Brought to you by Hugo Boss



<div class="wp-block-image"><figure class="aligncenter is-resized"><img loading="lazy" decoding="async" src="https://www.forbesafrica.com/wp-content/uploads/2019/05/Hugo-Boss-Logo-1024x576.jpg" alt="" class="wp-image-40468" width="60" height="34" srcset="https://cms.forbesafrica.com/wp-content/uploads/2019/05/Hugo-Boss-Logo-1024x576.jpg 1024w, https://cms.forbesafrica.com/wp-content/uploads/2019/05/Hugo-Boss-Logo-300x169.jpg 300w, https://cms.forbesafrica.com/wp-content/uploads/2019/05/Hugo-Boss-Logo-600x338.jpg 600w, https://cms.forbesafrica.com/wp-content/uploads/2019/05/Hugo-Boss-Logo-768x432.jpg 768w, https://cms.forbesafrica.com/wp-content/uploads/2019/05/Hugo-Boss-Logo.jpg 2048w" sizes="(max-width: 60px) 100vw, 60px" /></figure></div>



HUGO BOSS and Porsche have partnered to bring an action-packed racing experience to the streets of the world’s major cities through Formula E. 







Formula E is known
for its fascinating races globally. The partnership will have a strong focus on
the future of motorsport. In doing so the races will host a unique series for
the development of electric vehicle technology, refining the design,
functionality and sustainability of electric cars while creating an exciting
global entertainment brand.



HUGO BOSS which boasts a long tradition of motorsports sponsorship – has been successfully engaged in the electric-powered racing series since the end of 2017. 



In
this collaboration, HUGO BOSS brings its 35 years of experience and expertise
in the motorsport arena to Formula E, as well as the dynamic style the fashion
brand is renowned for.



<figure class="wp-block-image"><a href="https://ad.doubleclick.net/ddm/trackclk/N4022.3065143FORBESAFRICA/B22341404.245922753;dc_trk_aid=442353181;dc_trk_cid=115471848;dc_lat=;dc_rdid=;tag_for_child_directed_treatment=;tfua=" target="_blank" rel="noreferrer noopener"><img loading="lazy" decoding="async" width="1024" height="683" src="https://www.forbesafrica.com/wp-content/uploads/2019/04/HB_Formula_E_01_CMYK-1024x683.jpg" alt="" class="wp-image-40367" srcset="https://cms.forbesafrica.com/wp-content/uploads/2019/04/HB_Formula_E_01_CMYK-1024x683.jpg 1024w, https://cms.forbesafrica.com/wp-content/uploads/2019/04/HB_Formula_E_01_CMYK-300x200.jpg 300w, https://cms.forbesafrica.com/wp-content/uploads/2019/04/HB_Formula_E_01_CMYK-600x400.jpg 600w, https://cms.forbesafrica.com/wp-content/uploads/2019/04/HB_Formula_E_01_CMYK-768x512.jpg 768w, https://cms.forbesafrica.com/wp-content/uploads/2019/04/HB_Formula_E_01_CMYK.jpg 2048w" sizes="(max-width: 1024px) 100vw, 1024px" /></a><figcaption> Alejandro Agag (Formula E CEO) and Mark Langer (HUGO BOSS CEO)</figcaption></figure>



Mark
Langer HUGO BOSS, Chief Executive Officer (CEO) says that though they have been
working successfully with motorsports over the years, he is exceptionally
pleased that as a fashion brand they are taking the cooperation to new heights.




“As a fashion brand, we are always looking at innovative approaches to design and sustainability. When we first encountered Formula E, we immediately saw its potential and we are pleased to be the first apparel partner to support this exciting new motorsport series,” he says. 



The fashion group is also the official outfitter to the entire Porsche motorsports team worldwide. 



The
fascination with perfect design and innovation, along with the Porshe and Hugo
Boss shared passion for racing, inspired Hugo Boss to produce the Porsche x
Boss capsule collection.



Its
standout features include premium leather and wool materials presented in the
Porsche and HUGO BOSS colors of silver, black and red. 



