The new Porsche 911 Turbo S Exclusive Series is the most powerful and distinctive 911 Turbo S to date. The coupé provides 607hp (446kW) and is strictly limited to 500 units worldwide. In addition to a power increase of 27hp, the exclusive model is distinguished from the standard 911 Turbo S thanks to its unique design features and luxurious details. The sports car is being intricately finished by hand in the new “Porsche Exclusive Manufaktur” at the brand’s headquarters in Zuffenhausen, Germany. Previously known as “Porsche Exclusive”, the in-house workshop specialises in customisation as well as limited-edition series. For the first time ever, Porsche customers can have the matching chronograph watch from Porsche Design configured in the same design as their sports car.
Increased power and performance
The 3.8-litre, six-cylinder biturbo flat engine with an exclusive power kit has a maximum torque of 750Nm, delivering between 2,250 and 4,000rpm. This means that the 911 Turbo S Exclusive Series accelerates from 0 to 100km/h in 2.9 seconds, and takes 9.6 seconds to cross the 200km/h threshold. The sports car can reach a top speed of 330 km/h. The new model comes with black-painted 20-inch wheels with central locking as standard; their design lines are carefully finished in Golden Yellow Metallic using a new laser technology. For the first time, the brake callipers for the PCCB ceramic brake system are available directly from the factory in a black-painted version with the Porsche logo in Golden Yellow Metallic. The active sports chassis, equipped with Porsche Active Suspension Management (PASM) and Sport Chrono Package, is included in the standard equipment, as is the rear-axle steering and Porsche Dynamic Chassis Control (PDCC) improving handling and stability.
Some of the most distinguishing features of this sports car include the exclusive Golden Yellow Metallic paint finish and various carbon components, such as the bonnet, roof and side skirts. The two carbon-weave strips that contour the roof and bonnet accentuate the sporty look of the car. The rear view is characterised by the rear wing of the Turbo Aerokit, the new rear apron, the ram-air scoop in carbon and the exhaust system with two twin tailpipes made from stainless steel in black. In addition to Golden Yellow Metallic, the vehicle is offered in a range of other special exterior colours.
Master craftsmanship in the interior
The model’s interior is both elegant and unique. The 18-way adjustable sports seats are covered in two layers of perforated leather, with the inside layer featuring two stripes in Golden Yellow, guaranteeing a distinctive effect. The seams and the Turbo S lettering stitched on the headrests are also in contrasting Golden Yellow, meanwhile the roof lining is finished in Alcantara, with a Golden Yellow double stripe. Fine copper thread is integrated into the trim strips of the carbon interior package. A plaque featuring the limited-edition number on the passenger's side underlines the car’s exclusivity. Finished in carbon, the door entry guards come with illuminated Exclusive Series lettering.
For more than 30 years, Porsche customers have been able to own customised vehicles. With the introduction of this new limited model, the sports car manufacturer is beginning a new chapter: Porsche Exclusive has now been re-branded into “Porsche Exclusive Manufaktur”. Specialising in bespoke Porsche modifications, this in-house workshop offers a range of services, including advising customers, developing special equipment options for each model range and producing limited model series.
Exclusive Chronograph from Porsche Design to match the vehicle
The optional Porsche Design Chronograph 911 Turbo S Exclusive Series represents the first time that Porsche Design has released a watch exclusively available to customers buying this limited model series. The made-to-order chronograph combines the characteristic features of Porsche Design watches with the character of the 911 Turbo S Exclusive Series. Just like the vehicle, it is limited to 500 units. Its housing is made of lightweight titanium, and its black titanium carbide coating emphasises its sporty design. The carbon dial is taken from the striking carbon weave stripes on the 911 Turbo S Exclusive Series and finished in the same exterior colour as the customer’s vehicle. The rotor design is modelled on the rims of the 911 Turbo S Exclusive Series and painted in the original colour. The winding mechanism features a typical Porsche central lock with the Porsche crest on the movement.
