Just in case you haven’t noticed – the personality of the top-end sports car has changed drastically in a few short years. Size does count… and the smaller the better.
Well that’s what the manufacturers tell us as virtually every new model emerges with decreased engine size but, miraculously, better top speed, acceleration, fuel consumption and emission figures.
And the clue is in those last two words. Environmental regulations have shepherded us into a sterile new world where normal aspiration is no longer the norm and turbocharging is de rigueur.
If you are suffering from displacement envy, you could still go for a Ferrari F12 TDF 6.3-liter V12 or even a Dodge Viper 8.4-liter V10. But, I fear, they are a dying breed.
And how can you logically argue in favor of cubic centimeters when one of the fastest production cars on the planet is the Tesla Model S P100D – an all-electric family four-door sedan!
The new Porsche 718 Cayman, and it’s virtually identical topless twin, the 718 Boxter, follow the genes of the new generation and are now turbo fours rather than flat sixes and are trimmed down to a mere two liters.
In a weird way it echoes the ethos of the man who founded the company back in 1931.
“In the beginning, I looked around and could not find the car I&#8217;d been dreaming of: a small, lightweight sports car that uses energy efficiently. So I decided to build it myself,” said the late Ferdinand Porsche.
But don’t confuse economy with performance – the new 718 will whisk you to 100km/h in under five seconds and the S (with a 2.5-liter engine) shaves off another half second.
Turbo lag is fast becoming a part of ancient history and, thanks to a crafty fellow called Dynamic Boost, the new models are practically as spontaneous as their predecessors.
The Helshoogte Pass in the Western Cape linking the winelands of Stellenbosch and Franschhoek provided a fine test of the retuned chassis for dynamic cornering and the more direct steering.
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What you may miss are the gutsy aural tones of old and the subliminal thrust of the bigger engine. But get over it; you are helping to save the planet in a vehicle that is technically superior in every way.
So now that performance across the spectrum is merging closer and you can no longer brag about your brutish motor, we can get to the real selling point – looks.
And that can be dangerous ground. How do you compare a Ferrari 488 with a Lamborghini Huracán, a McLaren 570S with a BMW i8?
The difference I see with Porsche design is that they retain a more understated, almost sculptured design throughout the range. And that includes the more “modestly” priced 718 Cayman.
Porsche assert that the 718 embodies the shapes and proportions of legendary mid-engined racing cars like the 550 Coupé , the 718 GTR Coupé and the 904 Carrera GTS, which is all rather romantic.
Yet the new Cayman certainly catches the eye with a front end that is wider and more muscular in appearance, the narrow front indicator lights winking above the enlarged air intakes, and completed by the newly designed bi-xenon headlights with integrated LED daytime running lights.
And the derrière, which really seemed to be unfinished before, gets a major makeover through an accent strip in shiny black with the Porsche badge emblazoned on it and very fancy see-through tail lights.
The interior is everything you would expect from Porsche with all the controls (apart from the hard-to-find hazard button) at your fingertips amidst a tasteful, if safe, blend of leather and metal.
Although the familiar environment has been upgraded with new elements, the instrument cluster could have been blessed with a stronger dose of new age technology. Like the Audi TTS Coupé which has emerged with what is claimed to be the technological benchmark and is certainly impressive.
The virtual instrument cluster is in the form of a high resolution LCD screen that switches between a classic view with round instruments, to a futuristic full-screen view at a touch on the multifunction steering wheel.
It seems that some marques have remained conservative when it comes to forsaking the classic dials and embracing modern virtual displays.
Hopefully Porsche will lead the way in developing the future sports car with their Strategy 2025. The aim is to blend the history and values of the brand with innovative technologies. And they state clearly that digitalization, connectivity and, of course, electromobility will play a major role.
Let’s not forget that Porsche is one of the most profitable car manufacturers per unit in the world and makes more money for Volkswagen than the VW brand itself. Although VW sell about 25 times more cars!
In 2015, Porsche deliveries were up 19% up on the previous year with revenue rising by 25% to $3.6 billion. And in a tough year for global automakers, Porsche managed to keep the Zuffenhausen flag flying high in 2016.
Driven by Ferry Porsche’s dream of the perfect sports car, the company follows a plan called the Porsche Principle – basically to get the most out of everything.
“From day one, we have strived to translate performance into speed – and success – in the most intelligent way possible. It’s no longer all about horsepower, but more ideas per horsepower. This principle originates on the racetrack and is embodied in every single one of our cars.”
So reads the website blurb. And it is the way you feel behind the wheel of every Porsche.