<figure class="wp-block-embed-youtube wp-block-embed is-type-video is-provider-youtube wp-embed-aspect-16-9 wp-has-aspect-ratio"><div class="wp-block-embed__wrapper">
<iframe loading="lazy" title="Porsche x BOSS: introducing a new collaboration | BOSS" width="500" height="281" src="https://www.youtube.com/embed/Fx-BDDA-FOM?feature=oembed" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen></iframe>
</div><figcaption> Porsche x BOSS: introducing a new collaboration | BOSS </figcaption></figure>



Since
March, a range of menswear styles from the debut capsule collection is
available online and at selected&nbsp;BOSS stores.&nbsp;In South Africa the
first pieces of the capsule will come as a part of the FW 19 collection.



Alejandro
Agag, Founder and CEO of Formula E says he is confident that the racers will put
their best foot forward on the racecourse. 



“This new partnership will see the team on the ground at each race dressed with a winning mindset and ready to deliver a spectacular event in cities across the world. As the first Official Apparel Partner of the series, we look forward to seeing the dynamic style and innovation on show that BOSS is renowned for,” says Agag.



<figure class="wp-block-image"><a href="https://ad.doubleclick.net/ddm/trackclk/N4022.3065143FORBESAFRICA/B22341404.245922753;dc_trk_aid=442353181;dc_trk_cid=115471848;dc_lat=;dc_rdid=;tag_for_child_directed_treatment=;tfua=" target="_blank" rel="noreferrer noopener"><img loading="lazy" decoding="async" width="1024" height="683" src="https://www.forbesafrica.com/wp-content/uploads/2019/04/SR19_HugoBoss_Porsche_04_sRGB-1024x683.jpg" alt="" class="wp-image-40376" srcset="https://cms.forbesafrica.com/wp-content/uploads/2019/04/SR19_HugoBoss_Porsche_04_sRGB-1024x683.jpg 1024w, https://cms.forbesafrica.com/wp-content/uploads/2019/04/SR19_HugoBoss_Porsche_04_sRGB-300x200.jpg 300w, https://cms.forbesafrica.com/wp-content/uploads/2019/04/SR19_HugoBoss_Porsche_04_sRGB-600x400.jpg 600w, https://cms.forbesafrica.com/wp-content/uploads/2019/04/SR19_HugoBoss_Porsche_04_sRGB-768x512.jpg 768w, https://cms.forbesafrica.com/wp-content/uploads/2019/04/SR19_HugoBoss_Porsche_04_sRGB.jpg 2048w" sizes="(max-width: 1024px) 100vw, 1024px" /></a><figcaption> Hugo Boss x Porsche&nbsp;&nbsp; </figcaption></figure>



Oliver Blume CEO of Porsche AG says Formula E is an exceptionally attractive racing series for motorsport vehicles to develop. 



&#8220;It offers us the perfect environment to strategically evolve our vehicles in terms of efficiency and sustainability. We&#8217;re looking forward to being on board in the 2019/2020 season. In this context, the renowned fashion group HUGO BOSS represents the perfect partner to outfit our team.&#8221;

SR19_HugoBoss_Porsche_04_sRGB

HUGO BOSS Partners With Porsche To Bring Action-Packed Racing Experience Through Formula E

