Luxury Without Trying Too Hard

We had travelled down to Durban with our parents, Edwin and Brenda, while my brother blasted Ballin’ by Snoop Dogg and The Dramatics through the speakers.It’s funny how certain vehicles become attached to moments in your life. The EQV brought some of those feelings rushing back — memories of simpler days, long drives, and youthful ambition. Only this time, the experience arrived in near silence.

And that’s perhaps the most interesting thing about the EQV. Unless you spot the subtle badging, it’s actually difficult to tell it’s electric.That, oddly enough, is part of its charm. In reality, the EQV is a tidy-looking van with unmistakable premium flair. It’s unapologetically large, boxy, and takes up road space with confidence. I quite like its bread-loaf proportions. The front end especially stood out for me. You’ve got illuminated lighting stretching across the grille, sleek LED headlamps, attractive alloy wheels, and our test unit arrived finished in a striking shade of red that suited it perfectly. Add the panoramic sunroof and tinted windows, and the EQV really stands on business. It feels luxurious without trying too hard.

A Proper Lounge On Wheels

Step inside and the EQV immediately leans into its role as a premium people mover. The cabin feels classy, purposeful and exceptionally well insulated. There are leather seats, heated seating for passengers, fold-out tables in the rear, and a genuinely excellent Burmester sound system.

In fact, the audio setup ended up becoming one of my favourite parts of the experience. While charging the vehicle, my better half Jess and I connected a tablet to the speakers and watched Your Friends & Neighbours, effectively turning the EQV into our own private cinema on wheels.

It handled the role surprisingly well. From a practicality perspective, there’s also loads of space. The seven-seat configuration makes perfect sense for families, airport shuttles, executive transport services or long-distance travel, while the cargo area is absolutely massive. More than anything, though, the EQV genuinely feels like a luxury lounge on wheels.

Smooth, Silent And Effortless

Of course, this isn’t a performance machine. Nobody is expecting a large electric van to behave like Speedy Gonzales, but the EQV has more than enough power for its intended purpose. Out on the road, it feels smooth, quiet and refined. Despite its size, it’s also remarkably easy to drive.I spent most of my time navigating the chaos of Fourways traffic rather than escaping onto an open road, but even there the EQV impressed with its composure and effortless nature.

Underneath it all sits a 93.3kWh battery pack producing around 150kW and 365Nm of torque. Mercedes-Benz claims a range of more than 350km, which is respectable for something this large. Because it’s electric, the power delivery feels immediate and seamless, while charging times are fairly reasonable depending on the charger you use. That said, living with an EV in South Africa can still occasionally feel like a range-anxiety-inducing irritation. And at roughly R2.3 million, the EQV firmly positions itself in the luxury space.

Does The EQV Make Sense?

Truthfully, I’d probably still lean toward something like a Mercedes-Benz V300d fitted with monoblock wheels, or even a Mercedes-Benz Vito Tourer. But the EQV occupies a unique corner of the market. There aren’t many direct rivals either. Ultimately, the EQV makes the most sense as a premium shuttle — whether for luxury hotels, airports, executive transport services or buyers fully committed to the EV lifestyle. And if you’re willing to go against the grain and embrace electric motoring in a full-sized luxury van, then the Mercedes-Benz EQV might just tickle your fancy.

Inside, the EQV transforms into what feels like a luxury lounge on wheels, offering leather seating, heated passenger seats, fold-out rear tables, a premium Burmester sound system, and generous space for seven occupants.

The discussion also explores the EQV’s smooth and quiet driving experience, powered by a 90kWh battery producing 150kW and 365Nm, while its effortless electric performance and claimed range of over 350km make it a compelling option in the growing premium EV space.

The discussion also explores the Junior Veloce’s impressive performance credentials — including 207kW, 345Nm, a 0–100km/h sprint of just 5.9 seconds, and a claimed driving range of around 400km — while highlighting how its sharp handling, limited-slip differential, and engaging road manners set it apart from more conventional rivals like the Volvo EX30, MINI Acemen, and GWM Ora.

Catch Prashirwin Naidu every Friday on Vuma FM for the latest motoring news, reviews, driving impressions, and industry insights.

The radio insert with Vuma FM also touches on Changan’s upcoming move into the bakkie market with the Changan Hunter, and what that could mean in a country dominated by heavyweights like the Toyota Hilux and Ford Ranger.

Catch Prashirwin Naidu every Friday on Vuma FM at 12:48 for the latest motoring news, reviews, and industry insights.

An Alfa Romeo First: Electrified Soul

But then, something rather interesting rolled into the driveway. An electric Alfa Romeo Junior Elettrica Veloce. Odd? Weird? Soulful? Over the years, I’ve piloted a fair share of EVs, with the Volvo EX30 standing out as one of the key rivals to the new electrified Alfa Romeo Junior. Needless to say, the Junior has some spark. It’s fun, playful, and surprisingly engaging for an EV.

Pricing, Positioning & The South African EV Reality

But let’s tuck into what makes the Junior tick. Being Alfa Romeo’s first EV, things do get complicated. Firstly, there’s the pricing. Secondly, selling it in South Africa will undoubtedly be an uphill battle.

Our country still has a long way to go in EV adoption, and the only way to bring people into the EV fold is through aggressive pricing, much like the BYD Dolphin. Sure, it may not be the fastest or most refined EV out there, but at around R339k, it becomes far easier to justify. If you’re EV-centric, pricing matters.

One could argue I’m thinking too much with my wallet — and perhaps that’s true. After all, the Volvo EX30 also hovers close to the R1 million mark in top-spec trim, as does the Mini Aceman. Pricing for the Mini starts at around R800,000 for the Aceman E, while the more powerful SE variant comes in at roughly R892,000. The top-spec Alfa Romeo Junior Elettrica Veloce meanwhile lands at around the R995,000 mark, placing it firmly in premium EV territory.

As for the EX30, I spent a month with it and genuinely liked the quirky little oddball. It was fast, tech-heavy, futuristic, but also flawed in several ways. The Junior, however, feels different. Less robotic. There’s more flavour injected into what can sometimes feel like a bland EV segment.

Cabin, Space & Everyday Usability

The Junior is, in essence, a B-segment SUV, but honestly, it feels more like a hot hatch. There isn’t much practicality on offer. Rear space feels snug, and I’m only around 5ft 8. Boot space is decent at around 400 litres, but compared with rivals, it loses some ground.Before touching on the odd bits, there are elements of the cabin I genuinely like.

The racing seats hug you tightly and feel wonderfully supportive. Alcantara finishes on the seats and steering wheel immediately create a sporty atmosphere, and everything feels geared towards the driver. The infotainment system is simple — not as futuristic or tech-heavy as the Volvo EX30 — but straightforward to use.