Defending The Cayman

Rihanna is a hit machine churning out more number one songs in the charts than any other artist. Sometimes I feel that the world’s manufacturers churn out motor vehicles sticking to a formula and are too scared to rock the chassis.
Rihanna’s secret is that she and her producers know how to reinvent her vocal and, of course, physical attributes on a regular basis.
Recent proof was her rendition of Four Five Seconds along with 72-year-old Paul McCartney wearing no make-up.  Rihanna that is – I think Paul had been touched up a tad.
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I am inspired by two brands that have taken that leap from mahogany road, overstuffed seats and polished hubcaps to leading the way in design and performance without sacrificing their iconic image.
Not that long ago, when I was rather disappointed that a certain manufacturer didn’t seem to be embracing the modern era, I was curtly reprimanded. “Our customers don’t like to lose the identity of previous models.”
Really? Is that emanating from solid market research or a bunch of dinosaur designers not willing to stray from the well beaten path of history?
But there are some brave creative souls who are proving that even dramatic design changes do not have to harm brand identity in any way – and are being rewarded at the dealerships.
A decade or so ago, Jaguar and Mercedes Benz were the flagships of the successful executive – a bold presence, but overly solid, conservative, regal and the antipathy of a performance car.
There had been the major sporting exceptions of course, the stunning E-Type Jag, the revolutionary Merc 300SL Gullwing in the fifties… but they did little to change the ‘senior citizens only’ image of the badge.
Fast forward to March this year. A standard Jaguar F-Type R V8 (limiter off) smashes the South African land speed record on the Upington Airport runway. The timekeepers settle for a split of 294.68km/h although the supercar reaches over 300 on one of the runs. And the 13-year-old boast of the Porsche 911 GT2 is a distant echo because nothing on earth has the auditory snarl and crackle of the top of the range F-Type.
While Rihanna sings about Four Five Seconds, the F-Type blurs to 120km/h in just four seconds and with the Dynamic Mode switch flipped back it is a ride that stirs the adrenal glands like very few mechanical steeds can.
I did say standard – but there is very little about this Jag that is standard as it has transmogrified, along with sister company Land Rover, from British aristocracy to adopted Indian parents Tata Motors.
It is, in my (and my wife’s!) not always humble opinion, one of the best looking sports cars on international shopping lists and has managed to pull off that most difficult of design challenges – jaw dropping looks that retain all the elements of class and style.
And the muscular and raunchy front end is matched by a menacing rear with four trumpeting chrome-embellished exhausts that show that this car means business. But unlike the Alfa 4-C which is never happy poodling along suburban lanes, the F-Type doesn’t show withdrawal symptoms when idling to the corner shop for a pint of milk.
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And while mahogany has long given way to carbon fiber and burnished metal, the interior is neither flashy nor contrived. A symphony of red and black leather delicately stitched throughout, an electronically adjustable flat bottomed steering wheel that seems built for your sweaty palms and controls that don’t need an MBA course to understand. The infotainment touch screen is relatively basic but superbly user friendly.
It is no wonder that the F-Type, which made its grand entrance as a convertible, has helped to keep Jaguar sales stable despite the economic downturn and collapse of car sales
in Europe.
In South Africa, you can step in to a F-Type Coupe for less than $80,000 but the beast, the supercharged 5.0 liter V8, is going to set you back around $130,000.
It’s not just Jaguar who has been pushing the boundaries in the 21st century. Mercedes Benz has disposed of stuffy design and average performance, to the extent that AMG, once the rebels who souped up the basic Benz, have been fully incorporated into the brand since 2005.
The latest AMG offering is set to accelerate pulse rates on the highways and racetracks of Africa. It is the metamorphosis of the 2015 World Car of the Year into a BlitzBenz which must be about the best performance per dollar that you can get.
While the C63 AMG it is far too classy to be called a wolf in sheep’s clothing, it is a four-second sprinter that will compete with most of the supercars selling at multiples of the price. And the S variant is even a shade quicker!
Despite the overwhelming accolades, some found the look of the new C-class to be more mini-executive than sporting, but it lends itself gloriously to the traditionally aggressive AMG styling. And at a smidgeon over $80,000 it is a package that is going to be very hard to beat.
One of the most surprising developments in the second generation of Merc’s most popular AMG is under the bonnet. The truth is that the ‘63’ is a bit of a misnomer.
The 6.2-liter engine has disappeared and in a Houdini-like maneuver been replaced by a 4.0-liter twin-turbocharged V8.
If, like me, you are something of a technophobe, the simple end result is improved performance, torque and fuel efficiency. These fellows seem to have mastered the technique of downsizing far better than a lot of European governments!
Mercedes Benz South Africa were brave enough to let the local writers put the C63 AMG through its paces at Zwartkops Raceway where they have shown enough confidence in the track to build a world class driver training academy run by the ebullient and skillful Clint Weston and his team.
With racing techniques being analyzed on two in-car cameras by Adrian Burford and his bewildering computer system, and laps being timed to the split second, it was white knuckle time for the scribes.
But the latest performance Merc showed that it is as comfortable and forgiving around the track as it is on a meander through the Cradle of Humankind.
<div id="attachment_3825" style="width: 310px" class="wp-caption alignleft"><img loading="lazy" decoding="async" aria-describedby="caption-attachment-3825" class="size-medium wp-image-3825" src="/wp-content/uploads/2017/04/Mercedes-4-IgnitionLIVE1-1024x672-300x197.jpg" alt="" width="300" height="197" />Mercedes-Benz C 450 AMG 4MATIC, (BR 205), 2015</div>
So… am I leaving you with a V8 problem? Jaguar F-Type R or C63 AMG?
Not at all. If you are married with kids, or even own a miniature Yorkie that has to get to the park, it’s the Merc. If it’s just you and your partner, and you don’t need to pack for long holidays or both play golf, it’s the Jag.
Either way I’m jealous.

