BS Motoring - May 2013

AUTOGRAPH

VOLUME XIV ISSUE 5 MAY 2013 EDITOR, PUBLISHER & PRINTER: Paresh Nath MANAGING EDITOR: Pablo Chaterji SENIOR EDITOR: Rohin Nagrani WRITERS: Aneesh Shivanekar, Ruman Devmane, Aditya Upadhyayula ART TEAM Smita Pradhan, Prashant Bane, C R Ramachandran, Lopa Prabhu, Sandeep Kotian, Parag Kulkarni EDITORIAL, ADVERTISEMENT & PUBLICATION OFFICE Delhi Press, Jhandewalan Estate, Rani Jhansi Marg, New Delhi - 110 055, Phone: 41398888, 23529557-62 Fax: 91-11-23625020 Email: [email protected] For editorial submissions and queries, write to Editorial Office, Delhi Press, A-4, Shriram Estate, Wadala, Mumbai – 400031, Phone: 65766302, 65766303, E-mail: [email protected] PRINTED & PUBLISHED BY Paresh Nath of Shobhika Media Private Limited, Delhi Press, Jhandewalan Estate, New Delhi-110055 on behalf of Business Standard Limited, Nehru House, 4, Bahadur Shah Zafar Marg, New Delhi 110002 and Printed at Delhi Press Samachar Patra Private Limited, A- 36, Sahibabad, Ghaziabad & Delhi Press, E-3, Jhandewalan Estate, New Delhi-110055 For subscription contact: [email protected] or visit http://delhipress.in/subscribe RATES Inland One copy R100, One/two years, R960/1680 respectively. COPYRIGHT NOTICE © Shobhika Media Private Limited, New Delhi-110055, India. All materials published in this magazine (including, but not limited to articles, quotations, extracts, or any parts of the article, photographs, images, illustrations also known as the “Content”) are protected by copyright, and owned by Shobhika Media Private Limited. You may not modify, publish, transmit, participate in the transfer or sale of, reproduce or create new works from, distribute, perform, display, or in any way exploit, any of the Content in whole or in part. This copy is sold on the condition that the jurisdiction for all disputes concerning sale, subscription and published matter will be settled in courts/forums/ tribunals at Delhi.

THE WINDS OF CHANGE

P

hew, what a month it’s been. For those of you who may not have heard already, some momentous changes have been taken place at your favourite automotive magazine. On the 15th of April, the Delhi Press Group took over the magazine’s reins from Business Standard, which has nurtured the magazine for all these years. You will soon see a completely new avatar of Motoring, both in print and on the internet. We’ll continue to bring you the witty, incisive writing and great photography that you expect from us – only it’ll be even better. That’s a promise! The bike you see on the cover has had enthusiasts drooling in anticipation for a while now, and Alan Cathcart beat everyone to the punch (as he tends to do) by being the first journalist in the world to ride the new KTM 390 Duke. The Austrian buzz bomb takes all the good bits from the 200 Duke and dials up the volume – 375cc, 44 bhp and 3.56 kgm make for a heady combination! Oh, and there’s ABS as well, to keep you right side up. We have no doubt that this bike will be attractively priced, given the strategy we saw with its younger sibling, so start getting that chequebook ready – as you will read, the 390 Duke is a bike worth lusting after. Chevrolet has seen success with an MPV before, in the shape of the venerable Tavera (the stories I can tell you of how we managed to get it stuck on a river bed) – oh wait, that was an MPV, the Chevy Enjoy is an MUV. While you figure that out, I’ll tell you that Aditya drove the bowtie’s answer to the Suzuki Ertiga and Mahindra Xylo/Quanto, and you can decide for yourself if the Enjoy will be your next MAV… er, MUV. At an estimated price of between ` 5.5 to ` 8 lakh, it could well make a case for itself. The Mercedes-Benz A-Class has been in the pages of Motoring before, but just prior to its imminent launch, we drove the funky hatchback in Germany to bring you an idea of what the India-spec cars will be like to drive (rather nice, actually). Aneesh, meanwhile, did what he does best and tracked down a real whopper – a Unimog U1150! Check out his story (and stunning photos) on the legendary off-roader on page 84. As always, we’ve made sure our biking audience has lots to chew over. The Motofocus section has Ruman’s impressions on the new Kawasaki Ninja 300 – a mean,