With the launch of the new 911 Turbo S Exclusive Series Porsche customers can also enjoy an optional Exclusive Series luggage set made from leather. The visual details as well as the dimensions of the four-piece collection, consisting of two travel pieces as well as a day bag and a suit bag, are perfectly fitted for the luggage space available in the 911 Turbo S Exclusive Series.
Prices and sales launch
The basic retail price for the new 911 Turbo S Exclusive Series with a 3-year Drive Plan starts at R4 072000 in South Africa. It will be available to order from June 8, 2017. Price information for the optional accessories will be available at the nearest Porsche Centre.
First off, I need to let you know what a kei car is. In the circles I run in the term isn't uncommon when discussing JDM cars, but most out there, even car types, might not know the term. The phrase kei car (or k-car) is an abbreviation for kei jidōsha, which loosely translated from Japanese means: "light automobile". If a car is going to be light, then you can be sure it's going to be small, and that's the point of a kei car - not to take up space. Cars under a certain size (11.2ft x 4.9ft) with an engine under a certain capacity (600cc, although these days we're seeing them double that size) benefit from better tax and insurance rates, and when people can save money, they generally will. This has lead to a huge, hotly contested market in Japan, and over the years we've been seeing more and more kei cars hitting South African shores from a few manufacturers. The latest to arrive is the diminutive Suzuki Ignis, a car that will be marketed as a compact crossover, and if we're taking bets, I'll put money on it becoming one of the most popular cars in the segment and a best-seller for the brand.
If there's one thing Suzuki knows how to do, that's to make a good kei car. They have a few models that conform to the regulations in the Japanese market, and some of these have made their way to S.A. like the Alto, but the automaker has plenty more in their Japanese model lineup, one of which has been the best-selling kei car since 2003, the Suzuki Wagon R. Most of the model lineup in S.A. is made up of compact cars, but the Ignus is among the smaller offerings. Usually people shy away from the smaller stuff, often making the mistake of thinking the smaller size to mean inferior quality. Small cars made of lightweight materials can feel just as solid and purposeful as the bigger cars, and this Ignis is a perfect example of this. As small as it is, the Ignis can comfortably seat four adults, as hard as that is to imagine. There's not heaps of power on tap, but the 1,200cc 4-cylinder lump is sprightly enough to carry those aforementioned adults, although the sweet spot would indeed be with two occupants. 61kW and 113Nm won't exactly really win any races, but when the car tips the scales at just 850kg it certainly feels more than nippy enough and manages to get to 100km/h in 11.6-seconds, while being able to top out at 165km/h. The small capacity engine and lightweight, compact body equates to a rather frugal setup when it comes to fuel efficiency, something common to most Suzuki models. The Suzuki Ignis is claimed to return figures of 5.1-litres/100km for the manual version and 4.9-litres/100km for the AMT (auto) version.
Once inside the Suzuki Ignis, you'll see an interior that perfectly compliments the quirky exterior styling. It's colourful, futuristic, funky and sort of minimalist all rolled into one. It's mainly black and white, but the exterior colour comes through on the centre console and the inside door handles. There's a 3-spoke multifunction steering wheel that has a space for cruise control buttons, but they're absent because that's not an option on the local Ignis, but it may be one in the future. Another missing feature is the infotainment unit as seen in international models, but to keep locals happy there is an optional unit that can be had which greatly improves the stand-out section in the centre of the dash. That said, the base-spec model also looks ok, but I recommend that if you do want an Ignis, to take that optional extra unit. The dash layout looks great, and the gauge cluster is one of the better ones seen in a budget car - the big speedo and ambient lighting are great.
