Artikel & Fotos: Johann van TonderToe, ek weet jy het dit lank laas gesing, maar die woorde is daar in jou kop. Die wysie sal jy altyd onthou. Ek sal die eerste versie sing:“…As ek moeg word vir die lewe in die stad, lok my die wandelpad; in die veld pluk ek ‘n wandelstaf van die naaste doringboompie af, en sing my wandellied, en sing my wandellied”.Mooi, sien jy onthou nog! Onthou jy nog wanneer laas jy ‘n bietjie weggebreek het? Nee? Hoekom nie? “Té min tyd. Té ver om te ry?” Bog. As jy in George bly kan jy wegbreek binne 20 minute, na ‘n plek in die berg en bos, waar dit voel of jy jou besige lewe heeltemal agterweë gelaat het.So het ons agtergekom toe ons onlangs ‘n wegbreek vir twee gewen het en die juweel ontdek het. Minder as 20km buite George en minder as 50km vanaf Mosselbaai, aan die voet van die Outeniqua berg, lê Arendsrus. Die wonderwêreld in die bos voel wêrelde verwyder van die besige lewe, al is dit net ‘n klipgooi weg.Sommer so met die intrapslag stel rustige, vriendelike manier van die bestuur die toon. Die kamers, hout strukture op stilte tussen die bome, is naby mekaar, maar strategies so geplaas dat jy totaal privaat voel. Op die balkon asem jy die bos in, terwyl die voëls in die bome rondom jou skinder oor die nuwe intrekkers. Die kamers is deftig en stylvol gemeubileer, die tipe plek waar jy kan gaan sit om ‘n boek te skryf, maar die ware bekoring is Arendsrus self. Hier kan jy die natuur weer beleef soos toe jy kind was. Kaalvoet op die gras sit en piekniek hou, stap, fiets- of perdry, die wêreld verken. Die rustiger besoeker kan langs die swembad lê met ‘n koue lafenis, en as die honger begin kwel is daar ‘n Al a Carte restourant. Terloops, die restourant bedien Sondae heerlike boerekos, so selfs al kom kuier jy nie vir die naweek nie, kan jy jou week rustig hier afsluit.Vir paartjies met groter planne is daar ook goeie nuus. Hier is ‘n kapel waar jy die knoop kan deurhak, met fasiliteite groot genoeg vir ‘n troue met 80 gaste. Destination Africa Magazine het in hul 2017/2018 uitgawe Arendsrus aangewys as die mees unieke trou-fasiliteit. Van toekennings gepraat, Arendsrus is ook aangewys as algehele wenner in die 3-Ster Hotel afdeling van die 2018 Sanlam Top Bestemming Toekennings. Arendsrus neem sedert ontstaan van die kompetisie in 2015 deel en was in elke jaar ‘n finalis, terwyl hy beide in 2016 en 2018 as algehele wenner in sy afdeling aangewys is.Ons tyd by Arendsrus het een ding verseker. Ons kom terug. Daar is min dinge wat jou batterye herlaai soos tyd in die natuur. Mens is dit aan jouself verskuldig.“As ek moeg word vir die lewe in die stad, lok my die wandelpad; in die veld pluk ek ‘n wandelstaf van die naaste doringboompie af, en sing my wandellied, en sing my wandelliedOf ek luister na my eie voeteval op pad oor berg en dal.Dan’s ek weer die eensaam wandelaar na die lekker landstreek wie-weet-waar,‘n swerwer lewenslank, ‘n swerwer lewenslank.
En die blou plafon wat oor die velde strek sal saans my sluimer dek.En die sterreheer sal kom en gaan oor die maanverligte hemelbaanen vriend’lik wink van vêr, en vriend’lik wink van vêr.”Oorspronklike artikel was in Ultimate Lifestyle ED.9
Resep: Maralize van WinsenGenoeg vir 6 mense
Bereiding: 10 min.
Gaarmaak: 2 uurBestanddele:
45 ml (3 e) aarbeikonfyt
430 ml (1¾ k) bruismeel
5 ml (1 t) bakpoeier
175 g botter, versag
250 ml (1 k) strooisuiker
3 eiersMetode:
1. Smeer ‘n emaljebak met botter en sit die konfyt onderin.
2. Sif die meel en bakpoeier saam in ‘n groot bak.
3. Voeg die botter, strooisuiker en eiers by en klits tot goed gemeng. Skep in die emaljebak en maak die bokant glad met die agterkant van ‘n lepel.