FOLLOW bsmotoring ON

www. bsmotoring. com

green little machine if there ever was one. With HarleyDavidson having taken the CKD route, you can now have significant change left over if you want to buy the Heritage Softail Classic or the Fat Boy Special – splash out on some custom bits and bobs, then! Alan, that lucky man, gets to ride all of the world’s best, most exotic motorcycles, and he brings you a piece on the amazing MotoCzysz electric racer that’s won the Isle of Man TT Zero race for electric bikes three years in a row – and it can crack 250 kph. Talk about electric dreams! As always, thank you for being passionate, dedicated readers – we look upon each of you as part of an extended family of petrolheads. Enjoy the issue!

PABLO CHATERJI MANAGING EDITOR

[email protected] Twitter: @pablochaterji

Scan the code to watch videos of cars featured in this issue

REACH US AT BUSINESS STANDARD MOTORING DELHI PRESS, A-4 SHRIRAM ESTATE, WADALA, MUMBAI 400031. TEL: (022) 6576 6302, 6576 6303 EMAIL: [email protected]

MAY 2013

A MEMBER OF

BUSINESS STANDARD MOTORING

3

CONTENTS Volume XIV Issue 5

36

COVER STORY

KTM DUKE 390 DUKE MISSILE

WRITE HAND DRIVE WRITE ALL THE WAY

14

LUST LAMBORGHINI COUNTACH RED SERIOUS

16

REWIND/PLAY MCLAREN F1/P1 1 LOVE

18

FAST SSC ULTIMATE AERO XT XTRA FAST

20

HOW TO… SELL YOUR BIKE ONLINE A CLICK AWAY

SINS THIS IS HOW WE DO IT

22 24

AD HOC AD INFINITUM MAZDA MIATA

25

NEWS LAUNCHED: HONDA AMAZE, NISSAN SUNNY CVT, UPDATED BMW 7 SERIES, DZIRE AND VENTO SPECIAL EDITIONS, UNVEILED: MASERATI GHIBLI, REVISED PORSCHE PANAMERA, AND LOTS MORE FROM THE SHANGHAI MOTOR SHOW PLUS GET THE DRIFT

26

84

SHORT SHIFT

ROAD TEST

MERCEDES-BENZ UNIMOG RARE END

HONDA CR-V V LIKE IT

46

TYRE TEST

50

APOLLO 4G TYRES GRIP 4GOOD

HEAD TO HEAD

RENAULT SCALA CVT VS HONDA CITY CVT CV(L)T FOLLOWING

58

SHORT SHIFT TOYOTA ETIOS FACELIFT STAND IN Q

75

SHORT SHIFT

92

SHORT SHIFT

FORCE GURKHA 4X4XFORCE

10 BUSINESS STANDARD MOTORING MAY 2013

TOYOTA LIVA TRD SPORTIVO 1.5 TRD AND TESTED

76

MOTOFOCUS JVB MOTO DUCATI PANTAH, YAMAHA X-MAX 400, HONDA CRF250M, AND EX-STEVE MCQUEEN 1914 INDIAN MODEL F PLUS MOTOQUIZZING

97

100

SHORT SHIFT

KAWASAKI NINJA 300 FREE WHEELIE

SHORT SHIFT H-D HERITAGE SOFTAIL CLASSIC AND FATBOY SPECIAL CKD A GOOD VIBE

106

CHEAP THRILLS HONDA ACCORD

KIT BAG PERIPHERAL PROVISION

110 111

LEAN ANGLE MOTOCZYSZ 012 E1PC RACER SAY THAT AGAIN?