Seats are quite comfortable with the front being in a bucket-style while a bench is found at the rear, which features the usual 60:40 split to increase cargo capacity when needed. Even with the compact dimensions of the Ignis, there's a decent amount of boot space, a full 260 litres (469 litres with seats folded flat), enough for a full complement of photographic gear and an overnight bag. Spec differs between the GL and GLX models, but not by too much. As the names suggest, the GLX is the higher-spec version and it has a list of most of today's mod-cons that are expected in a new car, even one at this price point. The GL features electric windows all round, electronically adjustable exterior mirrors, remote central locking, manual air-con, a basic radio with a pair of speaker, a USB socket and a 12V power outlet. The GLX steps up to offer keyless start, auto climate control, six speakers and Bluetooth connectivity. Some trim pieces get paint matching the exterior too.
Of course, the point of every car is to drive it, and the Suzuki Ignis offers up a pretty decent drive. As mentioned, the car is put together very well, so even though it's light, it doesn't feel like it will bounce off the road when you hit a bump. The steering feedback is good, it's no Swift Sport but it's not totally devoid of feel either. Being touted as a compact crossover means it's meant to be able to navigate gravel roads, and it's rather good at that task. It sort of floats above the very soft sand and maneuvers great on the harder gravel, probably also thanks to the narrower 175 profile tyres. Both models feature the same engine and transmission setup with an automatic manual also on offer. On the launch I was only able to drive the manual version, and it's great, the 5-speed 'box slots into gear with purpose and ease. It's actually a fun drive, the way the Ignis looks inside and out makes you smile, that's never a bad thing. On roads through the Cape winelands, the little Ignis was the perfect runaround, and attracted a fair amount of attention. I guess that could have also been because there were quite a few of them in convoy too though. As for that claimed fuel consumption, once again it's wrong. I had the manual at 4.9-litres/100km more than once,and if we weren't on a launch sharing the car between two journos, that could get even better.
While the Suzuki Ignis is a small car, it's also a safe car. The base Ignis GL features dual front airbags, front and rear head restraints, and inertia seat belts for front and rear occupants. The middle seating position on the rear bench seat is fitted with a two-point lap belt. ABS with EBD and EBA is also standard equipment, as are IsoFix child seat anchors, child-proof rear door locks and an alarm and immobiliser. The GLX sees extras including PDC and a height-adjustable driver's seat for the interior while the exterior sees better lighting in the form of projector LED lighting. For those that want to win bets, the Ignis employs Suzuki's TECT (Total Effective Control Technology) with a rigid passenger safety cell and impact absorbing crumple zones to give the Ignis a great Euro NCAP 4-star safety rating - that's like a million points higher than a Datsun Go. Actually, you're probably safer using a skateboard on the highway than one of those things...
The Suzuki Ignis can be had in a choice of four colours and a pair of two-tone combos. The GL comes in Uptown Red Pearl Metallic, Arctic White Pearl Metallic, Silky Silver Metallic, and Glistening Grey Metallic, while the GLX is available in Arctic White Pearl Metallic, Silky Silver Metallic, and Glistening Grey Metallic, as well as Uptown Red Pearl Metallic with a black roof, and Tinsel Blue Pearl Metallic with a white roof. I can't pick a favourite oddly enough. Both models come with a standard 3-year/100 000km warranty, as well as a 2-year/30 000km service plan and services are at 15 000 km/12-month intervals. Yes, that could be longer, but these cars are intended for urban use, so racking up that amount of mileage should take quite a while. Pricing is good, better than I expected anyway. The base model GL comes in at R168 900 and the GLX at R189 900. For the lazy chaps, the GLX AMT will cost R204 900.
As far as kei cars go, the Suzuki Ignis is absolutely brilliant, and as far as affordable cars go, it's equally as brilliant. Someone mentioned that Suzuki SA would like to shift around 40 of these cars a month, but I reckon that once buyers become aware of the Ignis, it will quickly become one of their best selling models. I guestimate more than double of those projected monthly figures. The tagline for the car is: "Like no other" which is just about perfect for it. This thing is A-OKei!
