains a key strand in the 911 DNA.

So that’s the history lesson. Now, let’s turn to the 911 you see on these pages. There are two things to note:

The “T” is for…

The uninitiated may guess “turbo”, but the “T” in Porsche’s storied nomenclature stands for “Touring”, and can be traced back to 1968, when the first Porsche 911 T was launched. It was positioned as the lower-priced, lower-specced and lower-performance entry point into the world of 911 ownership – and in some aspects, things haven’t really changed. But that’s a good thing. It continues to sport the least-powerful engine in the range (a still-punchy 290kW), but it offers two counterpoints to make it a particularly compelling proposition. One: it’s 40kg lighter than the standard 911 Carrera, thanks to lightweight windows and reduced insulation. Two (and this is the really good bit): it comes with a 6-speed manual gearbox. Essentially, then, with its agile handling, emotive sound, rear-wheel drive and satisfyingly analogue gearbox, this is the modern 911 – for the purist.

The standard Carrera’s 8-speed auto transmission may whip through the gears more rapidly, but there’s something enormously satisfying in the manual change in the T variant, especially when the engine is operating at peak revs. It’s about control over power – a spark that flickers down your own strand of DNA, connecting you back to an ancestor who controlled the reigns of a galloping horse. My guy was probably late for work at the smithy.

It joins all the other sensory inputs flooding your brain with pleasure: the raspy exhaust note from the 3.0-litre 6-cylinder twin-turbo boxer engine; the beautifully weighted steering wheel transferring the road surface through your hands; the adaptive sports suspension that keeps the car planted and tracking through corners, with the tyres’ traction limits clearly communicated through the seat of your pants. And through the muscles in your neck, as the 911 leaps forward from 0 to 100km/h in just 4.5 seconds.

Purist signaling

Many visual features distinguish the Carrera T from other models in the 911 range, not least of them the stickers with the shift pattern logo on each of the triangular rear windows, which tell the world there’s actual manual shift ing going on inside. It also gets an aerodynamically optimised spoiler lip taken from the 911 Carrera GTS; and the inlays on the rear lid grille, the upper and lower trim of the exterior mirrors and the machine-polished light alloy wheels are painted in matching Vanadium Grey Metallic.

If you want to personalise your 911, there are Carrera T design packages for the exterior and the interior. As worn by this 911 Carrera T, you get contrasting Porsche Gentian Blue inlays in the rear lid, and matching coloured Carrera T decals on the front and rear lids and doors. Inside, the standard purist black interior also gets the Gentian Blue treatment with contrast stitching throughout the cabin.

So yes, for me, it’s the best car in the world. And if you appreciate design and engineering in its purist form, then this 911 T – the essence of the contemporary 911 – is the one for you. | porsche.com

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WORDS Steve Smith PHOTOS Supplied

What you’re looking at here is a very significant car for Volvo. Launched globally just ahead of its smaller EX30 sibling, the Volvo EX90 represents the first step towards what this iconic Swedish brand has declared to be a fully electric future. Drawing a line in the snow, they have promised to reveal one new fully electric car each year, selling only EVs by 2030 – and to be a climate-neutral company by 2040. So yes, the seven-seater EX90 spearheads some lofty goals.

However, a quick glance at it might not quite convey that future-forward approach – at least not from an aesthetic perspective. In silhouette, it looks rather a lot like the brand’s big XC90 SUV, and that design is a good 10 years old. Remember, though, these are the Swedes we’re talking about, and if their furniture is anything to go by, their minimalist leanings dictate purity of line and simplicity as the main parameters. If you nailed it the first time, why change it, right?

You’ll be happy to know that there is, in fact, more to the silhouette than meets the eye, and that a closer inspection reveals a purposeful approach to designing a large family car in the electric age. For Volvo’s head of exterior design T. Jon Mayer, that meant finding the balance between customer needs – “we want a big SUV” – and environmental concerns – “big SUVs are usually not very ecofriendly”.

“We don’t believe cars and climate are mutually exclusive,” T. Jon explains. “We believe progressive design can lead to more modern proportions that optimise safety, efficiency and aesthetics.” For him, that boils down to designing for purpose – an underlying fundamental of Scandinavian design – as well as seamless execution and integration of technology.