SHUTTER SPEED

SCHUMI AT THE NORDSCHLEIFE

112 118

TRACK RECORD MOTOGP AT QATAR AND TEXAS, F1 AT SHANGHAI AND BAHRAIN, WRC AT PORTUGAL, AND OTHER MOTORSPORT NEWS FROM AROUND THE WORLD

54

120

SHORT SHIFT

VW POLO 1.2 GT TSI GT THE DRIFT

SURVIVOR MAHINDRA QUANTO GOT THE MOVES

78

SHORT SHIFT M-B A-CLASS A-CLASS ACT

128

SURVIVOR HYUNDAI ELANTRA ACTION HERO

130

SURVIVOR RENAULT DUSTER NOT DONE YET

132

SURVIVOR BAJAJ PULSAR PULSE RATE

134

SURVIVOR MAHINDRA DURO ON STANDBY

135

QUICK COMPARO

MAHINDRA E2O VS TATA NANO SMALL WONDERS

THE DIFFUSER

62

SHORT SHIFT

CHEVROLET ENJOY THAT’S ALL, VOLKS!

12 BUSINESS STANDARD MOTORING MAY 2013

SERVICE INTERVAL

136 138

Bosch H4 Premium Halogen Bulbs High-intensity light for superior long-range vision.

See better, see further and experience a safer and more assured drive with Bosch H4 Premium Halogen Bulbs. Delivering extra-bright white light and precise beam control, they also last up to two times longer than ordinary bulbs due to their compact and shock & vibrationresistant design. Choose superior vision at night. Choose to be safe. Choose Bosch H4 Premium Halogen Bulbs for your car today. Give your vehicle the best, give it Bosch. Call 1800 108 1081 (toll-free)

Bosch Limited, Automotive Aftermarket, P.B. No. 3000, Hosur Road, Adugodi, Bengaluru - 560 030. Ph.: (080) 2299 9228, Fax: (080) 2299 9796. www.boschindia.com Sales Offices: Ahmedabad: Ph.: (079) 6614 2200-08. Bengaluru: Ph.: (080) 2213 2081/ 2227 7653/ 2227 9672. Bhubaneswar: Ph.: (0674) 258 5874. Chandigarh: Ph.: (0172) 263 8207. Chennai: Ph.: (044) 2815 5815/ 3916. Delhi: Ph.: (011) 4316 6147. Ernakulam: Ph.: (0484) 280 5601. Ghaziabad: Ph.: (011) 4316 6145. Guwahati: Ph.: (0361) 213 1647/ 48. Hubli: Ph.: (080) 2223 7056. Indore: Ph.: (0731) 425 5010. Jabalpur: Ph.: (0731) 425 5010. Jaipur: Ph.: (0141) 238 7048. Jodhpur: Ph.: (0141) 238 7048. Kolkata: Ph.: (033) 4015 1421/ 2226 5309. Lucknow: Ph.: (0522) 491 2555/ 11/ 03. Madurai: Ph.: (0452) 238 6416. Mumbai: Ph.: (022) 2493 2071/ 74. Nagpur: Ph.: (0712) 268 1738. Panchkula: Ph.: (0172) 458 7735. Patna: Ph.: (0612) 645 0685. Pune: Ph.: (020) 6725 4769. Punjab: Ph.: (0172) 458 7728. Raipur: Ph.: (0771) 425 5618. Rajkot: Ph.: (0281) 246 1571. Ranchi: Ph.: (0651) 236 1152. Secunderabad: Ph.: (040) 2799 0366. Vijayawada: Ph.: +91 99890 37730/ 99490 82605.

WRITE HAND DRIVE Email: [email protected]

L E T T E RO F T H E M O N T H

CREW CUT With the string of people quitting Motoring, I was afraid it would be shutters for my favourite automotive magazine, but I’m delighted to know it will push on in the hands of Delhi Press, as I found out on your Facebook fanpage. In fact, with only five people on board, I’m quite impressed with how you guys have been able to bring out an issue which doesn’t see even the slightest drop in quality. Those two custom bikes built by JC Moto are among my favourite machines featured in this issue. The pink paint job aside, which is a little too wild for my tastes, I am totally in love with that RX cafe racer! With Srini gone, I was starting to wonder what would happen to my beloved Motoring, but knowing Pablo is at the helm, I know the future of the magazine is in good hands. Shubham R, via email

SHUBHAM WINS WINS A COPY OF BIJOY KUMAR Y’S BOOK ‘INSTANT CARMA’. CONGRATS!

SLIM SHADY

G R E AT CARMA!