I also appreciated the physical buttons in the centre console for climate control and volume adjustment. Yes, actual buttons.You can also select gears via a flick switch mounted in the centre, and overall, the layout feels purpose-built rather than overly gimmicky.

The qualms? Well, it shares components with cars from the Stellantis portfolio. That’s not necessarily a bad thing, but one could argue: is this truly a pure Alfa Romeo, or is it simply an Opel Mokka underneath? Sadly, that’s where it does lose a few points.

Styling & Road Presence

Design-wise, though, I genuinely fancy it. It looks futuristic, sleek, and low-slung, with sharp proportions adding to its stealthy silhouette. Wrapped in Michelin tyres, the Junior certainly has presence.

Up front, you still get Alfa Romeo’s iconic Scudetto grille and signature V-shaped nose, which gives it that unmistakable Alfa identity. I particularly love the sloping roofline towards the rear, even if it sacrifices some rear headroom. Nonetheless, it remains a very good-looking car, even in white.

Performance, Personality & Final Verdict

But the drive is where things get interesting. Thanks to the limited-slip differential and noticeable torque steer, this is no ordinary EV. It genuinely delivers hot hatch energy. It feels playful, lively, and even the subtle wheelspin from the front tyres adds character. There’s also an artificial sound pumped through the speakers — a sort of futuristic hum — which sounds surprisingly cool and gives the car a bit more theatre.

Performance figures are strong too. The Junior Elettrica Veloce produces 207kW and 345Nm of torque, with a claimed 0-100km/h time of 5.9 seconds. While it may not feel quite as violently fast as the Volvo EX30 Twin Motor, I actually found the Alfa to be more enjoyable and involving to drive. No, it’s not perfect. And perhaps it won’t tug at the heartstrings in the same way a Alfa Romeo Giulia Quadrifoglio would.

But I can applaud Alfa Romeo for trying to inject some zest and soul into the EV space. Range, however, isn’t its strongest point. Expect roughly 350km in total, and that figure drops fairly quickly if you spend time in Dynamic mode exploiting all that power. Compared with rivals, the Junior also runs a smaller 54kWh battery, which likely explains why it falls behind in outright range.

So, would I own one? Honestly, no. For this kind of money, I’d probably buy a used Alfa Romeo Giulia Quadrifoglio instead — or three standard Giulias. But if you’re an EV fan looking for something with a bit more personality and flair, the Alfa Romeo Junior Elettrica Veloce might just surprise you.

If you’re looking for a city that tells its story in stone, glass, and steel, put Baku on your 2026 list. Azerbaijan’s capital is stepping into the global spotlight next May, and it’s the perfect moment to see a place where ancient caravanserais sit a short walk from flame-shaped skyscrapers.

Baku’s Old City, Icherisheher, is a UNESCO World Heritage site for a reason. Wander the cobbled lanes and you’ll find the 12th-century Maiden Tower, the ornate Shirvanshahs’ Palace Complex, and centuries-old bathhouses that still whisper of Silk Road traders. It’s compact, atmospheric, and best explored on foot at dusk when the sandstone glows amber.

Step outside the fortress walls and the contrast hits you. The Flame Towers dominate the skyline, a trio of glass towers shaped like fire that light up at night with LED displays. Along the Caspian Sea, the Heydar Aliyev Center by Zaha Hadid flows in white curves that look like they’re in motion. Baku doesn’t choose between old and new - it puts them side by side.

2026: The Year of Urban Planning and Architecture

Azerbaijan has declared 2026 the “Year of Urban Planning and Architecture,” a nationwide focus on design, sustainability, and how cities live and grow. The timing isn’t random. From 17–22 May 2026, Baku hosts the 13th World Urban Forum, WUF13, organized by UN-Habitat under the theme “Housing the World: Safe and Resilient Cities and Communities.”

For travelers, that means the city will be buzzing with exhibitions, public installations, and discussions on how urban spaces work. Even if you’re not attending the forum, you’ll see the city showcase projects that blend heritage conservation with modern planning — from restored historic quarters to new districts built with energy efficiency and green space in mind.

Beyond Baku: See the new chapter unfold

The story extends beyond the capital. In Garabagh and Eastern Zangezur, Azerbaijan is rebuilding towns and villages as part of a “Green Energy Zone” initiative. New settlements are designed around renewable energy, sustainable materials, and climate-resilient infrastructure. It’s not on the typical tourist trail yet, but for visitors interested in architecture and urban development, it’s one of the most ambitious reconstruction projects happening anywhere right now.

Closer to Baku, Shaki offers another layer. The city’s historic center and Khan’s Palace are UNESCO-listed, with carved wooden interiors and stained-glass windows that feel frozen in time. It’s a 4-hour drive through mountain landscapes and makes for a perfect weekend trip.

Why go in 2026

Baku in May is mild, with long days and a Caspian breeze that keeps the waterfront pleasant. The city’s mix of Persian, Ottoman, Russian, and modern influences shows up in the food, architecture, and pace of life. You can have plov in a 200-year-old caravanserai for lunch and watch a contemporary art show in a converted power station by evening.

With WUF13 bringing global attention to housing, resilience, and sustainable cities, 2026 gives travelers a chance to see Baku not just as a destination, but as a live case study in how cities evolve.

If you go, give yourself at least 4 days: 2 for Baku’s old and new contrasts, 1 for the Caspian coast and modern museums, and 1 for a day trip to Shaki or Gobustan’s rock art. The city is easy to navigate, safe, and surprisingly walkable once you get past the main boulevards.

Baku isn’t trying to be Dubai or Istanbul. It’s something else - a place where history, oil wealth, and a clear-eyed push toward sustainable urban living meet on the edge of the Caspian. That’s what makes 2026 the year to see it.

©Higher Education Media Services.

What Makes The SQ8 So Impressive On The Road

At the heart of the SQ8 is a 4.0-litre twin-turbocharged V8 the same powerplant in the RSQ8 although detuned, producing 373 kW and 770 Nm of torque. That places it firmly in performance SUV territory, with a 0–100 km/h time of around 4.1 seconds. Step up to the RS Q8 Performance, and the gap becomes clear: 471 kW and 850 Nm, dropping the 0–100 km/h sprint to roughly 3.6 seconds. It’s louder, sharper, and far more aggressive.

The SQ8 feels more usable. It’s still quick, but it delivers its performance in a smoother, more controlled way—far easier to live with day to day. Audi’s quattro all-wheel drive keeps everything planted, while launch control delivers an effortless surge off the line, complete with a subtle lift at the nose. What stands out most is how well it carries its weight. For an SUV tipping over two tonnes, it feels remarkably composed through corners and confidence-inspiring when pushed.