4. Draai die bak lossies toe in ‘n moeselienlap en bind die punte bo-op vas. Sit ‘n omgekeerde piering onder in ‘n groot pot, plaas die poedingbak bo-op en giet kookwater in tot by die helfte van die kant van die bak. Bedek die pot dadelik en laat twee uur prut stadig oor matige hitte. Kyk af en toe dat daar genoeg water in die pot is.
5. Verwyder uit die water en laat afkoel. Keer op ‘n opdienbord uit en sit voor saam met vrugte of vla as jy wil. Heerlik Lekker!!!Oorspronklike artikel was in Ultimate Lifestyle ED.9
Two engine options with more power and unique body kit
If ever a brand stood out for representing the Korean commercial renaissance in the automotive world, it is Hyundai. Hyundai has pulled out the stops and offered passenger vehicles (and commercials too) that in perception and ownership terms have stood shoulder to shoulder with old-established rivals. In my view, the vehicle that really started the renaissance was the iX35, an SUV that brought a dash of style to the SUV segment and with it a level of desirability that most competitors at the time could not match.
Today, it is the Tucson (both the progenitor and successor to the iX35) that carries the flag for Hyundai in the mid-size SUV market. Pesky rivals such as the VW Tiguan and Toyota RAV4 are hard nuts to crack but that simply spurred Hyundai’s SA importers to add some fizz to the range as demonstrated a couple of years back by the introduction of the Hyundai Tucson Sport, a limited edition model unique to the local market and one endowed with lots of sporty accoutrements.
The Tucson model range as a whole underwent a significant makeover in 2018 and come mid-2019, Hyundai Automotive SA decided to introduce gen 2 Sport models based on the aforementioned upgraded model. The initial foray could truthfully be described as a “toe in the water” venture which has acted as a trailblazer for the two models recently presented to the press in the Western Cape.
Only the 1.6 Turbo petrol received the Sport makeover in 2017 but now, and how good this is to report, a Turbo D has also been added to the ranks. The former now delivers 150kW/300Nm fed to the front wheels via a massively improved 7-speed dual clutch gearbox with optional manual override while the D offers up 150kW and a stump-pulling 460Nm torque peak that makes its presence felt from just 1 750 rpm.
Again, the front wheels do all the work, but in this case, an 8-speed torque converter auto sees service, also with a manual override option. Both motors offer notable increases in grunt over the standard iterations thanks to some “after-market” software tweaking that’s aided and abetted by some massaging of throttle responsiveness.
Both models are based on the range-topping Elite derivative which telegraphs leather-clad seating and plenty of trinkets including Apple Car Play and Android Auto connectivity that allows for sat nav functionality via a mobile phone connection. Add in powered seats, dual climate control with rear feed, blind spot and cross-traffic alert, reverse camera and park sensors, electric windows and a large sunroof and you’ve got a very well-equipped SUV on your hands.
As is the norm in this neck of the woods, and de-rigeur when it comes to sportily-clad vehicles, the interior is all-black. At first glance, the cabin exudes an air of plushness which is founded upon the use of visually appealing materials, and in the case of the upper surfaces, materials that are soft to the touch.
It’s on the outside that the real differentiators are to be found. Most obvious are the unique-to-model black alloys that are home to 245/45R19 rubber followed by mean-looking quad exhaust outlets, prominent side skirts, front and rear spoilers and a faux rear diffuser. All this sporting kit is sourced from Korea and succeeds in telegraphing the model’s sporting overtones while just managing to avoid an over-dressed “Durban special” appearance.
We set out in a 1.6 turbo and it soon became apparent that the upgraded DCT transmission, complete with paddle shifters in this instance, has shrugged off the complaints of old and now delivers swift and smooth shifts with the bonus of excellent responsiveness thanks to the absence of slip. The meaty torque output also allows for higher gearing with reduced engine revs and lower mechanical noise levels.
My first acquaintance with the 2.0 turbo D, complete with smooth-acting 8-speed torque converter gearbox, was on Killarney race circuit. To say the free-revving nature of the engine came as a surprise, as did the level of outright performance, is something of an understatement.
In a track environment, the slightly more immediate responses and greater rev range of the petrol mill meant the 1.6 turbo won on points but let it be said that both models exhibited surprisingly good stability (Vehicle Stability Management is present) and durable brakes under sustained provocation.
If the diesel trailed just a tad on-track, it more than regained lost ground in a real-world environment. Some of the rural roads we encountered were of dubious quality and here both models coped well, the underlying firmness being offset by a well-judged measure of pliancy notwithstanding those big, low profile tyres.