Beasts  With Class And Style

If history wasn’t your strongest subject at school, don’t try to analyze Audi’s journey through the automotive world. As a crib note, all you need to know is that a fellow by the name of August Horch founded a string of companies using his surname in the early 1900s.
The problem was Horch fell out with his fellow directors and started yet another company under his name. In an ironic twist, he was sued for trademark infringement and the German Reichsgericht (Supreme Court) in Leipzig found that the Horch brand belonged to his former group.
So, he set up a meeting with a few business associates to find a new name.
The old timers were getting nowhere until one of their sons piped up with a logical suggestion. Because “horch” means hark or hear in German, why not call the new outfit Audi – the singular imperative form of audire, to listen, in Latin.
Thus, on April 25, 1910, the Audi Automobilwerke GmbH Zwickau was born. But there have been around a dozen name and organizational changes along the way.
Twenty years later, the rift with August was forgotten. Horch and Audi merged, along with two other German manufacturers, DKW and Wanderer. And the new Auto Union was represented by the now famous four rings.
Yes it is close to the Olympic logo and don’t think the legal beagles of the IOC didn’t notice. They sued Audi in 1995 for copying their trademark&#8230; and got counted out in that fight.
So we’ve got a name and a logo – time to talk cars and money.
To say that there have been some rocky roads on Audi’s journey would be like saying that Stephen Hawking overcame a few challenges.
When World War II broke out, the Auto Union plants were switched to military production. As a distinct target for Allied bombing, they were badly damaged. The entire assets of the company, down to the last spanner, were appropriated without compensation and the name of Auto Union was deleted from the commercial register.
A slight setback to be sure. The flickering flame was kept alight by the former Audi factory in Zwickau starting production of pre-war models in 1949 and a new Auto Union was launched in Ingolstadt with hefty loans from the Bavarian state government.
Today, a new war has broken out. Audi, BMW and Mercedes Benz are battling over sales. But it seems that logic may be flying out of the electric window, with profits being the casualty.
The clash for clients is on three fronts. Develop enviable technology, build a string of new factories and put as many new models on showroom floors.
Audi’s armory for this all-out war may surprise you. Going by last year’s production figures, BMW led the way with 1.81 million cars and Audi were only 70,000 behind, with Mercedes only managing the bronze medal. In fact, Audi led the way in worldwide sales for the first two months of this year and have already sold in excess of 1.3 million vehicles up to September.
Even a motoring hack can tell the difference between sales and profits. Audi has earmarked 26 billion euros for expansion, including new factories in Mexico and Brazil, and is preparing to extend its range to 60 models by 2020.
Audi’s chief bean counter, Axel Strotbek, put a delicate spin on it at a news conference.
“The profit development will continue to reflect our company’s extensive expenditure for the future. We are shouldering massive upfront investments.”
In the heat of battle, the Teutonic trio are boosting sales volumes by building smaller, more affordable cars. But some analysts say that it doesn’t boost the bottom line with Audi’s pre-tax profit running at about $500 per car less than Mercedes Benz.
Yet this is all small potatoes compared to the rise of Audi over the past two decades.