It’s half past five on a Thursday morning, the sun barely over the horizon. A mist swirls between the 25 canoes packed onto the banks of the Msunduzi River at the Natal Canoe Club in Pietermaritzburg. The paddlers in Group A, the best in African river racing, are already sweating. It’s very humid early. Some stretch, others check their canoes for the last time. They stare straight ahead, focus as sharp as a needle; they head off.
This race draws tens of thousands. Only 1,000 qualify, fewer make it to the finish line. This is how Africa’s toughest river race has run since 1951. It’s a journey across 119 kilometers of wild and treacherous waters in the searing heat of the KwaZulu-Natal (KZN) province.
The Dusi Marathon was born around a campfire in Italy, during World War II. South African soldier Ian Player looked into the flames and came up with the idea of a downriver race. At the time, Player was in the 6th South African Armoured Division attached to the American 5th Army. It took six years after the war was finished for Player to organize the Dusi and he was the only one to finish it. It took him six days, eight hours and 15 minutes. He survived two days of low rivers, a flash flood and a night adder bite.
These days it takes paddlers less time. Each year it changes between singles and pair races. Among the thousands, Andrew Birkett and partner Sbonelo Zondi were the first to finish this year’s race in seven hours and 43 minutes, 10 minutes off the fastest time ever.
“The whole journey has been amazing! I’m super chuffed, especially with our discipline over this last year, and it’s a really special feeling to have won. It almost feels like this is the first Dusi I’ve ever won because of the whole change in start procedure here on day three and the finish is a really amazing experience,” says Birkett shortly after standing in triumph as his canoe crossed the finish line.
Birkett has now won it four times. For Zondi, the win meant more. He crashed out in the singles race last year  after leading into the final day.
This year, records were broken in the women’s category. Abbey Ulansky, known as the Dusi Queen, clinched her ninth pole position when she crossed the line with partner Robyn Kime, called the Dusi Princess, making it their third victory in a row.
“I’ve just finished my masters two weeks ago which has made the build up to this year’s race quite challenging. Now that the Dusi is done, and my studies are done, I’m free and my boyfriend and I are going traveling,” says Kime.
When most people would take a break at a hotel in Mauritius, Kime’s idea of a holiday is traveling on a yacht from Cape Town to Rio de Janeiro and then going mountain climbing in Bolivia and Peru. Ulansky announced she is retiring from competitive racing now that she has a family to look after.
&nbsp;
Day 1
A gunshot cracks in the distance. The 25 canoers in Group A flail with their paddles at a mad dash from Camps Drift. Around the corner is the Ernie Pearce Weir, a narrow meter-high drop into a wetland piled with river rocks and rimmed with spectators.
The fastest have more room, the rest pack like sardines down the narrow fall. To the cheers of families and boys screaming school war cries, the canoes scrape each other in the muddy water. Paddlers swear as they are thrown into reeds, rocks and cameramen. Those who escape swiftly, gain a few seconds.
The sun rises and the heat is even more oppressive. Seconders, or team helpers, mostly friends and family, run down the riverside with buckets of iced water and sponges for the racers. Water squeezed from the sponges turns to steam in the blink of an eye.
At the end of the day’s race, Nkosi Mzolo, a member of the Soweto Canoe &amp; Recreation Club (SCARC), in Johannesburg, recovers in the shade. SCARC are more used to paddling through sewage and fighting off angry fishermen at their home turf, the Power Park Dam. It’s a world away from the clean air of KZN.