In a way, it seems incongruous to dress up a high riding SUV with sporting accoutrements, but past patterns suggest there is a small market out there that wants to combine practicality with a measure of punch and lots of eye candy. Production output is limited anyway, and despite the higher price demanded for the Sport models over the Elite models on which they are based, the extra outlay is reasonable enough and most certainly visible to all onlookers. The local importers deserve a round of applause for daring to be different and meeting what could be called niche demand.
Die Swede is meesters van minimalisme en die witjasse van Gothenburg is geen uitsondering wanneer dit by hul Volvo motors kom. Die 2019 opgradering van die XC90 is ‘n sprekende voorbeeld van hoe minimalisme ook hier toegepas word met die konkawe sierrooster en nuwe hoofligte omtrent die enigste visuele veranderings by die 2019 model. Kies jy die sportiewe “R-Design” afwerking vir jou 2019 XC90, word hierdie sierrooster effe platter met ‘n heuningkoek ontwerp en in swart afgewerk. Nuwe wielontwerpe en bakkleure is ‘n bonus. Die geheelbeeld is egter steeds net so treffend soos toe die eerste generasie nagenoeg vyf jaar gelede bekendgestel is.Binnekant is ook die kajuit basies onveranderd gelaat, tog aksentueer nuwe materiale en dekorelemente die skoon lyne en minimalistiese, byna skakelaarlose afwerking. Die groot gebruikersvriendelike iPad-tipe raakskerm domineer steeds die voorpaneel terwyl daar ‘n paar ekstras bygevoeg is op die spesifikasielys, waaronder twee sokke vir geheuestokkies en ook ‘n koppelpunt vir ‘n geheuekaart. Ek was veral beïndruk met die nuwe “Connectivity App” en “Volvo On Call” stelsel. Druk jy die “On Call” -knoppie bo in die dak verbind die stelsel die motor met ‘n “Volvo oproepsentrum” waar ‘n persoon gretig is om jou te help. Ek het byvoorbeeld hulp versoek om rigtingwysers te kry vanaf Kaapstadse Internasionale lughawe na ‘n spesifieke wynlandgoed in die Boland. Die persoon het binne etlike sekondes ‘n skakel gestuur wat op die XC90 se navigasiestelsel vertoon het en waarop ek bloot moes klik om die roetekaart asook stembeleiding te aktiveer! Die “On Call” toepassing kan jy ook aflaai op jou slimfoon/horlosie of tablet waarmee jy dan ‘n verskeidenheid van funksies binne jou XC90 mee kan beheer soos ondermeer die enjin aanskakel van buite, deure oop/toesluit, lugreëling vooraf verstel en selfs reisverwysings ontvang. Die kajuit ambiaans is weelderig luuks met ‘n onmiskenbare gevoel van gehalte. Die opsionele Orrefors kristalafwerking van die ratkierie spreek van klassieke opulensie.Kopers kan hulle nuwe XC90 met ‘n ses of sewe sitplek kajuituitleg bestel, waar die 6-sitplek my gunsteling is omdat dit twee sitplekke in drie rye plaas wat prakties en ruimtegewys die gevoel skep dat jy in die kajuit van ‘n luukse privaatstraler sit.Soos met die eerste XC90 maak Volvo in die 2019 model ook gebruik van 2.0-liter 4 silinder enjins vir die hele reeks modelle. Tans het kopers die keuse tussen drie petrol weergawes en een turbodiesel, weliswaar met verskillende kraguitsette. Die petrol reeks begin met die T5 (187 kW/350 Nm, met ‘n amptelike petrolverbruik van 7.6L/100 km), ‘n T6 (235 kW/400 Nm en 8.0 L/100 km) en die topmodel T8 “Twin Engine plug-in hybrid” wat krag put uit ‘n kombinasie van turboaanjaer, superaanjaer en elektriese motors vir ‘n gekombineerde maksimum krag van 300 kW (235 kW + 65 kWe) en 640 Nm (400 Nm + 240 Nm).Die opgegradeerde D5 turbodiesel is my gunsteling model met heerlike lae toere wringkrag en goeie verrigting deur die toerestrek danksy 173 kW en 480 Nm wringkrag (teenoor die uitgaande model 165 kW en 470 Nm). Amptelike brandstofverbruik word aangegee as ‘n indrukwekkende 5.7 L/100 km. Aandrywing vir die al die modelle is na vier wiele deur ‘n seepgladde 8-spoed outomatiiese ratkas.Artikel deur Dirk Gallowitz in Ultimate Drive Ed.56.