Deetlefs Wine Estate
The main venue visited on the Suzuki Ignis launch was Deetlefs Wine Estate where we were treated to a tour of the facility as well as a wine tasting. I loved this, I thought I knew how wine was made, but there's a lot more to it. I learned a lot from the tour, not just about Deetlefs, but the Cape winelands and the market itself. Old places are always amazing to me, and this farm is one of the oldest. It's actually the second-oldest wine estate in South Africa to be owned by the same family, and so Deetlefs has been around since 1822. Click the link above for more detailed info, in the meantime, here's some pics snapped from the tour.
Cars & Coffee is a worldwide phenomenon now, which makes sense when these events are made up of the finest supercars and hypercars that money can buy. Well supercars along with other sports cars and other rare cars that don't come out to play often. If you've ever claimed to be car enthusiast, you should get to one of these events. Not only will it potentially blow your mind as to what kind of cars S.A has to offer, it can also serve as inspiration for those who want more out of life. One of my favourite parts of this event was reading some of the online conversation I saw leading up to it. I saw locals comparing Cars & Coffee SA to the international events saying that we'll never see cars of the same calibre here, and then seeing the reactions from the same people after the event has taken place and pics surface online. I can't really blame them though as these cars are usually not seen around, and if they do attend events it's on the quiet. If you're not in the right motoring circles you'll never believe SA has such a rich and varied supercar community.
I was lucky enough to be invited to cover this latest Jo'burg leg of Cars & Coffee, which was the 5th officially affiliated event to take place in SA - and I was not disappointed with what I saw. Then again, an event starting off at RACE! in Kyalami is guaranteed to be a good one, that place is the ultimate one-stop shop for the guys who want their exclusive cars to stand out a little more than they already do. Marco and his crew don't hold back, there was breakfast for everyone, along with coffee, lots of coffee. This first part of the day wasn't open to the public, it was the meeting point for the supercar owners and gave them a chance to chat and catch up, as well as do one of the most important things related to Cars & Coffee - networking. You know how loads of deals are made on the golf course? This is much the same, but better because cars are involved. From RACE! the supercars headed out to Odi for some fun on the drag strip, the part of the event that was open to the public, and a few people did make their way out there to see the cars being driven like they were intended. I was driving on my own which meant getting wicked rolling shots was not possible, although the many other photographers there managed to get some amazing pics that you can see via the Cars & Coffee Facebook and Instagram accounts. Somehow they all managed to bundle into a dedicated "press car" that I didn't know about. Note made for next time though.
I'm not going to list all the awesomeness spotted at this Cars & Coffee because I'll be here all day, everything was amazing, from the new Aventador S to the BMW M2, every car was special. What impressed me the most was seeing the speeds these supercars can get on a standing kilometer run, I'm pretty sure the Odi normally aspirated record was broken by a stock Ferrari F12 - that's pretty damn nuts! Here's some of my pics from the day, I did take plenty more but they were for a client, so sadly you don't get to see them all. That's not a complaint from my side of course. I do have a new favourite supercar now though, the Ferrari 458 was where it's at, but when my ship comes in, I'm getting me a Lamborghini Huracan!
Enjoy the pics...
A huge thanks to all involved - RACE! - Prestige Magazine - Last Lion Lifestyle. Also, thanks to Ish Kaskar for the hookup!
It was around a year ago now that I shot this car for Gert Botes. It's his Mk1 Escort that's seen on track in the South African Historic Racing Series in the pre-'79 Saloons class, and it's arguably the best looking one of the lot. Besides being a racecar, it's one of the neatest and cleanest Escorts I've seen in the metal and uses many of the best components on the market today. As pretty as the car is, it's fast too, having taken Gert to many podium spots in the classes it runs in.
Not only is this machine built by Gert himself, he has loads of Escorts in various states of tune at his workshop, a place any Ford fan will kill to visit. He builds cars for clients, in both race and street spec. I snapped a few of these cars when I did the shoot, and you'll see them below. This shoot was good fun, and of course being a Ford fan made it even more special. A big thanks goes to Gert and Neoline for the opportunity to shoot the car.