Let’s start with the aesthetics, then. What, in this case, does form-follows-function mean?

“Well,” says T. Jon, “as we go fully electric, we are progressing vehicle proportions. In the EX90, we’ve taken inspiration from yacht design. The front end is proud and confident, yet more round in overall execution. This enables the air to flow around the car more efficiently from the start. Combined with flush elements such as side glazing, this ensures the airflow remains attached to the car and uninterrupted towards the rear. This new take on electric proportions translates into a coefficient drag number of 0.29 – a very competitive figure for a large, seven-seat SUV.”

The seamless execution and integration of technology T. Jon also talks about refers to another hallmark of the Volvo brand, which of course is safety. In 1959, they famously introduced the three-point safety belt – and the 2025 equivalent is the EX90’s NVIDIA DRIVE system, which provides what Volvo calls an “invisible shield of safety”.

It uses state-of-the art sensors such as cameras, radars and LiDAR, all connected to a powerful in-car computer, to create a real-time, 360-degree view of the world. It’s Volvo’s in-house- developed algorithm that’s the really clever bit, though, harnessing all the sensors (including ones that measure your eye gaze concentration) to keep you and your EX90 safely on the road – even bringing you safely to a stop should you nod off at the wheel.

With its ability to sense the road in front and small objects hundreds of metres ahead, day or night and even at highway speeds, the LiDAR tech is key to this. It employs pulse laser to measure ranges with a high degree of precision and accuracy – and unfortunately, aesthetically speaking, it’s also the EX90’s only design flaw. See that bump on the roof? The one that looks like it might light up with a yellow “TAXI” sign? That disruptor of Volvo’s hallowed design simplicity is the LiDAR sensor.

“The LiDAR integration has been quite a challenge from an exterior design standpoint,” says T. Jon. “In order to maximise its effectiveness, it needs to be high up on the roof. As we worked with our engineers, we figured that in the animal kingdom, you don’t have your eyes on your knees; you have them as high as possible on your head for optimal vision. Hence our very deliberate stance to beautifully integrate the LiDAR into the centre of the roofline to ensure superior vision and detection up to 250 metres, even at night.”

Not everyone is convinced by the “beautifully integrated” bit, but fortunately such unwanted intrusions weren’t something Lisa Reeves had to worry about. Lisa is the head of interior design at Volvo – and automotive interior designers really love EVs. Not only does the chassis architecture – a longer wheelbase combined with short overhangs and batteries placed low between the wheels – mean more interior space to work with, it also gives them licence to push the aesthetic and material boundaries.

“We have worked to redefine luxury,” she says. “And we’ve done it by using more sustainable, lightweight materials that really feel tactile and are of premium quality.”

Lisa and her team have, for example, used Nordico upholstery created from recycled material such as PET bottles, as well as bio-attributed polymer from forests in Sweden and Finland. “Our designers have put so much effort into designing the grain you can feel on the surface of the Nordico material,” she says, referring to the intricate texture of ridges and valleys that’s reminiscent of miniature landscapes. “We’re very much motivated by the values of the brand, meaningful design and how to create intelligence through functionality. The ambition with the EX90 was to create the living-room feeling – so imagine yourself getting into the car, feeling at home, cosy, warm…”

Flex your right ankle and you’ll be feeling more sweaty than warm and fuzzy. Powered by two electric motors, the EX90 boasts a mighty 380kW and 910Nm – sufficient power and axle- twisting torque to propel this three-tonne vehicle from 0 to 100km/h in 4.9 seconds. That’s rudely quick for a Swede. | volvocars.com

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The Range Rover Velar has a powertrain to suit every client, including a fuel-efficient P400e plug-in electric hybrid that offers up to 64 km of electric-only driving. The P400e complements the Range Rover Velar’s effortlessly balanced and composed driving dynamics, with a suite of advanced chassis and suspension technologies providing a confidence-inspiring drive on any terrain.

The plug-in electric hybrid powertrain provides the best of both worlds, combining a 105 kW electric motor with an Ingenium petrol engine to deliver effortless, hushed performance.

The balance of electric-only driving and petrol performance makes the Range Rover Velar P400e perfect for short urban trips and longer journeys, allowing for zero tailpipe emissions on daily drives and a combined 684 km petrol-and-electric range for longer trips, with fuel consumption of up to 1.6 L/100 km.