The early eighties brought some catastrophic setbacks, like the raft of reported incidents of so-called sudden unintended acceleration linked to the Audi 5000 models in the United States.
Although the distinction between a manufacturing fault and driver error was never definitively proven, sales fell dramatically to a pathetic 12,283 units amid the recalls and modifications.
Resale values plummeted, reliability and service levels were ridiculed and the future of Audi looked bleak.
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Audi, however, reinvented itself. New technologies and features, along with engine upgrades and aluminum construction, helped turn the tide. Extended warrantees and service plans brushed the cobwebs from the order books.
Worldwide sales almost doubled in the first decade of the new millennium. Africa, along with the Middle East, Eastern Europe and China, spearheaded the revolution. Audi was on its way to becoming the profit engine of Europe’s biggest carmaker – Volkswagen.
Now the aim is to overtake BMW as the top seller in the German luxury car market.
Going small may be the focus of the crusade for sales, but the latest offering is at the other end of the scale! Enter the all new Audi Q7, which was first launched at the Frankfurt Motor Show a decade ago.
I tested the Audi Q7 3.0 TDI Quattro Tiptronic – a hefty description of a hefty seven-seater SUV – although it has slimmed down by 300 kilograms thanks to the aluminum suspension and weight-saving in almost every department.
Stylish may be an extravagant term in the brutish SUV market, but that massive Audi grille makes a statement and the interior is elegant and contemporary in its simplicity. It’s all about functionality and every control seems to be right at your fingertips.
What is impressive is how smoothly and quietly the new Q7 rolls over South African terrain, which seems to be laced with more potholes and speed humps by the day. You will struggle to find a more comfortable SUV.
The rumbling power belies the quoted 0-100km/h acceleration of 6.9 seconds and this is not a vehicle that wants to take on all-comers at the lights. But then you wouldn’t be buying a SUV of this size if you were still a boy racer.
What you are getting is the very latest technology – from the much less thirsty and more efficient diesel engine to refined driving aids and safety features.
The list of safety aids is endless. Emergency braking for cars, bikes or pedestrians you may not have seen, warnings if you open a door and there is an oncoming vehicle, and even self-steering when reversing with a trailer.
This Q7 could make you feel overconfident as it keeps in the correct lane and plays follow the leader with the car in front.
“Audi is currently the leader in autonomous driving research on a global scale,” says Audi South Africa’s PR Manager, Sameerah Bhabha.
“Matrix LED headlights is another highlight unique to the market,” says Bhabha. They shine around oncoming cars.
While some Audi models are in the late stages of their lifecycle, 2016 promises to be a bumper year with the launch of the all-new Audi A4 in February followed by the exhilarating R8 Coupe and a facelifted A3 range towards the end of the year.
And it’s not all about South Africa.
“We view the sub-Saharan market as a major growth opportunity and intend increasing the Audi footprint to key areas where we are currently not represented.”
The gloves are certainly off for the pretenders to the luxury car market throne. In the process, this trio will probably bring about the biggest changes in the most dangerous thing we do every day… open the car door.
August Horch would be proud.