The Great Grandfather of the MR2 W30.Automotive history really fascinates me, but also I’m easily flustered. So when the Toyota MR2 W10 and W20 appeared to have a strong evolutionary connection I was understandably thrown by the introduction of the W30.Those wedged Ferrari T-top with pop-up headlights inspired models (W10 and W20) had a look and feel Toyota could easily have evolved into a third incarnation. Those cars did after all have a cult following and the general rule in automotive development has always been “give them what they like and want”. Strange then that the W30 had practically little or nothing in common with the two generations before it.
MR2 W10
MR2 W20
MR2 W30
Yes all three used transversely mid mounted engines and rear wheel drive, but the W30 looked whimsical when compared to the predecessors. So it was a huge design direction change for no obvious reason and when big volume manufactures like Toyota do things like this you need to ask questions.I found the answer in the 1967 Toyota Sports 800, the true origin story of the MR2 range. Toyota might build and sell cars to most of the world, but even today Toyota has a few Japan Only models. Think Altezza, Think Century, think Crown. Turns out they also built a tiny little sports car, simply called the Sports 800 long before the MR2 and this is obviousty the model which inspired the MR2 W30. the inboard headlights, squared off tail lights and the dainty design proportions confirm this. And this is why the W30 looked nothing like the W10 and W20. It was a design successor to the original Sports 800. Glad we could clear that up like adults.This Article by Robert Daniels first appeared in Ultimate Drive Ed.56. Photos: Wikipedia
Toe Robert Daniels se artikel oor die Toyota Sports 800 in ons inboks beland, was die nuuskierigheid oor die motor onmiddelik geprikkel. Met bietjie navorsing het ons nog veel meer ontdek as wat ons verwag het – wat ‘n lekker storie!
As dit by Toyota en sportmotors kom, staan een naam soos ‘n paal bo water. Supra. Maar lank voor die Supra selfs nog ‘n idee was, het die Toyota Sports 800 Toyota se naam in die motorsport wêreld op die kaart gesit. Hierdie was die Toyota wat die eerste Suzuka 500km ren in 1966 gewen het.
Alhoewel die Sport 800 minder krag as sy teenstaanders gehad het (slegs 70hp), was die kombinasie van aërodinamiese ontwerp, brandstof doeltreffendheid en ligte gewig ‘n wen formule. Teenstaanders soos die Skyline GT, Lotus Elan, Datsun Fairlady, en Honda S600 moes almal tydens die ren die kuipe besoek om brandstof aan te vul terwyl die klein Toyota Sport 800 die hele ren kon voltooi. Aan die einde van die resies was daar nog 30% brandstof oor.
Die klein David het verskeie Goliate verslaan!
Een van hierdie Sport 800 motors is onlangs in ‘n waenhuis ontdek. Die motor was is ‘n baie slegte toestand en verlate. Nadere ondersoek het egter gewys dat hierdie nie ‘n “Yotahachi”, of siviele weergawe van die Sport 800 was nie. Hierdie was motor Nr.7. Die spesifieke motor wat die Suzuka 500km ren gewen het!
Na dié ontdekking het Gazoo Racing onderneem om die spesiale motor te restoureer. Die motor was in ‘n baie slegte toestand en amper die helfte van die bakwerk moes herbou word. In die proses is dinge soos die hegpunte vir die vering versterk en die binneruim veral het spesiale aandag gedurende die restourasie proses geniet. Laastens is die motor uitgedos in Gazoo Racing kleure.
Die eind produk is die eerste renmotor van ouds, terug in die motorsport span van die hede. Lank lewe die Toyota Sport 800 – die Adam van Toyota Motorsport!
Artikel deur Johann van Tonder het verskyn in Ultimate Drive Ed.56. Fotos: Motorauthority.com
Avontuur motorfietse is al by die twee dekades die in ding as dit by motorfietse kom. Die bekoring van die grondpad, poorte, passe, avontuur wat wag! Mens kry dan ook twee soorte “avonturiers”. Jy kry die ploert wat op die bank sit en vertel hoe, as hy eendag die R300 000 motorfiets met padbystand, beste toerusting en klere het, hy fantastiese avonture gaan beleef. Hierdie avonture sal dan ook meer mal as anders net rusbank-drome bly. Dan kry jy die regte avonturiers, die manne wat nie wag tot hulle eendag als (en net van die beste) het voor hy moontlik sy avontuur aanpak nie, nee. Die ouens pak die avontuur aan, nou, met wat hy het.
Christo Serfontein het so avonturiers-hart. En dis nie asof hy nie van beter weet nie. Christo is die voormalige eienaar van ‘n 800GS, asook ‘n 1200GS. Maar toe die pad weer begin roep en al wat in sy Mosselbaai se motorhuis staan is ‘n SYM CROX 125 met die bynaam “Tuffy”, was die toer aan.