With a combined 297 kW and 640 Nm of torque from its 221 kW 2.0-litre four-cylinder Ingenium petrol engine and 105 kW electric motor, the Velar electric hybrid can accelerate from 0–100 km/h in 5.4 seconds and reach a top speed of 209 km/h. The Velar P400e can also travel on electric power alone at speeds of up to 140 km/h.

Drivers can select from three driving modes:

• EV Mode – prioritises running solely on electric power using the energy stored in the battery, for quiet, zero tailpipe-emissions journeys.
• HYBRID Mode – intelligently blends EV and conventional driving, according to the road, journey and set destination.
• SAVE Mode – prioritises the combustion engine as its energy source, maintaining the battery’s state of charge at a chosen level, which can then be used at a specific point in the journey.

Clients can conveniently charge their Range Rover Velar in three ways. The P400e is one of the few plug-in electric hybrid vehicles capable of rapid DC charging, with a 0–80 per cent charge possible in as little as 30 minutes away from home using a 50 kW charger. At home, it can charge from 0–100 per cent using a 7 kW AC charger in 2.5 hours, while three-pin charging is also possible when required.

Clients are also able to control and monitor their home charging on a smartphone via the Remote App, which can also precondition the cabin. Clients can set charging times to take advantage of energy-efficient off-peak tariffs, or simply to suit their lifestyle.

Advanced suspension options

Optional Electronic Air Suspension delivers luxurious ride comfort, with a range of additional features designed to make life easier, while also improving the Range Rover Velar’s all-terrain capability thanks to a maximum ground clearance of 251 mm. Elegant Arrival automatically reduces the Velar’s body height to aid entry and exit, while Auto Access Height lowers the maximum body height for access to height-restricted garages and car parks.

The Electronic Air Suspension system is also self-levelling, maintaining the optimum ride height when towing or carrying heavy loads, improving occupant comfort and ensuring a composed drive. It also assists when hitching a trailer, or when loading or unloading from the boot – controls inside the luggage compartment can raise or lower the suspension by 50 mm.

Build your own Range Rover Velar now.

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Audi has unveiled its latest masterpiece in design and innovation: the all-new Audi A5. Elegant, dynamic and unmistakably Audi, it’s a car created not just to be driven, but to be an experience in itself.

Every curve is intentional, every detail crafted to connect with the person behind the wheel. Ultimately, the new Audi A5 is designed for the inspired.

A sound experience like no other

Inside, the cabin turns every journey into a private escape. The Bang & Olufsen premium 3D surround sound system, now integrated into the headrests, envelops the driver and passengers in an immersive sound experience.

Technology that puts you in control

A curved OLED display and passenger screen pair form with function, giving you effortless control in every drive.

Light, reimagined

The Matrix LED headlights and OLED rear lights are as functional as they are beautiful. With animated sequences and intelligent illumination, the road ahead is always clear.

Inside, a panoramic glass roof shifts its transparency between clear and shaded sections, to regulate natural light, creating the perfect ambience for every drive.

Intelligence at your command

For the first time, the Audi Assistant powered by ChatGPT introduces more than 800 voice-controlled functions, giving drivers seamless access to convenience and innovation.

The all-new Audi A5 with its refined design, intelligent technology and confident performance is designed to inspire.

Discover it for yourself and experience progress in its most inspiring form.

The post Designed for the Inspired: The All-new Audi A5 appeared first on Visi.

WORDS Steve Smith PHOTOS Supplied

Cars don’t get better than the Porsche 911. They really don’t. It’s oft en described as the Best Car In The World, and if you’ve been lucky enough to drive one, you’ll know that it thoroughly deserves those capital letters. Offer it a box and the 911 will tick it: timeless, understated design; impeccable build quality; snap-your-head-back performance (if you want it); comfortable drive-around-town docility (if you want that)…

Sure, it’s the design element that first hooks you, with the silhouette of the very first Porsche 356 made back in 1948 still baked into this latest-generation 911 – but driving one confirms its title. Flick a couple of switches and it’ll behave like a proper supercar; but with its relaxed and comfortable driving position and sophisticated manners, it can also contently pootle down to the shops. Put it this way: driving a 911 is the same “Oh, right; I get it now!” moment you experience seeing a Rothko painting in the flesh for the first time: it looks cool in photos, but actually seeing (or in the Porsche’s case, driving) one is practically transcendental.