Let’s Hear It For Audi

Ever since the first steam-engine automobile (capable of carrying people) was developed in 1769, manufacturers have constantly sought to improve their vehicles; not only in terms of technology, performance and safety, but also with regards to their luxury offerings. An exemplary brand is Bugatti—founded in France in 1909 by Italian-born Ettore Bugatti. Raised in a family consisting of artists (his father Carlo was an importer of art nouveau furniture, as well as a jewelry designer); Bugatti emphasized design when he strove for success in competitive motor racing.
Ettore’s attention to detail was such that Bugatti engines were hand scraped to ensure gaskets weren’t required for sealing. Rather than bolting springs to their axles, Bugatti’s springs were passed through a perfectly measured opening, which proved a far more elegant solution. Ettore famously described Bentleys—whose name has become synonymous with luxury—as “the world’s fastest lorries”, which highlights just how prestigious he believed his rare cars to be.
Other notable brands that offered unsurpassed creature comforts (along with their extravagant price tags) were Delage, Delahaye, Rolls Royce, Jaguar, Cadillac, Lincoln, Buick, Packard, Peerless, Pierce-Arrow, Marmon, Mercedes-Benz, BMW and Audi, along with newcomer, Lexus. In modern times, the three German marquee carmakers have dominated the luxury (or premium) market, but French and Korean companies are now challenging their global dominance.
China, South Korea’s closest car-manufacturing neighbor, has one of the largest and hungriest luxury car markets in the world; this segment grew more than 30% last year. Audi has been the dominant supplier for this insatiable demand with some 313,000 units making their way into Chinese hands last year. In 2008 and 2009 respectively, Hyundai began tapping this lucrative market with its Equus and Rohens offerings and more recently with the Genesis. Termed ‘Intelligent Luxury’, Hyundai, in taking on the Teutonic powerhouses, has delivered competitive quality, power, performance and customer service without a hefty price tag.
The global luxury segment has room for expansion, especially in China says Audi’s sales chief, Peter Schwarzenbauer.
“We expect the premium segment to grow much more strongly than the overall market. China has 304 cities with at least a billion people and, so far, we have dealers in only 187 of them. The premium market still has extremely good growth prospects. We’re scratching the surface in China,” he says. China is expected to overtake the United States as the world’s largest luxury car market by 2015.
As a sign of things to come, Hyundai’s Genesis was named ‘Near Luxury Car’ segment leader in 2010 according to Strategic Vision’s Total Quality Index (TQI) ousting rivals BMW (3-series), Mercedes-Benz (C-Class) and Audi (A4). TQI measures are taken according to the complete experience the cars have to offer, from purchasing to owning, driving and performing. The Genesis scored well thanks to its competitive price, warranty, many standard features and reliability. Hyundai also provides its Equus owners with a service called ‘Your Place, Your Time’. Owners simply schedule their service appointments on a mobile application and a customer care representative collects the car and leaves a loan vehicle (another Equus) in its place. Such endeavors have seen Hyundai rated among the Top 5 Brands, on the basis of brand value, according to a recent Consumer Perception Survey.