Die SYM CROX herhinder nogal aan die Yamaha BWS. Dis so amper ‘n “crossover” skoeter met lekker vet bandjies, Hy is lig, maklik om te ry en boonop lekker ekonomies, so die begroting is nie so groot struikelblok tot avontuur soos met die groot fietse nie. Christo het die fiets gepak en gery. Karoo toe. Klein Karoo, Groot Karoo, Loxton verby. Draai gegooi deur die Moordenaars Karoo, nuwe vriende gemaak in Merweville en terug gekeer oor die asemrowende Swartberg pas. 4 dae en 1140km later, toe stop Christo weer by die huis, tevrede.
Volgens Christo het die SYM CROX die pad besonder goed gehanteer. Jy pas net jou ry-styl en spoed aan by die fiets en die toestande. En omdat jy rustiger ry, is jy nie haastig nie, rus beter en sien meer. Ook, omdat die fiets so lig is (112kg) en die op- en afklim so maklik, stop jy makliker om die omgewing te verken of om ‘n foto te neem. Dis nie ‘n geklouter en gesukkel met ‘n swaar fiets nie.
Die SYM draf gemiddeld so 80km/h op ‘n goeie grondpad en anderkant 100km/h op teer, maar dit was nie die punt nie. Hierdie was ‘n reis. Die enigste nadele wat Christo ondervind het was die klein brandstof tenk van 5L, maar dan het die SYM met 140kg (bagasie en ryer) op sy rug steeds 25km/L gekry. Dus het die 5L wat Christo ekstra saam gery het gesorg vir ‘n totale reikafstand van by die 250km. Die ander probleem was dat Christo elke keer die bagasie moes aflaai om by die tenk onder die sitplek uit te kom, maar dan, hoeveel bagasie kan daar nou op ‘n soeter wees?
Omstanders se reaksie tot ‘n reisiger op ‘n skoeter is een van verbasing, maar altyd vriendelik, vol vrae en die ontvangs sonder uitsondering positief. Christo se ervaring op die skoeter was een van vryheid en die belangstelling in sy avontuur het alle reise op “gewone” motorfietse totaal oortref.
Met ‘n skoeter wat R17 995 “uit die boks” kos en slegs 25km/L verbruik, het niemand meer verskoning dat ‘n avontuur ‘n motorfiets van R300 000 verg nie. Hierdie “Tuffy” gaan dit nog oor en oor bewys.
Gee my spoed, Sakkie!
Die veelsydige SYM CROX 125 is nie net ‘n ideale pendel fiets of klein avontuur fiets met ‘n groot hart nie, nee. Thundercycles in George het ook ander groot planne vir die CROX. Charl Joubert het ‘n SYM Crox van die vloer gehaal en na die werkswinkel geneem. In ‘n projek wat herhinder aan die ou skooldae toe ons nog ons 50cc motorfietse “warm” gemaak het, kry hierdie skoeter ‘n ander uitlaat en daar word gepeuter met die lugfilter en vergasser, want sien, hierdie SYM CROX word voorberei vir skoeter resies! Hier is ‘n nuwe ding wat kop uit steek in George. In ‘n volgende uitgawe vertel ons meer!
SYM? Wie?
SYM staan vir Sanyang Motor Co., Ltd. Die maatskappy is reeds in 1954 in Taiwan gestig en vervaardig motorfietse, skoeters en vierwielers onder die SYM naam, terwyl hy motors bou vir Hyundai en ander voertuie vir Bombardier, Mahindra en International Trucks. SYM het al meer as 16 miljoen motorfietse en 800 000 motors gebou. SYM se uitset tans is 600 000 motorfietse en 20 000 motors per jaar, met ‘n omset van meer as ‘n Miljard Dollar.