Porsche is not just good at making the 911, though – the crew of its design studio in Weissach are also meisters at making special editions of this iconic model. Created as part of the Heritage Design strategy, the Spirit 70 is the third 911 variant that’s taken its cues from earlier models in the brand’s celebrated range. The first in the series was 2020’s Targa 4S Heritage Design Edition, which recalled the style of the 1950s and early ’60s; it was followed by the 911 Sport Classic in 2022, a nod the 1960s and early ’70s. All have been limited-run editions – and in keeping with that strategy, only 1 500 Spirit 70s will be made.

It’s a clever piece marketing, too: not only does it off er a special edition (and who doesn’t love a special edition?), it also shines a sparkling disco-ball light on the Exclusive Manufaktur department that allows you to customise your Porsche. There are currently more than 1 000 Porsche Exclusive Manufaktur options and, given that the average sales per vehicle with Exclusive Manufaktur options have doubled in the past five years, Porsche is planning on expanding the items in its goody box even further.

The galvanised gold-plated Porsche heritage badge on the grille of the boot lid is reminiscent of the badges awarded in the 1950s to Porsche 356 owners when they reached the 100 000km mark.

So what exactly makes this 911 Spirit 70 different, then? Well, nothing under the skin. It’s basically a 911 Carrera GTS Cabriolet, which means it’s a performance hybrid with a newly developed 3.6-litre boxer engine that offers 398kW and 610Nm under your right ankle. That skin, though, is a different story. And who better to tell it than designer and project lead Thorsten Klein?

“This car never wanted to be shy or decent, so we created two new colours,” he says. “One is Olive Neo – a fresh interpretation of the olive- green from the ’70s; we also have a new Bronzite accent colour that can be found on the Fuchs rims, and on the front and back accents of the car.

“But the 1970s were also vibrant and loud, and we really wanted to do something with strong graphics. So I identified the safety graphics of the ’70s as an iconic theme to reinterpret. [Back then, sports-car drivers applied longitudinal stripes to the body of their car so that they were easier to see in the rear-view mirror at high speeds.] In the Spirit 70, the 911 logo continues in these stripes; we even have them on the roof of the convertible top.”

The ’70s theme continues inside the car with a wonderful reinterpretation of its famous “Pasha” chequered velour seat fabric – a popular choice for Porsche 911s, 924s and 928s back then. “Pasha is a reinterpretation of a start-and-fi nish-line flag, so it shows a lot of motion and emotion,” says Thorsten. “But for me, the old version of Pasha was also cosy and comforting. The interior features heritage Porsche crests on the steering wheel, a galvanised gold-plated limited-edition badge on the dashboard, and a leather option with contrast stitching in the Basalt Black club leather interior.”

Word has it, the Weissach design studio crew are already planning the next iconic reinterpretation – a 1980s-inspired special edition. Please pass my asymmetrically zippered jacket… the one with the shoulder pads. | porsche.com

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WORDS VISI PHOTOS Supplied

It’s all bulging muscles testing the seams of a waxed Barbour jacket, wearing handmade leather Wellington boots and squinting at you from under a Harris tweed flat cap. It’s King Charles’ ex SAS bodyguard walking the Scottish heath, with a vintage Purdey shotgun in hand and an SA80 assault rifle slung beneath the Barbour.

The fire power is a BMW-derived 4.4‑litre Twin Turbo mild‑hybrid V8 engine with 467 kW and up to 750Nm, allowing it to hoof from 0-100km/h in 4.0 seconds. So yes, it’s very, very quick. But very quick is never our focus at VISI… our design lens means we’re much more interested in why it looks the way it does.

Exterior

Both taller and wider than the standard Defender, The OCTA features bulging wheel arches that house chunky Goodyear Duratrac tyres fitted to its off-road racer-like 20-inch wheels. All of that, along with its deeper, more menacing grille flecked carbon fibre trim accents on the bonnet vents, side fender surrounds, and bumper inserts will likely see you doff your cap and quietly make way off the hiking path.

