PORSCHE 911 TURBO S

Lots of modern cars are fast, but the 911 Turbo has always offered just that much more poise in the process.

appendage is in keeping the rear of the vehicle planted as speeds increase. A second advantage, and one once again prevalent on the eighthgeneration 922 model, is the incorporation within this pinion of air vents designed to direct passing air into the rear-mounted, force-fed, flat-six engine. Positioned proud on the first Turbo, each evolution of Porsche’s flagship model has explored ways for the wing arrangement to add both increased function and, of course, distinction to its respective package.

If the carefully crafted lines of the 992-generation 911 pay intricate homage to Porsche models past, the 1,900 mm spans of the latest Turbo’s rear end conveys a message of newfound performance potential. Positioned above a suitably enlarged engine bay is a flatboard wing that now adjusts in both height and plane based on prevailing driving conditions – including doubling as an air brake under extreme braking events.

PROPELLOR POWER

Boasting 478 kW and 800 Nm of torque from a new 3.8-litre bi-turbocharged engine, it’s the reassurance of a sturdy braking system that plays a perpetual role in the driving experience of the new Turbo S. Featuring a new air intake system (incorporating those aforementioned rear lid grilles), as well as larger, symmetrical variable-geometry turbochargers, the most powerful 992 to date is capable of launching from standstill to 100 km/h in a just 2.7-seconds, scything past the 200 km/h mark in 8.9-seconds, and reaching a top speed of 330 km/h. More impressive than this (literally) breath-taking acceleration, however, is the fluidity with which this new drivetrain – mated with an eight-speed PDK transmission – interprets throttle inputs into a steady stream of torque delivery to all four wheels; while favouring the substantial 315/30 ZR21 rear duo.

BEHIND THE WHEEL

And yet, despite all the numbers listed above, our Cape-based launch route saw us slot effortlessly into early-morning congestion long before finding any opportunity to stretch the Turbo S’ legs. Not strictly necessary, such is this car’s breadth of ability, but a toggle away from Normal into either Sport or, indeed, Sport Plus driving mode, in-turn heightens the sensitivity levels of systems like the electrically-assisted steering and throttle response, while pressing play on an altogether richer, more characterful soundtrack (amplified via an optional sport exhaust setup, including oval tailpipes).

Press on and, true to the mandate of the 911 Turbo, the otherwise impressively comfortable and (notably in the new 922) well-appointed cabin wraps tightly around its occupants. Introduced in the 991, the now standard rear-wheel steering is less intrusive than before making turn-in that much more predictable. Aided by an extendable front spoiler lip, new active anti-roll bars and a reconfigured active suspension system (adjustable up to 200 times per second), the new car’s front-end is able to maintain levels of grip that guarantee the flanking muscles in your neck get as much of a workout as the aft items did under the

hard acceleration. Able to corner impressively flat, only an extremely reckless application of the right foot would unsettle a rear-end otherwise capable of sling-shotting the Turbo S away from the apex of a corner.

That aforementioned air brake ably assisted by standard 420 mm ceramic brakes up front, with 390 mm items at the rear.

LAST WORD

Is there a modern supercar with a broader mandate when it comes to deliverables? Unburdened somewhat by the imminent arrival of more focused family members, including the GT3, the role of the Turbo within Porsche’s coupé line-up is historically one of offering maximum performance in a package that can just as easily be driven on a daily grocery shop run. That the brand has elected to launch the S model ahead of the “standard” version points to customer demand that – despite what the economy might otherwise suggest – craves pinnacle processions.

Whisper it, but the slightly less powerful 992-gen 911 Turbo (427 kW/750 Nm) may well be all the modern everyday sportscar you need. That said, the new Turbo S meets its mandate, and then some.

THE LOOKS

The first thing that strikes you is how obviously boxy the Caravelle is. VW did not attempt to run away from what this vehicle is – it’s a van and should look like one. It is a rectangular block that looks like it has the aerodynamic efficiency of a shed. However, while the rest of the body is uninspired, the front of the car is unmistakably VW. The trademark grille and lights tie in beautifully with the rest of the family’s line-up and gives the Caravelle an unmistakable identity. Should you wish, there is potential to make this an even more desirable vehicle when paired with the right colour. For me the winner is the two tone heritage paint scheme that adds a bit of flair and character to an otherwise bland exterior. The flagship buses we had also benefitted from 17” alloys, and well placed chrome bits to add to the visuals. But, let’s be honest, people buy these vehicles based not on their looks, but rather their practicality, and so it is no surprise that the piece de resistance is revealed once you board the “cara cara”.

INTERIOR IMPRESSIONS

The cabin is luxurious and solidly built. The dashboard has received a fair amount of love in this model refresh. The previous model had a dashboard layout that looked like it was designed as an afterthought. The newer look borrows from the former, but with much better success. The shapes are more cohesive, coupled with piano black and soft touch materials to give the driver a beautiful interface to interact with. The instrument cluster is now replaced by a 10” virtual cockpit shared across the flagships of the VW group. The car comes equipped with wireless Apple CarPlay and Android Auto – must haves for any highway munching vehicle. Big windows allow a lot of natural light into the cabin and also offer all round visibility for both the driver and passengers.