And then there’s the sound. That V8 delivers a deep, guttural growl—a reminder of why combustion engines still stir emotion. In an era of EVs, where speed often comes without drama, the SQ8 brings character back into the experience. Fuel economy? As expected, it’s not its strong suit. Expect figures in the early 20L/100km range in relaxed driving, improving slightly to around 17L/100km when driven more efficiently. It’s thirsty—but that’s the price of a proper V8.

Visually, the SQ8 keeps things understated. Unless you know what to look for, it’s easy to mistake it for the more aggressive RS Q8. My test unit, finished in the Black Edition spec, added presence with 22-inch black wheels, darkened trim, and quad exhausts. But raw performance isn’t what defines this car. The SQ8 prioritises composure. Adaptive air suspension smooths out imperfections, while quattro ensures stability in all conditions. The result is a driving experience that feels effortless—fast, yes, but more importantly, easy.

Inside The SQ8: Where Luxury Takes Centre Stage

Step inside, and the SQ8’s luxury credentials are immediately clear. The cabin feels every bit as premium as you’d expect from a flagship Audi. Soft-touch materials, high-quality leather, and subtle metallic finishes create an environment that’s modern yet understated. Audi’s dual-screen infotainment system sits front and centre, paired with the brand’s Virtual Cockpit digital display. It may not be the newest system in the segment, but it remains intuitive and functional.

Comfort is a standout. The seats are supportive and well-contoured, making long-distance driving effortless. There’s generous space front and rear, while the elevated driving position enhances that sense of control. Details matter here too—S-line badging, red stitching, a thick leather-wrapped steering wheel, and even red seatbelts add just enough sportiness without overdoing it.

Choosing the SQ8 over the SQ7 is ultimately a decision of style over outright practicality. The coupe-like roofline and frameless doors look fantastic, but they do compromise rear headroom and visibility slightly. Still, refinement is where the SQ8 shines. At highway speeds, the cabin remains impressively quiet, reinforcing its luxury credentials.

How It Stacks Up Against Rivals

The SQ8 sits in a fiercely competitive segment. Rivals like the BMW X6 M and Mercedes-AMG GLE 63 push performance further, offering more power and sharper dynamics. They’re louder, more aggressive, and more focused on outright speed.

• Audi SQ8: from around R2.6 million

• BMW X6 M Competition: from approximately R3.4 million

• Mercedes-AMG GLE 63 S Coupe: from around R3.3 million

• Porsche Cayenne GTS: from approximately R3.0 million

Final Verdict

The SQ8 may not be the flashiest or most extreme option in its segment, and it doesn’t try to dominate with raw performance. But what it offers is arguably more valuable: a balanced, well-rounded luxury performance SUV that works effortlessly in the real world. But offcourse if you had the extra cash to splurge go big and get yourself the RSQ8.

South Africa carries a grim badge of dishonour: the highest annual road death toll on the African continent. At the centre of this crisis is speeding, a reckless reflex that steals reaction time, magnifies the carnage of crashes, and leaves drivers paying long after the wreckage is cleared.

Edite Teixeira-Mckinon, Lead Ombud of the Non-life Insurance Division at the National Financial Ombud Scheme South Africa (NFO) warns that every collision drives repair costs higher, with insurers inevitably passing the burden on through rising premiums.

“Worse still, when speeding is found to be the cause of an accident, insurers often invoke the ‘due care’ exclusion to reject claims outright. This clause requires policyholders to act reasonably to prevent losses and damage. Yet this exclusion clause is not always correctly applied,” she said.

When speed meets exclusion

In one recent case, a driver said he swerved to avoid a pothole, lost control on a bend, and mounted the pavement. The claim was rejected on the grounds of the following policy exclusion: “You have a duty to take reasonable care to prevent or reduce loss, damage, bodily injury, liability and accidents as if you did not have insurance.”

An accident reconstruction expert found no pothole but calculated that the vehicle accelerated from 61km/h to 71km/h while executing the bend, which was above the critical speed of the curve. The insurer argued this proved recklessness.

Teixeira-Mckinon’s office disagreed and pointed out that the policy covered negligent driving. To prove recklessness, the insurer had to show the driver deliberately or intentionally caused the accident, in other words, that the driver foresaw the possibility of losing control of the vehicle whilst executing the bend at 71km/h and that he recklessly reconciled himself with this possibility.

Speed alone, she argued, does not equate to recklessness. Eleven kilometres above the speed limit amounted to negligence, not recklessness. The insurer was advised to settle the claim and did.

The 20km/h rule

Some policies, however, go further, excluding cover when a driver exceeds the speed limit by more than 20km/h. Unlike the broad “due care” clause that is more common in short-term insurance policies, this exclusion must be specifically highlighted to policyholders before inception.

A driver travelling at 114km/h in a 60km/h zone saw his claim rejected. The insurer cited the “more than 20km/h” policy exclusion to reject the claim. The insurer relied on the data retrieved from the vehicle’s tracking device. The complainant denied driving 20km/h over the speed limit and disputed the reliability of the tracking data; however, no evidence was provided to dispute the tracking data.

The complainant could not recall how the accident took place and he speculated that he lost control of the vehicle when he swerved to avoid an object on the road.

It was pointed out to the complainant that to rely on this rejection reason, the insurer needed to only demonstrate what the speed limit on the road was and that the complainant exceeded the speed limit by more than 20km/h.

Considering the speed limit on the road and the speed at which the complainant had travelled prior to the accident, the Non-life Insurance Division was satisfied that the insurer had discharged its onus in respect of the rejection reason.

©Higher Education Media Services.

The radio insert with Carol Hobbs unpacks the highlights—from performance and practicality to real-world impressions—bringing listeners a concise yet engaging take on this high-performance SUV. Stay in the know! Catch him every Friday at 12:48 for the latest motoring scoop.

A true gentleman, Uncle Athol is a walking legend—kind, gentle, and most importantly, someone with a big heart. I always try to emulate him. Love you, Uncle Athol.But back to the feeling of receiving the red key to the Alfa Romeo Stelvio Quadrifoglio. It felt similar to childhood. My heart skipped a beat as I remembered piloting the Alfa Romeo Giulia Quadrifoglio—a gorgeous V6 supercar in a sedan-sized body—and now experiencing it in SUV form.

Why is the Stelvio Quadrifoglio unique?

Engine, Design, And Interior

Its engine, put simply. Every car enthusiast knows it has a Ferrari-bred heart: a 2.9-litre twin-turbocharged V6, derived from the California T, minus two cylinders—and what you get is the perfect V6 symphony on wheels. The backfires, the pops, and the bangs from the quad exhaust pipes are simply glorious. As far as writing goes, there’s something about Alfa that truly stirs the soul. Passion-driven, sexy, and unique in its own quirky way.