While going through the May issue of the magazine, I noticed it was unusually slim. At first I thought I’d been taken for a bit of a ride, and then I saw that the number of stories were the same as always. You lot have actually managed to do away with the ads entirely! Can we continue this trend? Pure Motoring pleasure with no interruptions? On another note, congratulations to Pablo on taking on the mantle of editor. I’m looking forward to great stories and evocative photos. Good luck, all. It is in your blood. We live vicariously through you. D. Lara, Bangalore

IN CASE OF EMERGENCY... After all these years of reading BSM, I still can’t figure out how you guys manage to do it. Every single issue leaves me speechless at the end of it. Okay, I might be getting a little carried away here, but honestly, I’d be very surprised if there wasn’t something in this magazine every month that makes driving around to find it worth it. This month, there were plenty of those somethings in there for sure. First up is the Porsche 911 C4S story. My god, Rohin, that was brilliant! As if that wasn’t enough, the add-on part right after the story with all the

14

BUSINESS STANDARD MOTORING

MAY 2013

Instant motoring pleasure! Write to us and you could win Bijoy’s book, INSTANT CARMA!

other significant 911s got me very excited! It’s great fun to read about SUVs that can take on sports cars on a race track and such, but for me, the everyday supercar takes the cake. Here’s to years and years of BSM madness! Vijay Krishna, Bangalore

SHOCKER

Among all the cars featured in the April edition, it was the e2o that had me ‘shocked'. I’m very impressed at how Mahindra Reva have engineered the car and indeed, it’s a huge leap from the previous one, considering how basic and flimsy it was. The new one’s bigger, better-

Write to us and if your letter is chosen as the winner of the month, you get to win this special prize. Do include your full mailing address and telephone number. THE EDITOR, Business Standard Motoring, H3 Paragon Centre, Opp Century Mills, P B Marg, Worli, Mumbai 400 013 Fax: (022) 2497 8540 Email: [email protected] or [email protected] Your letters may be edited for space or content.

LETTERETTES I’m glad that the actual Jeep brand is making it here. The Grand Cherokee, of course, will be well out of my reach and the new Cherokee has got a face even a mother will have to try hard to love, which leaves me with the Wrangler! I know it won’t be priced anywhere near the Mahindras, but just the fact that I can finally say I have a real Jeep is worth it for me. And I do fully intend to make use of its off-roading abilities, too! Gaurav Seth, via email

looking, roomier, stronger and, er, pricier, too! I was really pleased to know that the company will be setting up charging points all over the country. The ‘Sun2Car’ package also seems like a fitting idea for those who’d like to park their buzzy runabouts under a solar panel for a full charge. These are clever initiatives, I say. But from a personal point of view, I still feel India is a country that isn’t prepared for something like this at the moment. Perhaps car manufacturers should give it a couple of years more for these electricpowered vehicles to roam our streets. Look at how Toyota brought in the Prius. Even having been a hybrid, it sold like a pair of second-hand socks. The last time I saw a Prius was, er, never. Sigh! You see, I love the ‘e-two-oh’ just as much as Ruman does, but not everyone thinks along the same lines. I know that there are cynics who’d remark it for being a mere block of plastic that, if parked in glaring heat, would melt like a marshmallow. Of course, at the end of the day, there are always going to be such people. So it’s not just Ruman who’d buy one (right after that Aventador), but me as well. Also, I’d like to wish Vaishali all the very best on her new job. It was a pleasure having her as one of the funny scribes in BSM. Rehan Conyers, Secunderabad

JEEP THRILLS

After years of driving around in a Mahindra ‘Jeep,’

ELECTRIC DREAMS

This is with reference to the Mahindra e2o review. While I’m excited that technology is finally moving forward from fossil fuels, I’m afraid it’s moving in the wrong direction. At least for India, electric cars are most certainly not the future. For starters, everyone not living in a major city (and even some that do) has experienced power cuts at some point. Well, where are you going to

charge your car then? Sure, there’s solar energy, but that’s more of a supplementary system than a full replacement. So if you’ve had a particularly long outage, you won’t be able to get to work the next morning. That doesn’t sound too good, now does it? For the price of a new e2o, I could get myself a well equipped hatch and pocket some money, too. Plus, when it runs out of fuel, I can just tank up and continue along on my journey. Instead of burning coal for electricity, I’ll just burn diesel or petrol. Also, this summer was supposed to be particularly bad for the state of Maharashtra, where some people have been going without electricity or water for days on end. Doesn’t it seem just a little selfish that we’re not only enjoying uninterrupted supply of energy, but we’re also using that up to charge up our cars when other means are available? For now though, I’m sticking with my internal combustion engined car and I hope the future of transportation takes another path. Vikram M, via email