Have a look at the shoot below...
I've covered this event many times over the years for various publications and websites, as well as this here blog. I've probably been to Angela's Picnic fifteen times in it's 36 year running and I can report back that this was the biggest and busiest one I've seen so far. Even the field of cars was different, all the usual clubs had their demarcated sections, but they had some new additions that the camera loved.
I arived nice and early, because as I've mentioned before, there are more than a few octogenarian's around and come 11:00 they head home for a lunchtime nap. There's also some softer light and a decent amount of space between the parked cars, which makes for better pictures. I also found that the guys at the Volkswagen Club of SA stand are always nice and cheery at Angela's Picnic because they have a good breakfast early on, something I was in time for this year. Thanks guys! You'll notice once again that the best and prettiest muscle cars that attended the event aren't seen in my post, those images were reserved for the upcoming issue of SA Hotrods.
Enjoy these pics, the rest will be found on my Facebook page.
In this job I get to see all sorts of things, and on the automotive side I'm lucky enough to experience some of the coolest cars imaginable, the range from Birkin Performance Cars is certainly part of that category. While it's always good fun shooting cars, it's always better when you get to pilot the cars around yourself. I was given the Birkin S3 180 XS to drive and I'm not embarrassed to say that it scared the crap out of me. Fitted with a race-spec 2.0 Ford Duratec motor on throttles that makes a very healthy 138kW with 208Nm of torque - in a chassis tipping the scales at just 633kg - it makes for an insane power-to-weight ratio of 218kW per ton. To put that in context, a Ferrari 612 Scaglietti F1 produces 216kW per ton. The Ferrari has all the bells and whistles, but the Birkin has no power steering, no ABS and a manual H-pattern shifter - it's a driver's car in every sense of the word.
I nailed it from the line and took it to the top of 3rd gear where the limiter cuts in at 7200rpm and that was more than enough for me, I scared myself and backed off. The steering is surgical in it's precision and at high speeds a slight pull on it will see you changing lanes in an instant, it's not a car for beginner drivers, you need to know what you're doing. Even with such a low weight and such good power delivery, there's grip for days. On a tight bend I ran out of confidence long before the Birkin was anywhere near its limits. I'd love to have a few hours with one on a racetrack to get to know it better, that's where a Birkin is truly in it's element.
I got shots of the car in a few locations - a basement, on the road and in a few other spots. There were three cars that I shot but my favourite, and the best looking of the bunch, is the one in the classic black and gold colours done in homage to the old John Player Special race livery. The Top Gear Birkin is also a looker, and quite a bit more special than the rest thanks to having carbon fibre panels making it even lighter - and quicker.
Check out some more wicked Birkins...
Sometimes a specific car works for two different commissions, and Shafik Sarang's 1974 Mercedes-Benz W114 was one such car. Many months before shooting it for SA Hotrods, I shot it for an online publication - MB World. The car was so neat and clean, and with many out there starting to now buy up and modify old European cars, it made sense to show the SA Hotrods readers something other than American muscle. For this one we took the Merc to a broken down gas station in Lenasia, and it worked pretty well with the old silver car. It turns heads, but it's doesn't really have an extensive modification list. The car is even more special to Shafik as it was his grandfather's car and it's been in the family since 1976, although when he took over ownership it was in need of a fair amount of TLC - the OEM orange paint was wrecked.