So naturally, the Stelvio Quadrifoglio looks beautiful. Telephone-design wheels, wide arches, and a sleek silhouette come together with that iconic V-shaped front end, meshed with the Scudetto grille. And of course, the colour—Verde Montreal—just elevates the drama. It’s properly striking. But interior-wise, it’s not going to wow you by any means—unless you’re a true Alfa Romeo petrolhead or car nut. It’s driver-focused.

Sitting inside, you’re greeted by a slim leather-wrapped steering wheel, long metal paddle shifters that are perfect in execution, and a simple layout. The infotainment screen won’t spark much interest—it’s straightforward. Carbon fibre is present throughout: in the centre console, dashboard, and doors. The seats are cushy and hug you like a warm embrace.

But back to the beating heart of this beast. Power-wise, it produces 375 kW and 600 Nm of torque, with a claimed 0–100 km/h sprint of 3.8 seconds. But forget the figures—I found myself chasing the feeling everywhere. I seized every opportunity to be behind the wheel, just to hear that V6 symphony. It was truly heavenly.

Reflections: Behind The Wheel Of The Alfa Romeo Stelvio Quadrifoglio

A Performance SUV With Real Soul

The Giulia Quadrifoglio was a masterpiece—it was tail-happy and wild. This, on the other hand, felt more planted. You felt less fear, whereas in the Giulia, there was always that edge—one small mistake and things could go south quickly. And the way this performance SUV moves is truly special. It’s fine and precise, the steering inputs are light, and the way it carries its weight is near-perfect. And again, that V6 symphony is like a song you just want to keep on repeat.

But I found myself wanting more—I needed to take this beast on a proper road trip with my better half, Jessyca Primo. So we set off on a short stint from Johannesburg to Middelburg, roughly 170 km out. On the open stretch of road, this beast devoured the tarmac effortlessly. At higher speeds, it felt controlled and completely stable. I vaguely remember the latest hybridised BMW M5 pulling up, almost eager to race. I’ll admit—I kept up initially.

But I wasn’t willing to push things too far. I value both life and the car. Let’s just say the M5 climbed to high speeds and eventually left me behind. I didn’t bother chasing. Instead, I settled into a cruise, enjoyed my music, and soaked in that addictive V6 symphony. Arriving at our stay, the car—and we—were ready for a break. It was a sweet escape: good food, great company, and a machine waiting patiently outside. Still, there’s something deeply addictive about this car.

A Sweet V6 Symphony That’s Truly Addicitive

Sharp Handling, Real Practicality—But It’s Thirsty

I needed more.On the drive back, I found myself eager to experience everything it had to offer. I was already familiar with it from my time in the Giulia QV. However, in the Stelvio QV, there’s more reassurance. Corners feel easier and sharper, and there’s less intimidation. The Giulia had a daring edge—it was intoxicating and rewarding. This, in contrast, feels happier and more approachable. There’s also practicality. It’s ideal for long trips, offers generous space for rear passengers, and has a boot that easily handles everyday needs.

In day-to-day driving, I averaged around 17 L/100 km, though most of that was spirited driving. Switching into Race mode transforms the car—the traction control relaxes, the suspension stiffens, and everything becomes more aggressive. The steering becomes more playful and direct, and despite its size, it remains nimble—of course, always with a degree of caution. It’s truly fun and fast, and despite being an SUV, it feels like an Alfa Romeo Giulia Quadrifoglio exaggerated in stance.

One thing I truly appreciate is how its personality changes depending on the drive mode. In Race—the most aggressive setting—it feels raw and angry. In the other modes, it becomes more composed and usable in all conditions. Natural is smooth and easy, Dynamic adds excitement, but Race is where it truly comes alive.The Alfa Romeo Stelvio Quadrifoglio isn’t just another fast SUV—it’s an experience. It reminds you why you fell in love with cars in the first place.

Built for Feeling, Not Just Figures

Emotion Over Perfection

It’s not about chasing perfection or ticking every box; it’s about emotion, character, and the connection between driver and car. Yes, it has its flaws. The interior tech isn’t class-leading, and it won’t be the most sensible choice in its segment; depreciation is also a factor, and reliability is another topic altogether. But that’s not the point of this car. The moment you fire up that Ferrari-bred V6 and hear it come to life, none of that really matters. It’s in essence imperfectly perfect, and what the Stelvio Quadrifoglio delivers—something many modern performance cars have lost—is soul.

Prashirwin Naidu spends time with the Lexus NX450h+, unpacking its refined hybrid performance, premium interior, and everyday comfort. He shares what it’s like to live with and how it delivers on both luxury and efficiency in a competitive midsize SUV space.

To round things off, he teases a special mystery car for next week’s feature — the Alfa Romeo Stelvio Quadrifoglio, powered by a Ferrari-derived V6 with plenty of heart and passion.

Stay in the Know! Catch Prashirwin every friday at 12:48 on Vuma FM for the latest motoring scoop.

Prashirwin Naidu shares his experience with the Haval H6 GT PHEV, unpacking its bold coupe-SUV styling, punchy plug-in hybrid performance, and tech-rich interior, while exploring what it’s like to live with and how it stacks up in the competitive electrified SUV space.

Stay In the Know! Catch him every friday at 12:48 for the latest motoring scoop.

Prashirwin Naidu shares his first impressions of the Suzuki Across following its launch, unpacking its design, hybrid performance, and overall driving experience, while assessing where it fits in the competitive SUV landscape.

Stay in the know! Catch Prashirwin Naidu every friday at 12:48 on Vuma FM.

Traditionally, the 3 Series and the Mercedes-Benz C-Class have been direct rivals to the A5, but the landscape is shifting. The German trio is now facing serious pressure from Chinese brands like Chery, Haval, Omoda and Jaecoo, which are rapidly gaining traction in South Africa. According to Naamsa, buyers are flocking to SUVs and crossovers for their value and practicality. Sedans are becoming niche — but for those who appreciate a low-slung driving experience, the A5 still delivers.

And deliver it does. The A5 feels composed, planted, and effortlessly smooth. There’s a confidence in the way it tackles corners — something I found lacking in a Haval H6 GT. Yes, the Haval is quick and might even trouble a Volkswagen Golf GTI in a straight line, but it doesn’t offer the same reassuring composure you expect from a German sedan. Under the bonnet sits a 2.0-litre TFSI engine producing 146kW and 340Nm. It’s lively enough for everyday driving, though not particularly thrilling, with a 0–100km/h time of 7.8 seconds.

The ride is undeniably smooth, but fuel consumption came in at around 11L/100km. To be fair, the test unit had just over 10,000km on the clock, so there may still be some room for improvement. Visually, the A5 is a winner. Finished in Ascari Blue and sitting on 19-inch Audi Sport wheels, it turns heads with ease. The Sportback design adds a layer of practicality, blending coupe-like styling with usable space.