Our test vehicle was painted in Charente Grey, but other options include Petra Copper, Carpathian Grey, Patagonia White Matte and the next-level menacing Octa Black you see in these images. With a deep, black as the base colour, over 30 external elements – from scuff plates and tow hooks to badges, exhaust tips, and even the grille’s oval – are finished either gloss or satin black. This one’s more brooding gangsta than Kinglsey Holgate … like a menacing Heathcliff if Guy Ritchie did Wuthering Heights.

And just in case you’re not entirely sure who you’re dealing with, every Defender OCTA bears the badge of an encircled diamond graphic. It’s a gloss black diamond within a machined and sandblasted titanium disc and serves as confirmation of provenance – an octahedral shape derived from a cut diamond, the toughest and most desirable mineral.

Interior

Inside the OCTA, the design philosophy shifts from brute spectacle to refined utility and sensory comfort. It’s part command centre, part luxe Highlands retreat where our hero can both direct operations and enjoy  the deeply bolstered “Body and Soul Seat” (BASS). This techno wonder allows the driver and passenger not just to hear, but to feel the music through vibro-acoustic feedback via the 700-W Meridian sound system. It’s a “tough luxury” ethos where you can choose the cut of your cloth. There’s semi-aniline leather with Kvadrat textile trim, or lighter Ultrafabrics PU options that claim to be about 30% lighter, but as durable, as traditional leather.

The Defenders interior has always been one of the model’s greatest strength, so changing it too much is a smart move. There is a new 13.1-inch touchscreen that take centre stage, anchoring a modern infotainment interface, while the centre console is redesigned for storage efficiency, with some stealth hiding places for your mobile phone. Or Glock.

Controls remain tactile where needed, minimalist elsewhere. Though one button does demands your attention … an OCTA-badged button on the steering wheel. While pressing this doesn’t quite launch a spray of surface-to-surface missiles, it does provide quick access to all the vehicle’s performance settings. The effect is not dissimilar. Basically everything is then dialled up to 11. A single press the engages Dynamic Mode, making steering, throttle, suspension, and exhaust more responsive. A long press engages the dedicated, off road-performance-focused Octa Mode, engaging a clinching of the buttocks.

What may also cause that involuntary muscle contraction is the price. The base price is R3,66m and our test car had a further R183k worth of extras. Just before you Google price comparisons with other off-road nutters – likes of the Mercedes-AMG G63, Lamborghini Urus and Porsche 911 Dakar that can also boast big power numbers – bear in mind that crew doesn’t quite have the offroad chops of this Defender. With new hydraulically‑interlinked 6D Dynamics suspension technology alongside extensive hardware and geometry changes, the OCTA’s dynamic capabilities go beyond what any Defender has achieved before. And the Defender has achieved a lot before.

For the record those competitors mentioned earlier are well into the R4m and even R5m bracket. You can unclench now. | landrover.co.za

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The post Off-road Gangsta Vibes appeared first on Visi.

WORDS Steve Smith PHOTOS Supplied

What you’re looking at here is the most anticipated Lexus yet to come to South Africa. Why? Four reasons: 1. We love a 4 x 4 down here; 2. We especially love a Toyota 4 x 4; 3. We even more especially love it if the words “Land Cruiser” appear next to the Toyota name plate; and 4. We really love a powerful engine.

What does all this have to do with the Lexus GX 550? Well, Lexus is the luxury arm of the Toyota colossus, so this car can basically be described as a very fancy Toyota Land Cruiser Prado, with a bigger engine under that sculpted bonnet. Which makes this Lexus total catnip to South African SUV lovers. In fact, all 400 of our allocated units were immediately sold.

Of course, the characteristic that really interests us at VISI is not so much the GX’s rugged off -road capabilities or bigger engine, but rather its design. And, from that perspective, what makes it the most interesting is how Lexus has morphed the Toyota Land Cruiser Prado’s retro-inspired aesthetic into a big, and rather beautiful, slab of Brutalist architecture on wheels.