Where most competitors will travel back to Pietermaritzburg to rest and then leave at 4AM for Day 2, Mzolo will go home to see his mother where he grew up, five kilometers from the end point.
“The hardest thing about the Dusi is running eight kilometers with a 22 kilogram canoe on your back. You have to train running with the boat,” says Mzolo.
The man, who spends every moment he can on the water, spends the rest of his time saving lives.  He’s been a paramedic for four years, and is studying to be a doctor.
On one Dusi race, Mzolo needed a medic of his own. Mzolo hit the Ernie Pearce Weir along with six other canoes. Mzolo went under. The other canoes went over him. When he surfaced he knew two ribs were cracked and he was forced to forfeit the race. This time around he finished the day in 12th, a long way off Birkett and Zondi.
“I’ll never miss a Dusi, its fun but it’s really hard,” says Mzolo.
SCARC helps children in Soweto get into canoes. The effort has paid off; among them are eight of the most promising canoeists competing in this year’s Dusi, he says.
&nbsp;
Day 2
The race pushes through the Valley of a Thousand Hills, a mountainous countryside littered with rondavels (Southern African-styled huts) and roaming cows. On dirt roads that rarely see rubber, convoys of 4x4s stretch from one side of the valley to the other. People washing clothes in the river get caught up in the action and cheer as the paddlers fly past.
“One of our biggest worries was making it to Inanda Dam in one piece. There are some treacherous rapids like the Washing Machine where you have to slide over a rock which is a hazard. Many guys have lost their lead in waters leading up to the dam,” says competitor Calvin Hellens.
“Every second counts in the Dusi. Most people have to start the race with a new canoe. It lowers the risk of it cracking. By the end, it looks like an old one,” says Hellens’ crew member Kate Swarbreck. The two compete in the mixed category in a canoe that cost them R6,000 ($550).
You can pay up to R20,000 ($1,800) for a top of the range model, they explain. Some of the stranger costs are for carbon fiber paddles, which break frequently on rocks. Seconders often throw spare paddles from bridges to the racers below.
The paddlers are more frightened of water hyacinth than the Inanda Dam. Thieves stole a cable holding the river weeds a few days before. Organizers had to think fast. Their solution was to drive a speedboat to make a channel through the choking weeds. With weeds overcome, the race is set for the final day.
&nbsp;
Day 3
The unforgiving heat roasts on the final day. Although it is a much shorter distance, it is by far the most exciting with nine rapids, says Swarbreck. Another disadvantage for the leaders is that they must wait for the entire field to begin, before they can paddle on.
At 10:45AM, with temperatures well into 30 degrees, Birkett and Zondi leave the Inanda Dam with a nine-minute lead. The winners take no chances with the rapids and opt to use the optional portages—that is getting out of the water and carrying the canoe rather than risk foundering on the rocks.
Danger lurks in the water. A number of canoes shatter and sink in the rapids of Day 3. In 6th place, Jacques Theron and Shaun Griffen’s canoe splits in half on the rocks of the Tops Needle Rapids, a few kilometers into the day. They are seen running on the road, carrying half a canoe each, near Molweni Causeway, half an hour later. No one knew where they were going or what they were doing. A seconder comes to help but the two turn them away. Four and a half hours later they cross the finish line in Durban on foot.
There is also danger out of the water. Children pelt Anna Adamova and her partner Abby Addie, second in the female category, with stones 20 kilometers from the end of the race. Adamova finishes the race with blood pouring down her face. She goes for emergency care after the finish line.
That sums up the grit you need to survive the Dusi, Africa’s ultimate adventure race. Surely the soldier paddler Ian Player would have approved.