Inside, however, things aren’t perfect. Yes, you get three screens — a digital cluster, infotainment display, and a passenger screen — which give the cabin a modern, tech-forward feel. But look closer, and you’ll notice some creaks and questionable build quality, particularly below the infotainment system. At nearly R1.4 million (with options), that’s hard to ignore.

The cabin itself is clean and well laid out, complemented by features like the panoramic glass roof with switchable transparency — a R38,000 option. It doesn’t open, though, making it more of a visual feature than a functional one.

This particular A5 is fitted with R279,400 worth of optional extras, including Ascari Blue paint, the panoramic roof, Tech Pro and Infotainment packages, as well as upgrades like sport seats, ambient lighting, and added convenience features. It also benefits from several no-cost extras, such as the Bang & Olufsen sound system, digital key, and a suite of driver assistance systems.

Premium? Absolutely. But also pricey — and that’s where Audi may have missed the mark. In a market increasingly driven by value, the A5 risks being overshadowed. It’s a strong product, no doubt, but one that highlights the growing pressure legacy brands face in a rapidly evolving automotive landscape.

Chiloane and guests were treated to extraordinary technical demonstrations where learners bridged theory with practice. Showcasing their mastery of 4IR and renewable energy, with one of the highlights, the fully electric solar-powered car.

Johannesburg — Q&A with George Mienie, CEO of AutoTrader SA: Driving Change, Transparency, and the EV Shift in South Africa

One of the most influential executives in Southern Africa, George Mienie, the dynamic CEO of AutoTrader South Africa, discusses the evolution of the automotive market, the rise of electric vehicles (EVs), and the future of buying and selling cars online.

Mienie reflects on two decades of industry change — from print to digital, combustion to electric — and how AutoTrader is shaping a more transparent future for motorists.

READ: Volvo C40 Recharge: the sleek electric SUV driving the future of cars

Q: How has AutoTrader evolved from print to digital, and what challenges came with that shift?

MIENIE: It’s been a long journey — I’ve been part of it for over 22 years. The move wasn’t dramatic; it came through constant, incremental improvements. Each change built more trust and transparency for consumers. We’ve always asked: how can we provide people with more accurate information about cars, pricing, and sellers? That’s what’s driven our evolution.

Q: What trends are shaping buyer behaviour in the used car market?

MIENIE: Buyers today are far more informed. They expect transparency, especially on pricing. They want to know if a deal is fair and how the car will depreciate. Thanks to our massive dataset, we can offer those insights in real-time. Trust also matters more than ever. That’s why we introduced dealer ratings and reviews: to hold sellers accountable and reward the good ones.

Q: How has the perception of Chinese-made cars changed?

MIENIE: Chinese cars have made significant strides in the eyes of South African consumers. A few years ago, there was still scepticism about build quality and long-term reliability, but that’s changing fast.

Brands like Haval and Chery are leading the charge, producing vehicles that are well-specced, stylish, and competitively priced. I’ve observed how buyers are reacting — the value-for-money equation is resonating. If these cars were only 80% as good as they are at 80% of the price, they wouldn’t be selling as well as they are. The fact that they’re moving serious volumes shows that people are trusting the product more than ever before.

RELATED: Chinese brands making their mark in SA

Q: Is South Africa ready for a second-hand EV market?

MIENIE: We’re getting there. The BMW i3, for instance, has held value surprisingly well after initial depreciation. But the market lacks affordable EVs. Most are priced over R500,000 — out of reach for many. Once we see EVs in the price range of a Suzuki Swift, the second-hand market is expected to take off. Brands like BYD or Chery might unlock that.

Q: What’s holding back EV adoption — price, infrastructure, or something else?

MIENIE: All of the above. EVs are only cheap to run if you can charge at home. I saved thousands charging my Jaguar I-PACE at ±R2–R3 per kWh. But public charging can triple that cost, making it no cheaper than petrol. Most South Africans don’t have garages or plug points at home, especially in complexes. Without affordable, accessible infrastructure, the value proposition falls apart.

Q: How is AutoTrader educating consumers about EVs?

MIENIE: We’ve taken that responsibility seriously. We conduct annual EV surveys and publish detailed reports, all of which are freely available. When we lack data, we ask both the public and the industry. Our goal is to lead the conversation and debunk myths around range anxiety, charging, and cost.

Q: What will it take for EVs to go mainstream here?

MIENIE: Price is the tipping point. If an EV is priced like a Suzuki Swift, everything changes — even with current infrastructure limitations. The lower service and running costs make EVs attractive overall. Until then, the market will remain niche, limited to wealthier buyers with access to home charging.

Q: Are there any standout cars that balance tech, efficiency, and price?

MIENIE: The Toyota Corolla Cross Hybrid is a great example. It’s affordable and offers the benefits of electrification without needing charging stations. Hybrids are a strong stepping stone for many consumers before they fully commit to EVs.

ALSO READ: The made in Durban Toyota Corolla Cross GR Sport is the new “Peoples’ Car”

Q: What’s next for AutoTrader?

MIENIE: We’re constantly evolving, with a focus on increasing trust and transparency. That means better vehicle histories, verified dealer reviews, and live pricing data. On the B2B side, we help dealers make smarter stock and pricing decisions. Long-term, we aim to let buyers do everything online — even test drives and delivery could eventually come to them.

Q: What’s the biggest lesson you’ve learned as a leader?

MIENIE: This might surprise you, but I don’t believe in the advice that tells people to “follow your passion.”

In my view, the better advice is:
“Find what you’re good at, become the best at it, even if you don’t love it — then use that to gain financial freedom, and then follow your passion.”

Passion doesn’t pay the bills. Skill and excellence do. Once you’ve got that foundation, the freedom to pursue passion becomes a reality.

This article is exclusively written for NOWinSA by motoring contributing writer Prashirwin Naidu. © Higher Education Media.

In the words of the nineties pop band Roxette, the Volkswagen Taigo R-Line has a look. Not only does it dazzle, but it excels in fuel economy despite a 40-litre tank and performs exceedingly well on the road.

One would say it’s almost like the charming Polo, except it’s larger and taller and blends with the coupé design. Striking in deep black pearlescent, it looks impressive.

The endearing Taigo is for young and up-and-coming professionals. Youthful families may also love the space and beautiful ride.

What makes the Volkswagen Taigo unique from the T-range? The chassis is based on the same platform as its counterpart, the T-cross, but with an edgier style and a goal of standing out from the ordinary crowd.

Starting with the front end, with its precise and fine lines, it’s almost as if this car is grinning from ear to ear—very charming. Given that it’s the top-spec model, one would also take note of the powerful LED matrix headlamps accompanied by the R-Line badge. Yes, the R could easily be for Riveting!