Exterior

Both the Land Cruiser and the GX share the same robust GA-F global architecture platform with its tough- as-nails body-on-frame construction – and you can definitely see similarities in the overall silhouette and the rear shoulder line. The point of difference comes in with the nose and rear treatment, where the Lexus crew have applied the brand’s “Next Chapter” design principles, specifically adapted to suit the demands of off-road driving. The iconic Lexus spindle grille is now an integral part of the vehicle’s shape, fl owing into the bodywork and creating a more unified look, while the muscular wheel arches accentuate the large alloys, enhancing the vehicle’s stance and conveying a sense of power. Pulled-back front pillars, a lengthened hood and short rear overhangs add to this experience of power and agility.

Visually, it’s a great balance between rugged, functional boxiness and refi ned luxury, which is most evident in the SE derivative, with its seven-seat configuration, auto-retractable side-step rails and 20-inch alloys. You also get the more off-road-focused Overtrail version with all-terrain tyres, 20mm wider tread, and reinforced under-protector.

Interior

The interior offers a lovely duality to the SUV’s design character: complementing the rugged, capable exterior are luxe interior elements imbued with that unmistakable Lexus sense of craft and refinement. Take a step up onto that retractable side-step, and you’ll soon find yourself in the latest model to adopt Lexus’s human-centred design approach to automotive interiors.

They call it Tazuna, and it involves creating a driver’s cockpit in which all principal controls and information sources are positioned for use within just the smallest movement of the hand or the eye. The inspiration is the ease with which a rider controls a horse with the slightest adjustments of the reins – which is what “Tazuna” means in Japanese. The horizontal instrument panel and lower beltline give the driver a good all-round sense of the vehicle’s attitude and position on the road at all times, while the prominent 14-inch touchscreen display provides clear, swift access to multimedia functions. It’s a comfy environment too, with the driver’s seat designed for optimum support around the waist and pelvis, and cushioning sculpted to keep the spine and head stable.

The power

I know we’re all about design, but we have to at least mention the engine – mostly because there’s little doubt regarding Toyota Land Cruiser Prado owners’ jealousy on this front. As opposed to the 2.8-litre four-cylinder turbodiesel that the Land Cruiser Prado shares with the Hilux bakkie (150kW/500Nm), the GX features a twin-turbocharged 3.5-litre V6, producing 260kW and a healthy 650Nm of torque. Paired with a 10-speed auto gearbox, it’ll provide all the power you’ll need, whether you’re on tar, gravel, or more challenging off -road terrain.

So many, many reasons to covet this Lexus… | lexus.co.za

Pricing

Lexus GX 550 Overtrail 3.5T: R1 766 000 | Lexus GX 550 Overtrail 3.5T Bi-Tone: R1 776 200 | Lexus GX 550 SE 3.5T: R1 829 000

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The post Thou Shalt not Covet Thy Neighbours Lexus appeared first on Visi.

WORDS Steve Smith PHOTOS Supplied

Round or square? It’s bit like the “chicken or beef?” query extended by uniformed flight attendants. In this instance, it refers to the kind of headlamps you want with your new Land Cruiser. And like the cruising-altitude question, this one is equally moot in South Africa: usually, there’s only chicken left; and when it comes to the Land Cruiser, all the special-edition round-headlamped Toyotas have already been sold.

It speaks to just how revered this Toyota model has been since it was first launched back in 1951 with the legendary BJ series. Subsequent models of the iconic Land Cruiser literally put Toyota on the map, selling about 11.3-million vehicles in more than 170 countries, and helping to build Toyota’s reputation for reliability, durability and the ability to tackle rough road conditions. As we all know, if you want to drive across Africa, there’s really only one automotive brand you want to do the job; such is the trust Toyota and its off-road models have built.

That means there was a fair amount of pressure when designing this new iteration. After all, the last one proved so popular, there was no need to follow the usual four-to-five-year life cycle that models usually go through before a new one appears on the showroom floor. The last Land Cruiser Prado was launched 15 years ago…

What, then, do you focus on when designing a new Land Cruiser Prado? Toyota’s chief branding officer and senior general manager of design Simon Humphries is here to highlight three key areas.

Capability

“Number one is capability, and at the heart of this is the GA-F platform,” he says. “Reliability and durability are built in, and performance over rough terrain is on par with the flagship Land Cruiser 300. This capability is now more practical and accessible than ever: this is the first Land Cruiser to have electric power steering, rather than hydraulic, which improves ease and comfort on the road and reduces kickback off it.”