Sister company, Kia, is mirroring this bid to take over the premium segment. Sketches of its upcoming Cadenza–to be released in the Korean market in the first half of this year–which is code-named KH, have garnered much interest in the press. Kia will make use of Hyundai’s existing platform and thus shorten its learning curve. “Our new flagship sedan integrates all of our key capabilities such as design, performance, high-tech features and infotainment,” claims the director of overseas marketing for the group, Soon-Nam Lee. Kia and Hyundai plan to appeal to first-time luxury car buyers who can’t afford the traditional German juggernauts.
Naturally, the greatest stumbling block to dethroning the competition has been the fact that Hyundai, Kia, Citroën, Peugeot and Volkswagen’s brands were built on the concept of producing economical transport. Ominously, Nissan Motors CEO, Carlos Ghosn, believes the strategy of mass-market car companies branching out into the higher echelons could backfire.
“The definition of a luxury brand is a brand for which you’re ready to pay a higher price tag for what it represents. If you start to be a bargain, yes, you’re going to have a boost in sales in the short-term, but you’re going to lose the luxury halo after a while,” he says.
His view isn’t a commonly held one as other manufacturers feel that by providing premium products, they can compete in the same space.
“Volkswagen is positioned as ‘Das Auto’ or ‘The Car’ and we are the volume premium brand in SA. This is manifested in both the type of vehicles we produce and sell and in the quality, finish and materials found in our vehicles. In addition to this, while we are the market leader in South Africa, we offer a premium range of vehicles which includes the Passat, CC and Touareg,” says Matt Gennrich, general manager of Communications for VW South Africa. “The big three—BMW, Mercedes and Audi, account for the majority of sales while other players such as Jaguar, Land Rover, Lexus and, of course, Volkswagen, are all competing for a share in the premium segment which accounts for about 19% of the total passenger market. It takes time to build a brand, and we have invested substantially in the last few years in television, print, and outdoor advertising. The Touareg established its credentials right from the launch of the first generation with the V10 diesel and the class-leading technology offered in the car in the luxury SUV market,” he says
French manufacturer PSA Peugeot Citroën is also not sitting on the sidelines. The long-awaited Citroën DS5 is on the brink of being unveiled, and this will be the flagship model in its premium DS range of cars. Based on the C-Sport Lounge concept unveiled at the 2005 Frankfurt Motor Show, the DS5 combines a coupe with some grand touring features. This car emphasizes technology and luxury embodied in clever elements such as a color heads-up display, individually-selected lighting for the cockpit roof, seats employing the ‘watch bracelet’ design and significant soundproofing. The DS5 even sports a refrigerated storage compartment under the armrest and has Citroën Wi-Fi On-Board so passengers can surf the internet while they’re being driven.
While the mass-market manufacturers are striving to get a slice of the premium pie by offering more for your money, it remains to be seen whether consumers will be swayed by the affordability of the competitor brands, or whether they’ll subscribe to Ghosn’s ideology of paying for the privilege of luxury and exclusivity.