There’s just something very exotic about

that GTS1000. I can’t believe Yamaha made it! – Adwait G, via email The motorcycling scene is finally picking up! I can’t wait to get my hands on the KTM 390 Duke. I hope they price it right! – Sanjay R, via email

AMAZE-ING GRACE

I was a little disappointed when I didn’t get my copy of BSM at home and I went looking for it on the stands, but failed to find it even there! Finally, after much delay, I got my hands on BSM and all was well with the world once again. Just looking at the issue contents once is enough for me to forgive you guys for making me wait. This time though, I headed straight for the Amaze story because It’s most relevant to me at the moment. I promise I’ll read everything else, too! I’ve already read about the Amaze in BSM

earlier, but it always feels better to read the story when the car actually makes it to India. I’ve been toying with the idea of getting myself a compact sedan, and until now, the Maruti Suzuki Dzire or the Tata Indigo were my only options. But somehow, I wasn’t satisfied with them. With the arrival of the Amaze, I think I now know what to get my hands on. Siddhesh V, via email

MAY 2013

BUSINESS STANDARD MOTORING

15

LUST

LAMBORGHINI COUNTACH

LAMB OF GOD

I

t’s the stuff of legend: half a century ago, the head honcho of a successful tractor maker based in Italy was as upset with the reliability of his Ferrari as he was with his resulting dealings with Enzo Ferrari. Like other game changers throughout history, he was convinced that he could do better than the best, so he started building supercars that would go down in history as some of the fiercest, most untamable yet ultimately gratifying driving machines. It started out because Mr Lamborghini wanted to flip Enzo the bird but in the process, it became so much more. Because of icons like the gorgeous Miura, the unhinged Diablo, the bloodthirsty Murcielago and the fabled Countach pictured here, we cannot imagine a world without these man-eaters. Lamborghini is not just a mere car brand; it’s a religion, and we’re devout followers.

16 BUSINESS STANDARD MOTORING MAY 2013

MAY 2013

BUSINESS STANDARD MOTORING

17

REWIND /PLAY MCLAREN HYPERCARS

MCLAREN F1

F1TASTIC THEN

ORIGINALLY CONCEIVED as the ultimate road car, the McLaren F1 was the car to pioneer a lot of the stuff we see on supercars today THE ORIGINAL BENCHMARKS for the F1 were the Ferraris and Lamborghinis of the day, but after driving the Honda NSX, Gordon Murray decided that this was the car that would inspire the design of the ultimate road car. MCLAREN even approached Honda, its then F1 partner, to build a V12 engine for it, but Honda refused. After this, Isuzu, which was working on setting up an F1 team of its own, had a V12 engine they wanted to see in the McLaren F1, but because it didn’t have a reliability record or racing pedigree, Gordon Murray rejected it. FINALLY, BMW’S M division took interest and a 6.1-litre V12 engine was made by merging two 3.0-litre straight-six engines from the M3 together. THE FORMULA FOR THE CAR was quite simple, really. Keep the weight low and the power high, and to achieve this, McLaren used a range of very expensive, lightweight materials like magnesium, kevlar, carbon fibre and titanium. In fact, the McLaren F1 was the first production car to come with a carbon fibre monocoque chassis. THE DOWNSIDES OF USING A FULLY CARBON fibre chassis were that the heat from the engine and transmission could potentially melt the chassis. So, the engine bay was lined in gold foil to prevent the heat from getting to the tub THE REST, as they say, is history. The McLaren F1 went on to become the fastest production car, with a top speed of 391 kph. A record it held since its inception in 1992 until very recently.