Intuitive Operation

“Vehicle control is fundamental to building trust between driver and machine,” says Simon. “We designed the cockpit controls to be easy to identify and operate by feel alone. We sought the expertise of Dakar Rally champion Akira Miura, no stranger to driving under pressure in extreme environments. He told us it’s crucial that the interfaces support the driver, with maximum accuracy and minimal eff ort, whatever the conditions.

Beauty is function

“Every aspect of the design is based on the premise that beauty comes from functionality,” says Simon. “Proportions are calculated for manoeuvrability in extreme environments. The sides are kept slim, the overhangs short, the corners carefully sculpted. The low beltline, narrow A-pillars and angular structure are designed for maximum visibility and easy, accurate orientation. Customers also reminded us of the importance of damage mitigation and repairability. And so the high-mounted headlights are designed to rise above debris – and long savanna grass. The segmented front bumper is designed to be easy to repair.”

What’s also unmistakable in this form-follows-function design are the various nods to its ancestors. Whether it’s the round headlights that recall the early Land Cruisers of the 1950s and ’60s, or the square headlamps that are a shoutout to the 60 Series of the 1980s, the new Land Cruiser features a slew of retro elements, as well as a silhouette and proportions that clearly reference its design heritage. The classic Land Cruiser silhouette is underpinned by a strong horizontal axis, and the long bonnet, upright windscreen, short front overhang and distinctive trapezoidal wheel arches are all markers of the Series 40, 60 and 70 models. “This is not just an homage, though,” points out chief designer Yoshito Watanabe. “It interprets these elements in a modern way that evokes the essence of Land Cruiser.”

I can happily report that they got it spot-on. We spent two days driving the new Land Cruiser Prado through southern Mozambique, where it proved to be the consummate road-trip vehicle on tar – and supremely capable on the sandy dune-belt back roads near the coast. An adjustable stabiliser bar reduces suspension travel and ensures on-road stability, while the Multi-Terrain Select system allows you to toggle through terrain types such as Sand, Mud and Rocks when you head off -road.

There have been some mutterings about the Land Cruiser Prado’s engine not being powerful enough for a car of this size – it has the same 2.8-litre 4-cylinder turbodiesel found in the Hilux and the Fortuner. I wouldn’t take any notice of those mutterings: the new 8-speed auto gearbox seamlessly harnesses the engine’s 150kW/500Nm for plenty of overtaking power, and results in sub-8L/100km fuel efficiency on the open road. The drivetrain is also flexible enough for a clever Crawl Control system that will save you from blushes when stuck in sand or mud by slowly testing each wheel for traction, before delicately freeing itself from the whole sorry situation.

As you’d expect, there are plenty of 4x4s around coastal Mozambique, and heads wearing looks of envy whiplashed as we drove past. Which brings us back to that chicken-or-beef question… Most in our eight-car convoy preferred the First Edition’s round headlights – an opinion that, I suspect, is echoed by many prospective Land Cruiser Prado customers. And while all 200 round-lamp vehicles allocated to South Africa have been sold, the good news is the lights can be ordered from Toyota Genuine Parts. |
toyota.co.za

What its designers say…

Chief designer: Yoshito Watanabe “My Land Cruiser roots lie in my childhood – my father owned a nice one. The design theme is ‘Back to the origins with new values’, so we needed to understand the Land Cruiser legacy inherited from previous generations, but also push ourselves to design everything anew.”

Exterior design: Kosuke Kubo “Stripping away all that is redundant, and in pursuit of simplicity, I aimed for a timeless design, so that its owners could treasure it for a long time. It is designed for functionality, with a low horizontal beltline to allow a better feel for the car’s behaviour and to enhance visibility.”

Interior design: Hidemasa Komatsu “What is a ‘high-quality tool for professionals’? It’s something reliable that makes its owner confident. It’s treasured for a long time, and it’s shaped with meticulous attention to detail that reflects its true nature. The interior was designed with such intent.”

The Range

2.8GD TX: R1 296 300 2.8GD VX-R: R1 448 900 2.8GD First Edition: R1 462 400 2.8GD First Edition Bi-Tone: R1 472 600

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The post The Story of an African Icon appeared first on Visi.