Artikel: Johann van Tonder; Fotos: Christo Serfontein
Depending on how you look at it, Toyota’s decision to partner with BMW on the all-new GR Supra can either be met with a celebratory fist bump, or a look of disdain. Disdain in the sense that the Supra should have been a pure-bred Toyota. It’s a no brainer: Gazoo Racing (GR), Toyota’s racing division, has all the technical knowhow and expertise to design and built their own sports cars. In 1981, when the Supra first arrived, it was an all-Toyota product. All four generations preceding this 2019 model were proudly made in Japan, because ‘Rōkaru wa rekukādesu!’ (Japanese for Local is Lekker). Every part, every panel, every intricate detail of the drivetrain. The drivetrain…This is what’s gotten so many fan boys – and girls! – hot under the collar, because Toyota went in search of a partner – in Europe of all places – to power its fifth-generation Supra. And here’s where BMW comes in. This German automaker is known for producing some of the world’s finest, and most revered engines. Powerful, durable, and capable to handle the onslaughts petrol heads dish out. Let alone the media! What BMW also has is a chassis underneath the Z4 that suffices to the size and requirements of the Supra. And so began negotiations to have the Supra share multiple parts with BMW’s Z4. Engine, gearbox, chassis… even the interior reminds strongly of the Z4.What many of us tend to forget, maybe conveniently, is that Toyota does not have a strong, brawny in-line six-cylinder engine in its garage. Oh, the 2J? Well, it’s an old engine and will not pass modern day emission requirement tests. Who else to turn to than BMW who’s been building six-cylinder engines for as long as we can remember. There was no two-ways about it, because the Supra needs to be powered by such an engine. Nowhere in the car’s history has any other engine been used. If not for BMW and the company agreeing to share parts, then the Supra might not have happened.See, producing just another engine would not be that difficult for a company like Toyota. But when you factor in emission requirements, research and development costs to have the engine comply with today’s stringent tests, then you’re better off buying from someone and making a deal on how the two companies can work together on future projects. Cost- or part-sharing, if you will. Part-sharing is not uncommon, either. Toyota and Subaru partnered a few years ago to produce the GT86 and BRZ, respectively. Ford and Mazda did it for years on their cars and bakkies. Opel and Peugeot will be doing it soon with the next-generations Corsa and 208. BMW and Jaguar Land Rover recently joined forces to work on electric vehicles for the future.The GR Supra and Z4 sharing parts is not the end of the world and is there no reason for anyone to shout ‘Blasphemy!’ at the top of their lungs. The Toyota GR Supra is a sports car in own right, so it’s okay to give that celebratory fist bump.We will review the Toyota GR Supra alongside the BMW Z4 in a later issue.This article by Charlen Raymond first appeared in Ultimate Drive Ed.56
Blue bags are for all types of non-soiled recyclable materials, including plastic, paper, card board, glass etc. (See a detailed list below of items that can be recycled).Green bags are for green waste, including organic kitchen waste such as fruit and vegetable peels, as well as garden waste, including grass cuttings, leaves etc. No soil is allowed in green bags.Black bags are for ‘wet’ waste, things that cannot be recycled.GENERALAll refuse bags must be put out by 7am on removal day.
Please don’t put bags out the day or night before removal.
Households can put out seven bags per week, in any combination of green, blue and black.
Additional tied bundles of branches are allowed if they are shorter than a meter in length and can be picked up by one person.
Please wrap broken glass in newspaper before placing in bags to prevent injuries to workers.
A pack of 26 black bags are distributed to households quarterly.ENQUIRIESGreen and blue bags: Interwaste
Physical address: 10 Extension Road, Pacaltsdorp Industrial Area. Phone: 044 878 0688Black bags: George Municipality Environmental Services
Physical address: 82 Meade Street, George. Phone 044 802 2900WHAT CAN BE RECYCLED?Paper that can be recycled: office paper, newspaper and magazines, cardboard (boxes flattened), brown paper bags, take away containers (food removed and rinsed), milk and juice cartons (rinsed and flattened) and books (hard covers removed).Paper that cannot be recycled: napkins, tissue paper, paper towels, wax paper, laminated or waxy paper, punch confetti, carbon paper and stickers.Metal that can be recycled: cooldrink and beer cans, food tins (rinsed clean), metal lids of glass, jars, aluminium cans, rusty cans can be recycled and recycled batteries (taken to correct depot).Metal that cannot be recycled: batteries, motor oil cans, paint and aerosol cans, and tinfoil.Glass that can be recycled: all colours of glass bottles and jars, beer and wine bottles (rinsed).Glass that cannot be recycled: mirrors and windows, ceramic, crystal, drinking glasses and light bulbs.Plastic that can be recycled: all plastics numbers 1-7 (rinsed), grocery and retail plastic bags (clean) and milk sachets.Plastic that cannot be recycled: cling wrap, and polystyrene (is recyclable but no facility on Garden Route for now).