Blood, Sweat  And Weeds

Unlike the more glorified test of man and machine (such as Formula One), rally racing has for decades been relegated to an inferior position in the hierarchy of tests of endurance. Yet this demanding sport actually predates F1; finding its roots in 1894 when horseless cart races dominated the city of Paris. Monte Carlo was the scene for the first official rally in 1911 and soon, city-to-city road races sprang up across France and Europe.
These races gave birth to those elements we still enjoy in modern rallying, such as time trials and the use of road books and route notes. Drivers had to weave between pedestrians and animals while covering distances as great as 1,178km—sometimes without any rest periods in between. Safety naturally became an issue, as the clunky vehicles got increasingly faster along those inhospitable tracks. The sport was banned in France for a brief period but soon, purpose-built tracks were developed and the sport came into its own.
A name we now associate with two-wheeled competitions, the Tour de France, began originally for rally drivers and kicked off in 1899. The most famous of all rallying competitions began decades later in 1977. Thierry Sabine was travelling through the Libyan desert on his motorbike when he got lost. Struck by the austerity and beauty of the landscape, he vowed to share his discovery with as many people as possible when he finally made it back to France.
Sabine mapped out a 10,000km route from Europe into Algiers, across Agadez and finishing in Dakar. To mark the birth of the Paris-Dakar rally, he coined the following motto: “A challenge for those who go. A dream for those who stay behind.”  But this competition became a nightmare for 58 competitors who, since the inception of the challenge, lost their lives in pursuit of glory. One of South Africa’s most renowned Paris-Dakar competitors, Alfie Cox (who’d made the transition from bikes to cars), narrowly escaped death in January this year when his Volvo XC60 suffered power-steering failure. The car burst into flames and both Cox and his co-driver, Jürgen Schröder, had to be airlifted from the scene. Unforgiving terrain and mechanical difficulties are not the only threats to competitor safety. The rally had to be cancelled in 2008 due to security issues in Mauritania and the competition shifted to South America in 2009. It has stayed there ever since.
Thanks to its challenging conditions, Africa has hosted some other, perhaps lesser-known events, such as the FIA African Rally Championships (which takes place in Zimbabwe, South Africa, Zambia, Kenya, Uganda, Tanzania, Rwanda and Madagascar), the Kenya Airways East African Safari Classic, and the colloquially-termed Put Foot Rally.
Legend has it that the East African Safari Classic grew out of a conversation motorsport enthusiast Neil Vincent had with his cousin Eric Cecil. Vincent is attributed with saying: “I can imagine nothing more boring than driving round and round the same piece of track. But if you will organize an event where we can get into our cars, slam the door, go halfway across Africa and back, and the first car home is a winner, I’ll be in it.” In 1953, the competition took off under the guise of a tribute to the coronation of Queen Elizabeth II.
The Put Foot Rally, unlike all the rest, emphasizes the social element rather than competition. It is aimed at bringing attention to tourism in South Africa and an appreciation for the wildlife and natural beauty that make up this fair land. But ultimately, rallying is about rivalry and economics—it’s a proving ground where manufacturers test their latest technology (which we as consumers benefit from). These competitions also generate financial rewards for the local areas hosting them.
Take the Toyota Kalahari Botswana 1000 Desert Race for example, which takes place on June 22-24 every year. Since 1975, this has been considered the ‘Comrades Marathon’ of all off-road events. At the launch of this year’s race, Onkokame Kitso Mokaila, Botswana’s minister for environment, wildlife and tourism, mentioned that the rally contributed “millions of pula” to their country’s economy with the bulk of the money being spent on food, transport, accommodation, entertainment and petrol. Businesses in the vicinity of the race route also mentioned increased sales during the annual event.
The technology required to build a car that’s capable of taking on extreme terrain is simply astonishing and begins with a frame that’s not only lightweight but capable of withstanding severe punishment. The frame doubles up as a roll cage and, according to FIA regulations, needs to be able to withstand up to 16.9 tons for a defined area. Driver and passenger safety of road-going cars has enjoyed many benefits, all as a direct result of the conditions experienced in rally (and other forms of) racing.
Keeping these cars in contact with the roads—where there is one—is the job of the suspension, yet this needs to allow enough ground clearance (spring travel is limited to 250mm) while still maintaining stability. Production cars make use of these developments, but naturally the emphasis here isn’t only on performance but also on ensuring comfort levels as well.
Four-wheel drive is crucial in rallying, yet the Paris-Dakar regulations stipulate that any form of electronic control is prohibited. As a result, manufacturers often opt for viscous locking for the car’s three differentials. One might think that, as these cars can’t travel as fast as their road-going counterparts, aerodynamics wouldn’t be a major factor—it actually is. A rally vehicle’s drag coefficient enjoys the highest priority in the design phase (which is obviously of great importance for road-going cars; ensuring high levels of fuel efficiency), all the while taking into account the need for short overhangs that allow easy entry angles when climbing over hills or obstructions.
Creating downforce, unlike in Formula One, is not a necessity as sand has high rolling resistance. In terms of bodywork, the carbon fiber shell on the 2012 Volkswagen Race Touareg for example, weighs in at a measly 50kg. Carbon fiber has now been extensively used in production cars where performance is key and many modern vehicles now make use of engines machined from lightweight yet durable aluminum.
Weight distribution in terrain that can easily flip a car demands serious attention. Typically, an equal weight distribution is placed over the front and rear axles and fuel tanks are placed very low to assist with an optimal center of gravity. While packing components in as compact a manner as possible, mechanics need to have ease of access to exchange parts or service the cars quickly. Support teams also need to carry as few spares as possible so they can be mobile and efficient.
Tire development goes hand-in-hand with racing and again, translates directly into the types of compounds available for production vehicles. Tires need to be capable of handling rough terrain, while offering resistance to wear-and-tear.
Stopping a standard 4&#215;4 has become easier thanks to the testing that goes on in rally races, which is why disc brakes have become an industry standard rather than the antiquated drum configuration. Thanks to these brave drivers and manufacturers, road-going cars have become exponentially safer and far more capable and will continue to do so in the future.