Here's some details found in the published article:
The OEM orange colour wasn’t looking great, so it was removed along with the usual rust found on an old car, but the paint that replaced it was still from the Mercedes stable, you know, just to keep things in the family. His mate Nazeer from The Panel Shoppe was responsible for this sparkling silver paintwork, a top job. While the silver looks good, it’s the wheels that attract a lot of attention. They’re the car’s original wheels, but with a modern twist. Another friend, Zubair at Designer Mags, helped customise the wheels and he did an absolutely insane job. The OEM 14-inch wheels were stepped up and widened, they now measure in at 18-inches in a staggered narrow and wide fitment (an 18-month project!). Together with the custom lowered suspension, the old ‘76er attracts a loads of attention – Shafik can’t really go anywhere without being offered cash for the car – a lot of cash. You can’t put a price on memories though…
Inside the interior was re-trimmed in white and it gives the Merc a deserved classy look, especially with the polished wooden floors. The dash, steering and pedals are all original, but there is a sound install in the mix thanks to Haroon from Beemer Audio in Lenasia. There’s full Nakamichi system headed up with a 7-inch touch screen with custom pods for the splits and tweeters up front and a pair of 12s in the neat boot install.
More from this shoot with a sort of desaturated edit...
Commissioned to shoot a Pontiac for SA Hotrods, I arrived at the builder's workshop on the East Rand with news that the car wasn't ready, but that there was a replacement car. Luckily the crew at Kobus & Sons Classic Cars know what a quality feature car is and so they had Jaco Smit's ground-up rebuilt '55 Ford truck ready for me. Featuring some tasty bodywork and rolling on Foose wheels, it was hard to believe that just six months before it was a lump of rusty metal. The guys knew of a cool venue to use a few kilometers from the workshop, so we drove through to check it out, after seeing what was there I didn't see a need to look for more possible places to shoot. It worked out pretty well I reckon, I even managed to get onto one of the tankers for a few shots, although not as many as I would have liked. I had limited time because the metal was so hot that the soles of my shoes were getting sticky.
Here's an extract from the article to get you up to speed on the specs...
A much newer, but still old, 80s model F100 was bought as a donor car (to the 1955 shell). The body was chucked but the better chassis was kept along with the standard disc brakes and a coveted Ford 9-inch diff. The cabin was painstakingly repaired, the rust was removed and some spots were sorted out old-school style with sheet metal formed to suit. Some body parts weren’t available and so they had to be imported for the project, but that’s normal for most big builds like this, especially on a car from 1955. While things were kept stock looking, the rear fenders were widened by 2-inches, a mod that’s not immediately noticeable but was necessary when you realize that 10-inch wide, black Foose wheels needed to sit snugly under them. With all the right chrome in all the right places and a wooden decked load bin - not to mention the nice and low ride height - the looks of the '55 are pretty much perfect.
Keeping the Ford as a Ford, Kobus & Sons fitted a nicely worked 351 Cleveland V8 into the large engine bay. The sub-assembly was fully built with all new parts that may have raised the compression just a wee bit. Up top it’s been fitted with 4V heads with roller rockers, a stage 2 camshaft and a large, new 4-barrel Edelbrock Performer 750 carburetor. All in all we’re looking at a thumping V8 that kicks out around 400hp with 400Nm that sounds pretty damn wicked and revs almost too easily. This truck hauls! For the interior it was decided to use seats and a centre console from a Jeep Cherokee, but some genuine cowhide was first used to cover them. They’re modern but they suit the theme of the ’55 – badass! There’s also a B&M shifter and a wooden 3-piece imported steering wheel finishing things off. There’s no sound system, Jaco much prefers the soundtrack of the V8 to anything the airwaves can offer up.
I know it doesn't look hot in these pics, but it was a scorcher.
In the motoring world I see so many different styled and themed cars and they're all unique in their own way. Some people are fans of "different" styles while others are haters, but at the end of the day the way a car looks is up to the owner. This Beetle from Badass Kustoms is pretty sweet, I like the ratty style, especially the way the car can turn heads when by all accounts it really shouldn't. To me, that's one successfully carried out theme. This shoot was done with available light at the remnants of the Petzetakis plant in Pretoria and it happened just before an event called Area 51 kicked off. The venue is absolutely awesome and was the perfect setting for a car with this styling. Jaco Venter, owner of Badass Kustoms, did a great job with his Bug, actually with all his cars.