The George Municipality will soon be extending its recycling programme into areas that had in the past not been part of the blue and green bag system. These include rural areas, high density neighbourhoods and informal settlements that could potentially more than double the city’s current yield of about 600 000kg of recyclable waste per month.George Municipality Municipal Manager Trevor Botha said the city was committed to waste reduction, not only because the region was running out of landfill space but also because it was the environmentally right thing to do. “Waste management is increasingly expensive, which ultimately impacts on our citizens. Local landfill sites are closing and transport to regional landfill and waste disposal facilities outside Mossel Bay is adding to the bill. If we can reduce the amount of waste transported out of the city, everyone benefits in the long-term – financially and environmentally,” said Mr Botha.In this regard the municipality has introduced several different waste reduction efforts, including extensive environmental education and awareness, the establishment of transfer stations where waste is sorted, composting areas for garden waste, and the introduction of a blue and green bag refuse collection system to households and businesses. “We are continuously investigating new ways to reduce waste and to move towards long-term sustainability,” said Mr Botha.The George Municipality has been using a two-bags refuse collection system (black bags for general waste and blue bags for recyclables) since 2008. A green bag for garden waste was added in February 2019. The programme already distributes to and collects bags from nearly 17 000 households in more than 40 neighbourhoods in the municipal area including most suburbs of George as well as the outer areas of Wilderness, Kleinkrantz, Hoekwil, Victoria Bay, Herolds Bay and Delville Park.The next phase is expected to roll out in October and is being preceded by an extensive awareness campaign in schools and neighbourhoods where the programme is new. Phase two includes more than 21 000 households in Ballotsview, Borcherds, Conville, Lawaaikamp, New Dawn Park, Pacaltsdorp, Parkdene, Protea Park, Rosemore, Sea View and Thembalethu as well as Uniondale and Haarlem rural areas.The contract kicks off with the delivery of two green bags and two blue bags to households on their normal refuse removal days the first week in October 2019. Collection of green and blue bags has already commenced informally in the areas but will formally start on 1 October 2019. Municipal trucks will collect the black bags, while blue and green bags will be collected by service provider, Interwaste, in different trucks on the same day – before or after the black bag collection, and can be hours apart.Every week on the same day as collection, Interwaste will replace each collected full bag, blue or green, with another of the same colour at the same time as they collect the full bag. In addition, Interwaste will drop off two green bags and two blue bags to non-participating households every quarter to encourage them to participate in waste reduction efforts.Households or businesses that are actively recycling and require additional green or blue bags, can collect from the Interwaste premises at 10 Extension Road, Pacaltsdorp Industrial Area.
Kopers kan hulle nuwe XC90 met ‘n ses of sewe sitplek kajuituitleg bestel, waar die 6-sitplek my gunsteling is omdat dit twee sitplekke in drie rye plaas wat prakties en ruimtegewys die gevoel skep dat jy in die kajuit van ‘n luukse privaatstraler sit.
Artikel deur Dirk Gallowitz in Ultimate Drive Ed.56.
Kopers kan hulle nuwe XC90 met ‘n ses of sewe sitplek kajuituitleg bestel, waar die 6-sitplek my gunsteling is omdat dit twee sitplekke in drie rye plaas wat prakties en ruimtegewys die gevoel skep dat jy in die kajuit van ‘n luukse privaatstraler sit.
Soos met die eerste XC90 maak Volvo in die 2019 model ook gebruik van 2.0-liter 4 silinder enjins vir die hele reeks modelle. Tans het kopers die keuse tussen drie petrol weergawes en een turbodiesel, weliswaar met verskillende kraguitsette. Die petrol reeks begin met die T5 (187 kW/350 Nm, met ‘n amptelike petrolverbruik van 7.6L/100 km), ‘n T6 (235 kW/400 Nm en 8.0 L/100 km) en die topmodel T8 “Twin Engine plug-in hybrid” wat krag put uit ‘n kombinasie van turboaanjaer, superaanjaer en elektriese motors vir ‘n gekombineerde maksimum krag van 300 kW (235 kW + 65 kWe) en 640 Nm (400 Nm + 240 Nm).Die opgegradeerde D5 turbodiesel is my gunsteling model met heerlike lae toere wringkrag en goeie verrigting deur die toerestrek danksy 173 kW en 480 Nm wringkrag (teenoor die uitgaande model 165 kW en 470 Nm). Amptelike brandstofverbruik word aangegee as ‘n indrukwekkende 5.7 L/100 km. Aandrywing vir die al die modelle is na vier wiele deur ‘n seepgladde 8-spoed outomatiiese ratkas.
Artikel deur Dirk Gallowitz in Ultimate Drive Ed.56.