Sitting on 18-inch Misano alloys, followed by the robust matte black body cladding, the one we drove was irresistible. The car’s overall dimensions are well-balanced and offer a modern and futuristic look, especially the illuminated taillight bar, which is an elegant touch.

Boots space offers 440l, slightly more than the T-Cross, which measures about 377l of capacity. The Taigo’s sporty roof slope doesn’t compromise rear headroom; even full-sized adults have ample room.

Tech-wise, the flagship R-Line model offers an eight-inch infotainment screen, a 10.25-inch digital instrument cluster, stainless steel pedals, rear privacy glass, a Beats sound system, wireless charging, navigation, voice control, and wireless smartphone connectivity. And if you’re feeling the summer breeze, throw in that panoramic sunroof.

Apart from the thrills, it is a safe car, to say the least; if you opt for the IQ Drive safety package, you will get features such as lane-change and blind-spot assist, adaptive cruise control, and emergency braking.

Since our test unit had the Comfort package, we were indeed spoilt. We had a reversing camera, keyless entry and start, and a semi-autonomous parking assistant function.

The Taigo range does not offer leather seats, but the top-spec R-Line has cloth upholstery with a diamond print in grey hues. Beneath the bonnet, it’s powered by a 1.0-litre turbocharged three-cylinder engine with a seven-speed dual-clutch automatic (DSG) transmission.

Behind the wheel, it feels almost like the Polo, but the additional ground clearance contributes a tangible superiority in comfort. It felt smooth and refined in daily city driving situations. The only qualm is at a standstill; the turbo lag is noticeable, but it’s not a significant issue.

Power output is 85kW and 200NM. It may appear weak with its figures, but in hindsight, it has plenty of kick due to the turbo; it can do 0-100km/h in 10 seconds. Now fuel consumption is quoted at 5.4l/100km, but real-world figures are in the 6l-8l/100km range- depending on how heavy one’s foot is.

With a starting price of R482, you can pick up the Taigo Life 1.0 TSI or the Taigo Style 1.0 TSI for R520,500. If you want, the range-topping R-Line model is R545,200. With all the optional extras, ours was R609,800.

At the Taigo’s price point, you may consider a Mazda CX-30, Hyundai Kona, or Toyota C-HR, vehicles with a similar crossover-coupé aesthetic. Overall, the Taigo is a lovely specimen of the VW brand, but the price and optional extras make it a costly option in the consumer’s eyes. But if your wallet is willing, Taigo has plenty to offer.

*This article is original and exclusive to NOWinSA © Higher Education Media

Only some get a second chance to relive one’s matric dance experience, especially a swift two years after it happened.

I remember the intense pressure of ensuring everything was ready; from the car to date and what I had planned to wear on the day. Well, I managed to get everything prepared in the nip of time.

Sadly, I got left at the altar. Nevertheless, I still looked stunning in a fine assortment of blue, accompanied by my legend of a brother, Brenwin Naidu, who took me there in the all-new Mercedes Benz G400d. I felt like Bond posing for pictures with the mesmerising, latest iteration of the Austrian-made behemoth.

Fast forward to the present, a good family friend, Dhiasha Naidoo, the head girl of Curro Waterfall and quite the brainy academic herself, asked me to accompany her. Of course, I was excited; a chance to dress up again, get a fantastic car organised and accompany a dashing young lady.

The choice of car was the main ingredient. If you remember the brand, I would have taken my cute Volkswagen UP, but that’s like attending the dance in a Tazz.

Fortunately, we pulled the heartstrings and organised a marvellous R2.5 million Lexus LX500d and the ravishing red Alfa Romeo Tonale Speciale, which sells for a not-too-inconsiderate R800 000. My first experience with the Italian beauty was exceptional and made the final decision harder.

Yes, the roads are less rife with the Alfa Romeo brand. Taste is peculiar to one’s pocket, and a desire to follow the German or Japanese crowd. Class is something else. Driving around in the Tonale, people were intrigued by its sheer beauty.

And on the class front, we also had the Lexus LX500d, which was “gangster”, if one could say, with all the bells, it also looked the part of being Luxe. I spent hours contemplating which one would be best.

In the end, we gladly used both. We turned up to the dance in the Lexus LX500d for the matric dance and went to the after-party in the funky Alfa Romeo Tonale. Dhiasha was spoilt for choice.

We arrived in the ice-white Lexus LX500d on the evening of the dance. It was a looker. So was Dhiasha.

Before the dance, I was enamoured by the mesmerising wheels that got us here. The cabin of the Lexus LX500d was lovely. It seemed minimal yet sophisticated in nature. The upholstery and leather applications were delectable. And the feel behind the wheel was simply supreme.

I came across several BMW, Porsche and Mercedes Benz. Not one to be with the in-crowd, I must say the Lexus LX500d stood out among the commoners in the parking lot. Mind you; the Alfa Romeo Tonale would have done the same.

The welcoming crowd rolled out the red carpet. Students rushed to support and cheer. I am curious if it was for the vehicle or for myself and Dhiasha. We looked gorgeous. There is an Indian custom to turn salt if one has too much of eyes on them to ward off evil spirits. We needed an ocean of salt. I was in a blue suit matching Dhiasha in her stunning blue dress.

As the red carpet was rolled for us, we set foot on it, making an entrance as we walked gracefully towards the venue while the school paparazzi took the pictures. The crowd cheered, ushering us in.

It felt like déjà vu. Only the last time, the belle of the ball flew solo, landing on a field in a helicopter that could have been a pumpkin carriage. It was nostalgic; the same sad speeches droned on, the laughter, the banter, and those funny heart-wrenching moments of release as one embarks on a brand-new journey.

Yet, it was epic. There was plenty of dancing sandwiched in between scrumptious meals. Bonding is inevitable over good food. When there’s bad food, we still bond – but complain and wish that everyone could cook like mom.

On the evening of the dance, Dhiasha was the Mistress of Ceremonies. Being an eloquent speaker (she gets it from her chirpy, smart mom), it was done quickly. Seeing the closeness and bittersweet moments of fellow friends, teachers also hit home. The reality is that the matric dance signals that one journey has come to an end. A brand new one awaits.

While moving on is not easy, ask me. I will tell you, maybe it is from my dad’s jeans, er genes. Witnessing the joy on the face of Dhiasha’s parents (her cool Dad must think he needs to get a gun to ward off the admirers urgently) and her little sister Jarita was special. Dhiasha’s grown, accomplished much, and even spoke to Chinese astronauts in space last year. Her future is bright as the red Alfa Romeo Tonale we switched after the dance for the Lexus LX500d.

Of course, I was the designated driver for just a few close friends and club-hopping responsibly. Since I drink nothing but tea or cappuccino with almond milk, I revelled in being the bodyguard, date and driver.