For a little more on the bug, take a look at an extract from the article I wrote to go along with it - published in SA Hotrods:
Firstly to get the basics out of the way, we find a stock 1600 twin port 4-banger using an original setup with the addition of a 32mm Weber carb as well as a custom side exhaust system in 50mm. The gearbox is original too, actually all the mechanics are pretty much what left the factory, this is more about the styling. The first thing you notice about Raggamuffin is the stance, this Bug is a proper belly scraper. Jaco fiddled with the suspension, the old car now sports an adjustable front beam setup and some lowering plates in the back, clearly set as low as possible. This is pretty effective and looks wicked with the way the Bug’s rear wheels camber themselves in when the car is dropped so low. Those rear wheels are original but have been widened to 8J, and to be completely different the front wheels now measure it at just 4J. The wheels have been furnished in candy apple red paint with custom white walls, some original dome hubcaps have been kept on. Cornering at speed is never going to happen, but this car isn’t about speed.
After the stance and wheels. It’s the rest of the exterior that has you looking a little closer to see what’s what. The main colour of the car is in a pastel violet / blue colour with the old weathered patina, there’s spots where paint is missing, and it looks just right, no need to fix. The side steps match this look too, but have a matte coat to finish it off. To match the wheels there’s candy apple red in the trimmings and the taillights are full cherry red. Up front the headlights have a yellow tint, a cool contrast to the paintwork, but adding to the lighting is an old school Starlux spotlight mounted on the front and a brake light at the rear (obviously). To add to the old theme there’s pop out rear windows with a porno Piranha rear window louvre and finishing it all off is the original bumper over riders and some pretty wicked Badass Kustoms door decals...
Some shots from that awesome warehouse...
Another shoot confined to a workshop, this time a Valiant Charger at Raceface Custom Classics in Kya Sands. The car was almost 100% complete, it was just lacking carpeting over the Dynamat soundproofing that was laid down throughout the interior. I did want to shoot it outside of the workshop but there was an issue with something in the drivetrain - it wasn't engaging gears on the auto 'box properly. I had to get through the shoot in a decent amount of time as the problem needed to be diagnosed and fixed as soon as possible - the client was en route to collect. It still managed to work out ok, luckily there was enough space in the workshop to shoot around the large slab of American muscle. Another rare occasion where I used speedlights, but mainly some long exposure work with a tripod in play. A Valiant Charger isn't something seen often, here's some information taken from the SA Hotrods article I wrote to go with the shoot:
A Valiant Charger? What in tarnation is this skullduggery? It’s a legit car, not some custom creation suffering from a badge identity crisis. According to the interwebs (Carbuzz), the Valiant Charger was Australia’s answer to a Mopar muscle car and has no relation to the well-known yank version except by name. It seems the Valiant variant is more of a distant relative to Plymouth’s Barracuda although they have no shared parts or platforms either; the similarities are more in the design of the car itself. The American Charger had more powerful engines as options, but the stuff down under wasn’t too bad either. The eventual daddy of the range, the Charger 770 SE was eventually fitted with a 340cu V8 pushing out a decent 205kW.
But this 1972 Valiant Charger isn’t American or Australian; it’s a full on rebuild that’s better suited to being labeled as a South African – we do have our own flavour of course. Dave’s (Raceface owner) client, Pretoria-based Gerrit Nieuwoudt, commissioned Raceface to get this Charger to be a head turner and looking at the pics, you can see that the mission was accomplished as per the requirements, and then some. That smooth orange paint and those perfectly chosen wheels are an awesome combination, but the added aural arrangement from that V8 completes the package.
A little more from the shoot...
Author: Chris Wall
A slightly tattooed motoring fanatic, photography nut and avid collector of knowledge. Use the search bar to navigate through the archives.