This Article by Robert Daniels first appeared in Ultimate Drive Ed.56. Photos: Wikipedia
This Article by Robert Daniels first appeared in Ultimate Drive Ed.56. Photos: Wikipedia
Christo Serfontein het so avonturiers-hart. En dis nie asof hy nie van beter weet nie. Christo is die voormalige eienaar van ‘n 800GS, asook ‘n 1200GS. Maar toe die pad weer begin roep en al wat in sy Mosselbaai se motorhuis staan is ‘n SYM CROX 125 met die bynaam “Tuffy”, was die toer aan.
Die SYM CROX herhinder nogal aan die Yamaha BWS. Dis so amper ‘n “crossover” skoeter met lekker vet bandjies, Hy is lig, maklik om te ry en boonop lekker ekonomies, so die begroting is nie so groot struikelblok tot avontuur soos met die groot fietse nie. Christo het die fiets gepak en gery. Karoo toe. Klein Karoo, Groot Karoo, Loxton verby. Draai gegooi deur die Moordenaars Karoo, nuwe vriende gemaak in Merweville en terug gekeer oor die asemrowende Swartberg pas. 4 dae en 1140km later, toe stop Christo weer by die huis, tevrede.
Volgens Christo het die SYM CROX die pad besonder goed gehanteer. Jy pas net jou ry-styl en spoed aan by die fiets en die toestande. En omdat jy rustiger ry, is jy nie haastig nie, rus beter en sien meer. Ook, omdat die fiets so lig is (112kg) en die op- en afklim so maklik, stop jy makliker om die omgewing te verken of om ‘n foto te neem. Dis nie ‘n geklouter en gesukkel met ‘n swaar fiets nie.
Die SYM draf gemiddeld so 80km/h op ‘n goeie grondpad en anderkant 100km/h op teer, maar dit was nie die punt nie. Hierdie was ‘n reis. Die enigste nadele wat Christo ondervind het was die klein brandstof tenk van 5L, maar dan het die SYM met 140kg (bagasie en ryer) op sy rug steeds 25km/L gekry. Dus het die 5L wat Christo ekstra saam gery het gesorg vir ‘n totale reikafstand van by die 250km. Die ander probleem was dat Christo elke keer die bagasie moes aflaai om by die tenk onder die sitplek uit te kom, maar dan, hoeveel bagasie kan daar nou op ‘n soeter wees?
What many of us tend to forget, maybe conveniently, is that Toyota does not have a strong, brawny in-line six-cylinder engine in its garage. Oh, the 2J? Well, it’s an old engine and will not pass modern day emission requirement tests. Who else to turn to than BMW who’s been building six-cylinder engines for as long as we can remember. There was no two-ways about it, because the Supra needs to be powered by such an engine. Nowhere in the car’s history has any other engine been used. If not for BMW and the company agreeing to share parts, then the Supra might not have happened.See, producing just another engine would not be that difficult for a company like Toyota. But when you factor in emission requirements, research and development costs to have the engine comply with today’s stringent tests, then you’re better off buying from someone and making a deal on how the two companies can work together on future projects. Cost- or part-sharing, if you will. Part-sharing is not uncommon, either. Toyota and Subaru partnered a few years ago to produce the GT86 and BRZ, respectively. Ford and Mazda did it for years on their cars and bakkies. Opel and Peugeot will be doing it soon with the next-generations Corsa and 208. BMW and Jaguar Land Rover recently joined forces to work on electric vehicles for the future.
What many of us tend to forget, maybe conveniently, is that Toyota does not have a strong, brawny in-line six-cylinder engine in its garage. Oh, the 2J? Well, it’s an old engine and will not pass modern day emission requirement tests. Who else to turn to than BMW who’s been building six-cylinder engines for as long as we can remember. There was no two-ways about it, because the Supra needs to be powered by such an engine. Nowhere in the car’s history has any other engine been used. If not for BMW and the company agreeing to share parts, then the Supra might not have happened.See, producing just another engine would not be that difficult for a company like Toyota. But when you factor in emission requirements, research and development costs to have the engine comply with today’s stringent tests, then you’re better off buying from someone and making a deal on how the two companies can work together on future projects. Cost- or part-sharing, if you will. Part-sharing is not uncommon, either. Toyota and Subaru partnered a few years ago to produce the GT86 and BRZ, respectively. Ford and Mazda did it for years on their cars and bakkies. Opel and Peugeot will be doing it soon with the next-generations Corsa and 208. BMW and Jaguar Land Rover recently joined forces to work on electric vehicles for the future.
The GR Supra and Z4 sharing parts is not the end of the world and is there no reason for anyone to shout ‘Blasphemy!’ at the top of their lungs. The Toyota GR Supra is a sports car in own right, so it’s okay to give that celebratory fist bump.We will review the Toyota GR Supra alongside the BMW Z4 in a later issue.