The experience provided a flashback to my matric dance two years earlier. It was a bittersweet blur. But no hard feelings. Or, in the words of Robbie William, there was no regret. They don’t work. I remember my brother Brenwin Naidu being there for me, fetching me in a swanky Mercedes Benz G400d and me dressing to the hills in my blue assortments of velvet, black and tan shoes. I looked the part. But that was then.

Matric Dance 2023 – thanks to Dhiasha – or her mom Rohenie, who asked Brenda, my mom, who then asked my dad, Edwin.

This was the ultimate way to re-write history, smile, and enjoy the moment. Inevitably, the wheels to get to the dance are an integral part of every story. Every car tells a story as one’s bumpy or easy school ride draws close. As Dhiasha Naidoo reaches for the stars, my two cents are that one must choose the path carefully.

If you ask nicely, I may be available in 2024 – the Volkswagen UP is always faithful too, if you need an escort.

The tech-friendly Jaecoo J7 is China’s latest attempt at dominating the South African road.

Buoyed by the Haval’s success, its sister, the Chery, the Jaecoo, as its name suggests, is on the prowl. Not your average cougar, this Jaecoo, in German, means a mixture of hunter and cool.

It may not be everyone’s favourite Jagermeister tipple, but it has plenty to keep one’s head spinning well.

Over the past week, I sampled the recently launched vehicle, and a few thoughts lingered. It was impressive with its tech-laden cabin, bold exterior cues, and fair pricing. You’re not paying an arm and a leg for all the optional extras, as you would in premium German brands. I like that aspect.

With three models to choose from, the Vortex and middle-grade Glacier, I had my run-of-the-mill Inferno in top-spec guise. It costs a cool R679,900. If you eliminate your blinkers, you will find a lot more bang for your buck, as many would say.

Even I had preconceived notions that the cabin would feel cheap and not provide the same spark as a Benz or Beemer.

But it was delightful and modern and dazzled the heart of passenger Kagiso Mangolele. He was in heaven, to say the least, soaking it in like a kid at a candy store. But snapping back to reality, I put it to the test and gave it the full attention it deserves.

Now, bells and whistles are present, like wireless smartphone charging, a 360° panoramic camera system, a head-up display, and an integrated dashcam.

The infotainment screen was the most giant screen I have ever seen in a car, precisely 14.8” hovering in the middle centre console. It was straightforward to use, although sometimes it can be laggy. Nonetheless, I liked the simplicity of the layout, and all configurations, like climate controls, can be accessed from there.

There’s also a handy Android assistant. You activate it by pressing the robot icon at the top of the screen. You can ask it to open Windows or Google search for anything your heart desires.

When I was in the cabin, I relished the comfy seats. There was ample room for rear occupants, too. The high-flying Inferno had a heated and leather-trimmed steering wheel, privacy glass, inter-seat airbags, an automatic tailgate, and all-wheel drive, while the Vortex and Glacier are front-wheel drives.

Visually, when you look at it, it is a charming, attractive SUV. The 19″ alloys were perfectly steel cut; I am tooting the horn a bit, but they looked stunning. A bold front-end grille, almost Jeep Cherokee-like, towards the side very, much like a Ranger Rover with the retractable door handles, and some have pointed out that towards the back, it looked like a Porsche Macan, don’t shoot me; I’m just the messenger.

Now, safety systems are impressive, and some include automatic emergency braking, adaptive cruise control, traffic jam assist, lane-departure warning, intelligent high-beam control, rear cross-traffic assist, and more.

All Jaecoo J7 models are powered by a turbocharged 1.6l petrol engine producing 145kW and 290Nm mated to a seven-speed dual-clutch transmission.

Driving dynamics wasn’t much fanfare for me; it needed refinement as the 1.6l turbo petrol motor tended to bother me with the high revs in the overtaking process on the highway.

However, you can coast and cruise comfortably on the road when it’s not hot and bothered. You also have the luxury of having a driving mode selector: Sport, Eco, Normal, and Off-road. Another qualm was on uneven or unfavourable road conditions; the suspension felt firm.

Fuel-wise, it was fair to achieve 9l/100km in my daily commutes; you can even get it in the early 8l/100km.

The Jaecco J7 can go off the beaten track. I didn’t have time to take it there, but Chery markets the J7 as the model to buy if your active lifestyle takes you off the main roads and onto gravel paths. This model is afforded an off-road mode, a 21° approach angle, a 29° departure angle, 200mm of ground clearance, and 600mm of wading depth.

Can one say being paired with the Jaecoo J7 was a match made in heaven? I must put it out there: I’ve driven many cars over the last two short years, about one hundred, and I did take a liking to the Jaecoo J7; it was a car that gives a lot for less but needs some more refinement driving-wise to make it a well-rounded contender in this competitive SUV segment.

The Jaecoo J7 competes with the Toyota RAV4, Volkswagen Tiguan, Kia Sportage, Hyundai Tucson, Subaru Forester, Haval H6, and its shared counterpart, the Cherry Tigo Pro 8.

In the words of Depeche Mode, Kagiso was in Heaven. Of course, we return to Earth swiftly when the vehicle is collected.

PRICING

• Jaecoo J7 1.6T Vortex FWD 7DCT — R549,900

• Jaecoo J7 1.6T Glacier FWD 7DCT — R599,900

• Jaecoo J7 1.6T Inferno AWD 7DCT — R679,900

All versions of the Jaecoo J7 come standard with a five-year/70,000km service plan and a five-year/150,000km mechanical warranty. The first owner also receives an additional engine warranty spanning ten years or 1 million kilometres.

*This article is exclusively written for NOWinSA by motoring contributing writer Prashirwin Naidu. © Higher Education Media

The Chinese motor manufacturers are bucking the trend and making their mark in South Africa. Currently, five Chinese car firms are operating in the country. They are GWM, Geely. Haval, BAIC and Chery.

The elegant OMODA C5 was our small SUV when Uncle Brian and Auntie Vijay visited recently to coincide with a working visit by Sershen, my little brother from another awesome mom.

The eldest son of Brian and Vijay, he also grew up in front of the Naidu, making Grove-End Drive, Phoenix, his second home, annexing the Naidu siblings for better or worse. His recent visit was different. The beautiful folks were around to spend precious time with Sershen before he returned to the dumpsters of Trumpland.

The wonderful Naidoo was fetched in style in a fancy BMW few can afford, so it’s best not to mention it or the adorable driver. But the Naidoo remained in dreamland in the OMODA C5, the elegant car from the CHERY stable, with plenty to rave about. It has a futuristic look, almost like a spaceship. The OMOADA C5 does not look like anything in the CHERY stable, which returned to South Africa in 2021.