Pushing The Limits  Of Endurance

Formula One is arguably one of the most technologically demanding sports on the planet. Obscene amounts of money are poured into vehicles that are the pinnacle of design and performance engineering; vehicles piloted by drivers whose talents seem superhuman. Even to the most ardent enthusiast, the complexities of these vehicles is mind-numbing.
A Formula One car is broken down into the following components: the nose, front wing, push/pull rod suspension, sidepods, rear end, exhaust system and rear wing. The grotesque-looking nose channels airflow and serves as a safety mechanism. According to 2012 regulations, the nose must sit 550mm above the base of the car to prevent major trauma to drivers in cases where the side of a vehicle is hit. Configuring airflow over most of the vehicle is the job of the front wing. It creates the aerodynamic down force needed to keep the car in contact with the track—essential when traveling at close to 400km/h. Airflow is a major consideration in the design of Formula One cars, and the suspension is of particular concern as these are areas of great turbulence. The push/pull rods allow for increased suspension geometry and decreased air resistance.
The sidepods of a Formula One car house many of the crucial components such as the GPS locator, oil-cooling radiators, batteries and clutch disengage systems (which marshals can use in emergencies). As they can be obtrusive, many manufacturers use deep undercuts to assist with airflow. The rear end ensures optimal airflow at the back of the car. Tighter paneling and smaller gearboxes are naturally advantageous.
Last year, teams made use of engine mapping that allowed engines to blow “off throttle” which created extra down force in corners. However, this year, the use of “blown diffusers” has been banned. Teams are looking at alternatives, with some directing their exhaust gasses over the rear beam wing (which has proven to be less effective).
Drivers are able to control the amount of drag using the Drag Reduction System (DRS), which in turn equates to greater or less speed, as required. In practice and qualifying, DRS can be used at any time. Mid-competition though, a car must be less than a second behind another vehicle to be activated (the system shuts down when the driver brakes).
Formula One cars are capable of changing gears in only 0.05 seconds. During a race season, each team is allowed up to 30 pairs of gear ratios, but these must be openly declared to the FIA (Fédération Internationale de l’Automobile). Tolerances within the Formula One engine are in the realm of mere microns (i.e. thousandths of a millimeter) and most engines are normally aspirated 2.4-liter V8s.
Formula One cars use the Kinetic Energy Recovery Systems technology we are now seeing in production vehicles. It harnesses heat energy produced by normal braking, which is stored and used to boost acceleration. Lap times can be decreased by anything from 0.1 to 0.4 seconds.
Typically, a Formula One car weighs just 550kg and is 85% carbon fiber. It can speed up from zero to 160km/h and back down to zero in only four seconds. Drivers can be subjected to as much as 5Gs (G-force); that means their bodies weigh five times more than normal. Some drivers have even said that under extreme braking, their tear ducts squirt water onto their visors!
Formula One is a spectacularly expensive sport to engage in, either as a host country or as a constructor team (constructor countries comprise the United States, Italy, India, Spain, Great Britain, Russia, Germany, Austria and Switzerland). Countries hosting circuits are Australia, Malaysia, China, Bahrain, Spain, Monte Carlo, Canada, Great Britain, Germany, Hungary, Belgium, Italy, Singapore, Japan, Korea, Dubai, the United States and Brazil. In 2010, Austin-based company Full Throttle Productions submitted data that helped secure a track in Texas. They claimed that a race weekend would have a direct economic impact of $300 million for that area and produce $26.6 million in new tax revenue for the state.
But such profits would come at a cost. Full Throttle Productions needed $25 million for the next decade, in the form of state financial support—not an easy task for most African states to pull off. The GDPs of countries that host Formula One circuits are in the trillions of dollars, with the exception of Hungary, which raked in a paltry $147 billion last year. Selecting an African country, Uganda say, we can determine from their GDP—$42 billion—that such an investment would be ludicrous when so many other vital aspects demand the state’s attention.
South Africa held the National Formula One Championship series from 1960 to 1975. The death knell was sounded due to spiraling costs and objections to the country’s apartheid policy. Still, there have been two races since—one in 1992 and one in 1993 (won by Alain Prost in his Williams).
If South Africa entered the fray, it would be the only country on the continent to do so—other nations being too poor or embroiled in political turmoil. Rallying has traditionally been more successful here (the Safari, Ivory Coast and Paris-Dakar races). There was some racing undertaken in North Africa where French and Italian influences were felt, and most of these were held in city streets. There was the Tripoli Grand Prix, the Moroccan Grand Prix and the Algerian Grand Prix—the latter cut short by an uprising in 1954. Racing featured in Portuguese-influenced territories in the 1960s, such as Mozambique and Angola. Excessive heat sometimes saw the majority of cars simply failing.
There is talk however, that F1 boss Bernie Ecclestone will be bringing the sport to South Africa. A proposed location for a Monaco-styled course has been suggested along Mouille Point in Cape Town. But, says Francois Pretorius, CEO of Motorsport South Africa: “We have not received any confirmation in this regard.” Despite Ecclestone alluding to the proposal being close to conclusion, environmental impact studies would still need to be done, and the substantial costs would need to be offset against any potential benefits. Hopefully, South Africa will be able to champion the cause for its brothers.

Tag: Racing

FORBES AFRICA SOCIAL MEDIA

HUGO BOSS Partners With Porsche To Bring Action-Packed Racing Experience Through Formula E

Blood, Sweat And Weeds

Pushing The Limits Of Endurance

Gearing Up For An African F1