HOW PRACTICAL IS IT?

The Caravelle is impressively practical. Whoever designed this cabin layout definitely understands that road trips need to be interesting and fun. This van offers an astounding level of seat configurability that should be standard in this segment. The middle row seats slide and swivel around on a rail system to face the rear and there is an optional deployable picnic table that

One of Volkswagen’s most iconic vehicles is the Type 2 kombi which has been a worldwide success for years. It secured a spot for VW in a market that is slowly dwindling thanks to the hype of the SUV segment. Now, VW has launched a facelift of their seven-seater van, and when they invited us to their first launch drive event after the easing of the Covid-19 lockdown restrictions, we heeded the call. I was really curious to see why VW has the guts to keep making a seven-seater van in a market now dominated by SUVs.

you can move about. Kids and adults alike will find this novelty of great use. The Caravelle also lives up to its claims and can comfortably sit seven adults.

LAUNCH DRIVE

We landed in Port Elizabeth in the morning where we were received by the VW team who quickly ushered us to a pre-drive briefing. We were told to separate ourselves into groups and then given a set of tasks to perform during the drive to make it as interactive as possible. Each team was given a Caravelle to drive, with everyone taking turns at the driver’s seat. This allowed for a perfect balance of getting to appreciate the car from both the driver’s perspective and that of the passengers. Our drive was punctuated by a number of stops where, in addition to swapping drivers, the VW team would thoroughly sanitise the cars. There is no overstating the importance of safety in these Covid-19 times.

ARE THE ENGINES ANY GOOD?

The Caravelle’s performance is sufficient. RollsRoyce was famous for this line back in the days whenever people asked how much power their engines produced. In hindsight it makes a lot of sense. Sometimes performance stats are not necessary, especially in this case. It is a van for crying out loud and expectations should be moderate. Regardless, my first impressions were quite mixed. Our Caravelle came equipped with a 2.0-litre fourcylinder bi-turbodiesel engine producing 146 kW and 450 Nm working with a seven-speed DSG transmission. During my drive I initially felt like the numbers translated poorly to the road as it didn’t feel as powerful as I thought it should.

However, on the return trip my perception and attitude towards it shifted, and by accepting that this was pretty much a bus, the performance was more than adequate for something of this size and shape. In terms of fuel efficiency, the manufacturer claims combined cycle figures of 8.8 l/100 km which we think is a bit optimistic. Instead, you should expect to average about 10 l/100 km.

DOES IT HANDLE LIKE A BRICK?

Thankfully no. Due to German wizardry, the Caravelle is as easy to drive as a small car. Light electric steering makes navigating the van much easier than you would initially imagine. In addition to this, the ride won me over with the way it was so smooth and comfortable on the road. There is no escaping the shape and heft of the van, however. There is noticeable lean if you approach corners with any enthusiasm, so any overly-spirited driving in the Caravelle would be misguided to say the least.

At some point during the journey, we had to drive off tarmac onto a dirt road. It was here that I started having misgivings about the suspension. Where it was serene and comfortable on the road, the Caravelle was out of its element on the dusty roads. The vibrations from the wheels reverberated through the entire cabin. While rattling was almost nonexistent, the road noise made itself noticed and it was far from comfortable. One could forgive this and say maybe the car was engineered for Autobahns, but considering its price, you would want your family car to be a proper Swiss army knife of capabilities.

WHAT SAFETY FEATURES ARE AVAILABLE?

The Caravelle comes standard with a host of safety features including Tyre Pressure Loss Indicator, Electronic Stability Control (ESC), Automatic PostCollision Braking, Hill Descent Assist (available for 4MOTION all-wheel drive), Hill Start Assist, Lane Assist, the aforementioned Crosswind Assist and Park Assist. There are also optional assistance packages like Trailer Park assist, which in my experience is a very handy feature to have. The technology is there to make driving less stressful and to help keep you and your family safe.

ARRIVAL AT KUZUKO LODGE

We arrived around noon and were ushered to our rooms to freshen up. I have to give credit to VW for arranging a fantastic reception for us. The hospitality and service were top notch and a fantastic end to the drive. With the day coming to an end, we went for sundowner drinks overlooking a cliff. Some of the journalists used their Caravelles to follow the 4x4 trucks we had been provided to get us up the hill. To our surprise, the Caravelle held its own and made it to the top of the hill despite our 4x4 clearly having to exert itself.

LAST WORD

At the end of the drive, I understood why VW still makes these vehicles. They still offer a level of practicality that SUVs have failed to get quite right yet. This is a van that does not try to be something other than what it is, and as such succeeds tremendously at being a people mover.

Now, if a person is looking at the van market the presumption is that they have weighed their options and ruled out SUVs and station wagons. This means that they have surrendered themselves to the van segment, with both its pros and cons in mind. The Caravelle is definitely not an exciting quick little hatch but that should not deter you from considering it. It is a van and it excels at what vans should do. It is comfortable and well-built, true to its German roots. Its quirky swivelling seats set it apart from its main rivals, the Mercedes V Class and the Kia Grand Sedona. At just over a million rand, VW is definitely making you pay an arm and a leg for this but it is justifiable for the brand pedigree of the Caravelle.