Typically, one associates premium with the Germans, but they’ve fallen off their perch a bit. Mercedes Benz and Audi seem dated as their PR recruits. It is COP28, so let’s park the hot air. But it’s just a pity that some brands are stuck in the old South Africa where white is right. “If you’re brown, hmm, stick around. If you’re black, get back, get back.” At a high level, Merc and Audi epitomise the racism endemic to South Africa for the past three decades. Pity. Racism is a story that will fly on another day with obvious analysis to support it.

The point is premium cars are not the monopoly of the pithy Germans. Yes, BMW never lost when it comes to premiums. Class is permanent, as they always show. The OMODA C5 oozes premium. It’s the spacious, well-decorated interior; the car has a 1.5-litre engine, kicking out 115 kilowatts of power, with fuel consumption at 6.9 litres per 100, though we averaged 10 litres per 100km. In terms of safety, it has all one needs to keep one safely cocooned from harm should anything go awry.

The OMODA C5 looks stylish. Uncle Brian was impressed. He visualised how he would redesign the car to fit his purpose, saying this OMODA C5 would be transformed into an excellent people mover. Uncle Brian is not a feisty one like Jason Statham. But he, too, is the transporter. Uncle Brian takes one to one’s final resting place. The head of North Coast Funeral Services is an undertaker with a smile.

Auntie Vijay will tell you he is a charming man. Sometimes, he charms snakes. Uncle Brian was once featured globally on National Geographic after a snake was dying to keep warm in one of the hearses parked in the garage in Woodview, Phoenix.

Uncle Brian is often the last man standing, the final human face presiding over the farewell to many a loved one. He has a few modest black vehicles, but accesses stretch limousines on demand. The bigger, the better the request from those saying goodbye to the departed. Do people really want to go out in style on the last ride? And we’re not even talking about the cost of the coffin. Should families choose to soothe their conscience because they did nothing when the person was on the planet? Just asking for a friend. Give me an unmarked car without any razzmatazz. That also means don’t invite Fikile Mbalula draped in his horrendous bumblebee outfit. Sorry honey!

Uncle Brian should revamp the OMODA C5 in his grand vision. It should be my final choice of transport even if people snigger; a lukker CHERY took him to his grave. Uncle Brian oversaw the goodbye to the remains of both my parents. I call dibs on him.

In the OMODA C5, we talked a lot about my mom, Ruby. She used to say give her flowers when she was alive – not dead. I don’t remember buying her any. I didn’t eat the almonds Ruby gave us as brain food. She must have got flowers from my dad or siblings occasionally. My mom appreciated the things I did, that much she told me. As the acting eldest, we shared much and had a deep bond. The beauty is that all siblings would probably say the same. And that’s the mark of a good mom. Thankfully, I had the same with my dad. Yes, I was special, or so I think. Amada! Auntie Vijay reminded me while riding in the OMODA C5 that Amada was a term of endearment.

The bond with my endearing mom is something one cannot describe. But I never bought her flowers. When she passed on 8 June 2008, her funeral was a flowery cry, with mutton biryani and beautiful speeches. She asked for a sealed coffin. See her when she was alive: you know where she stayed was her mantra. You know where I stay? Have you heard that line before?

It seemed like a cold yesterday when Aldrin and I returned shell-shocked from Denmark along with the fondly missed Simphiwe Piliso to see Ruby Naidu sleeping peacefully in the morgue in Verulam. Uncle Brian and Auntie Vijay were close to my mom and still talk about her all the time. So does Sershen. Children may take their parents for granted until it is too late. Then, we spend the rest of our lives mourning. And celebrating birthdays. It is only when they’re gone that you realise the groovy couple that gave birth to you is no more.

Ruby’s lectures were classic. When I drove the VW Beetle or the Hyundai seemingly fast, my backseat mom would shout “60-80” to adhere to the speed limit. When I sometimes earned money from a freelance gig or received a rare blessing from the tax person, she would say, “Put for God and don’t make dham dhoom”. It simply meant don’t blow it all in one go. Ruby’s Delight, her savoury mince dish, was among the yummiest. I tried cooking it once or twice. The reviews were less memorable than the memory of that fabulous day at Ruby’s. To use another cliché, I saw stars. I would love those days again. If only she knew. She knows.

My dad left us on 14 January 2010 – in the year of the World Cup, he scored his way to Heaven. In dealing with grief, I didn’t even get to the dearly departed siblings, Morgan and Aldrin. I was blessed that my connection to both amazing parents remained with the now late Auntie Mullie and jovial Uncle Michael on my mom’s side and the last two men standing on my dad’s side Vicky and Vis (Whitey as we called him growing up). Memories of Auntie Mullie on my phone are overwhelming. We had a blast, laughed, talked about my parents or siblings, ate and had a lesson or three. She lived like a rockstar.

One New Year’s Eve, she spent with us in Buccleuch. We had an excellent 10-year KWV brandy, sat outside by the fire, listened to music, and talked. The time flew. At about 4am, she came with two glasses of red wine, saying: “This brandy is not making us drunk; shoot the wine and go to sleep.”

If you were blessed to hear the colourful lingo of Juicy Lucy Auntie Mullie, you would know that the expletives are missing. She took the classic to another level. With all the wonderful people gone, I wonder who will be there when our time’s up.

My uncles Vicky (he used to give us German knocks as children) and Vis are the last two uncles standing. Vicky has the spirit of Mullie inspired by the Holy Spirit. I cannot gaslight my dear Uncle Vis. He is a beautiful blessing, too. Auntie Vijay, with her funky hair, reminds me a lot of my mom. She talks passionately. Always makes sense. Wisdom comes from a lady with funky hair. Just ask Leo, their parrot. Or Uncle Brian, who, having laid both parents to rest, remains my choice of transporter to the end. But only if he kits out the OMODA C5 in the funky manner he dreams, which contains loads of features at a fraction of the price that one would usually pay for those German counterparts.

But don’t wait for Uncle Brian. The tech model OMODA C5 starts at R457,900, topping off at R509,900 for the full-cream Elegance S. For the style-focused buyers looking to make a statement, this might be it.

In a world where anything is up for disruption, provided the styling, safety, ride, and price combine to offer a premium package, one does not have to look beyond the most intelligent vehicle in the CHERY stable. The OMODA C5 will become an elegantly wasted transporter if you pass on its charms. In the words of Dennis Edwards: “Don’t Look Any Further.” Arouse your inner temptation. And keep the transporter in mind, cos OMODA C5 is a beautiful disruptor. Oh Chery Amoire., you have done well, Uncle Brian has never looked happier, China.

*This article forms part of the ‘Family Ties’ series related to veteran journalist Edwin Naidu as he transports readers into the ever vibrant and groovy Naidu’s family and their love for all things motoring