Luxury On A Budget

The African continent’s population has traditionally been polarized into two opposing groups: the impoverished and the well-heeled, with no socio-economic class to bridge the gap.
According to the African Development Bank (AfDB), the number of Africans who make up the middle class segment of the population increased to 313 million (that’s more than 34%) during the past three decades.  Steady economic growth and a move towards stable, salaried jobs—rather than traditional agricultural activities—have been cited as some of the reasons for the growth.
The AfDB has further stated that: “Over the past decade, despite a continued global food and financial crises, Africa has been growing at an unprecedented rate. There is increased optimism about Africa’s potential to win the fight against poverty even though it may take decades to arrive at that point.”
Rens Rademeyer, general manager of Bentley Motors South Africa, echoes this sentiment. “Bentley South Africa has seen a steady growth in our target market over the last 10 years. The most interesting finding is that we are attracting influential business clients who represent the core of emerging economies. These are individuals involved in the supply of infrastructure solutions, energy, mining and minerals, housing and food.
“There is no doubt that with the economic crisis in Europe and signs of an economic slowdown in the Far East, the rest of the world will look to emerging economies such as South Africa and others in Africa to invest. The steady increase in new customers for the luxury car market gives enough reason to believe that Africa is on track to meet and surpass the growth of other more established economies.”
There is clearly still a huge disparity between the haves and the have-nots. Statistics also indicate there is a ‘floating class’ of people whose hold on their stature is far from concrete. Middle class in African terms has been defined as those people whose annual income is greater than $3,900 (purchasing power), and includes factors such as education, lifestyle and aspirations.
Where the middle classes emergence has been the strongest, is in territories that enjoy a burgeoning private sector, replete with many local entrepreneurs. As a result, North Africa boasts the highest middle class contingent. Tunisia’s concentration stands at 90%, while Morocco and Egypt follow with 85% and 80% respectively (albeit a large number in these countries fall within the floating category).
Growth in the middle class population has been highest in Namibia, Kenya, Botswana, Gabon, South Africa and Ghana while Liberia, Mozambique, Rwanda, Madagascar, Burundi and Malawi represent the weakest African economies.
Africa’s growing middle class has led to an upswing in the consumption and purchasing of goods such as household items as well as leisure and transportation. According to the McKinsey Global Institute, consumer spending in Africa is set to tip the scale at $1.4 trillion in 2020.
There is also growing confidence in the continent, demonstrated in South Africa recently by the entrance of retail giant Wal-Mart. China’s motoring industry hasn’t been shy to take advantage of their gargantuan purchasing power, and have identified Africa, with its wealth of natural resources, as the perfect target for their global expansion.
Jaguar Land Rover South Africa’s managing director, Kevin Flynn, feels that South Africa greatly influences the rate of growth throughout the continent. “The global car industry has identified Africa as an emerging market and is taking the growth in the continent very seriously. South Africa plays a pivotal role in the expansion of this market, as a gateway to the continent, as well as from an investment and infrastructure perspective. Africa will play an increasing role in Jaguar Land Rover’s global strategy as new products come on stream catering for a growing and diversifying customer base.
“Owing to the constant challenges of poverty and unemployment in many countries on the continent, Africa is not expected to experience the massive growth seen in other emerging markets such as China, Russia and India. The continent will, however, provide a completely new customer to the global motor industry—those who are intent on displaying their stature and success while at the same time demanding affordable solutions.”
The phenomenal growth in sales of heavy vehicles in South Africa last year seems to indicate that economic conditions in sub-Saharan Africa are improving dramatically. Medium, heavy and extra heavy commercial vehicle sales notched up an increase of nearly 20%. Tony Twine, an economist at Econometrix, believes the demand for such vehicles stems from the need to transport goods into the rapidly expanding interior to the north of South Africa’s borders. As long as China continues with its demands for African raw materials, Twine believes this trend will continue.
Luxury brands such as BMW, Mercedes and Audi have seen a welcome increase in sales throughout sub-Saharan Africa. The BMW Group experienced a growth of 1,603 units in the last year in this territory, bringing their annual total to 32,890 units. Audi recorded an even higher growth figure of 3,887 (20,344 total units) while Mercedes logged an increase of 441 units (31,575 total units). Interestingly, Lexus actually experienced a decline of some 300 units in sub-Saharan Africa (1,500 total units sold). African sales are still far below those experienced locally, but the trends in South Africa are seemingly being mirrored elsewhere in the continent.
The best-selling BMW in South Africa is the 3-Series, with 11,035 units sold in 2011. This self-same derivative was also the most purchased BMW in Egypt (817 units) and 431 of these vehicles were sold throughout Tunisia, Algeria and Morocco. Additionally, there seems to be a growing trend towards the purchasing of large 4&#215;4 vehicles. BMW sold 113 and 112 units respectively of their X5 and X6 range in sub-Saharan Africa. This tendency is echoed by Audi’s sales figures. The most popular derivative locally is the A4, which also happens to be the most desirable Audi in Tunisia. In Egypt, Algeria and Morocco, the preferred option is the Q5, closely followed by the A6.
It therefore seems that African future and desires are inextricably interwoven with those of South Africa. The prospect of a mutually-beneficial and successful future, appear to be well underway.

Tag: Manufacturers

FORBES AFRICA SOCIAL MEDIA

Defending The Cayman

Beasts With Class And Style

Let’s Hear It For Audi

Luxury On A Budget

Riding on Africa For Expansion