18 BUSINESS STANDARD MOTORING MAY 2013

From one legend to the next

MCLAREN P1

NOW

MCLAREN DID COME OUT with the MP4-12C, but that was more of a stop-gap solution before the true successor to the F1 arrived. The P1 is just as much of a technological marvel as the McLaren F1 was. UNLIKE SOME of the more recent supercars, the P1 still maintains a rear-wheel-drive powertrain. UNLIKE THE F1 though, this one makes use of a 3.8-litre twin-turbo V8 engine in addition to an electric motor to make its power. TECHOLOGY FROM Formula One like Drag Reduction System (DRS), which reduces aerodynamic drag to allow the car to achieve a higher top speed, and Instant Power Assist System, which uses the cars electric motors to give the car a sudden burst of power, made their way into the P1. IN TERMS OF benchmarks, save for the top speed, which is electronically limited to 350 kph, the P1 blows the F1 away. It does the 0-100 kph dash in under three seconds, while the 200 kph mark comes up in seven seconds. No more than ten seconds after that, you’ll be looking 300 kph in the eye. For reference, the F1 takes a good 22 seconds to hit 300 kph!

FAST SSC ULTIMATE AERO XT

TERMINAL

VELOCITY

A fast hurrah for what used to be the fastest car in the world

T

he folks at Guinness – you know, the guys who verify records of all sorts – recently triggered an internet blizzard, a virtual flurry of chatter and opinion, as they stripped the Bugatti Veyron SuperSport of its coveted title of the fastest production car in the world. The controversy revolved around the fact that even though the SuperSport hit a frankly ludicrous 430.9 kph, the production cars that the buffets of this world buy come with a speed restrictor, which only allows a measly 415 kph. That’s just... slow, isn’t it? Still, after a few calls from the top brass at VW to ‘zink abous zis once again’, they backtracked and returned the trophy to the SuperSport, which was sitting in the corner sobbing. Between all of this, the title was reclaimed by the (still) relatively unknown American missile, the SSC Aero, which had nailed a 412 kph run back in 2007. This Aero XT is a last hurrah for

20 BUSINESS STANDARD MOTORING MAY 2013

the line, a handful of cars built to show the world where the limit really is. Using mechanical bits borrowed from its nextgeneration Tuatara supercar, Aero claims its car will see the SuperSport’s record and raise it by another 9-odd kph. At the speeds we’re talking about, that’s a fair lead. Behind the seats lies a SSCdeveloped 7-litre, 1300 horsepower V8 thermonuclear device, and given its heady 9200 rpm rev limit, it will pull like a M16 round coming out of the barrel. It’s equipped with a 7-speed gearbox, a triple disc carbon clutch and other systems from the Tuatara. For a 1270 kg car, that is a serious amount of firepower. From standstill, Aero claims it will hammer past 100 kph in 2.6 seconds and the insanity continues to come at you at warp speeds, because in precisely 15.5 seconds, it will hit....(any guesses?)...322 kph! These are mere claims at this point, but since Aero was right about its top speeds back in ‘07,

HOW QUICK? 0-322 kph in 15.5 seconds. ‘Nuff said.

HOW FAST? North of 439 kph (unverified)

HOW MUCH? ` 4 crore for Chassis No 1, going up to ` 4.6 crore for No 5

we’re guessing it doesn’t fool around. Don’t imagine the Aero XT to be just a sparse race-car tub inside either – it’s got air-con, a navigation system, a nose-lift system, power windows and a reverse camera too! The kind of performance we’re seeing here is possible only with cutting-edge tech and design. The Aero XT’s aluminum space-frame supports a carbon-fibre body, the suspension comprises top-shelf, fully adjustable Penske units and the forged wheels come shod with Michelin PS2 rubber. There are a million other optimizations that go into achieving such speeds. Its next supercar, the space-age Tuatara, is alleged to be even faster; we just cannot imagine what it will be like. Aero is suggesting that theoretically it will nail 444 kph (yes, 444!) and the only way to know for sure is to line up the Tuatara at an airstrip and mash the loud pedal. Only five will be built, and the earlier you order, the more money you save. Fair deal, we’d say.

HOW TO... Want to part with the apple of your eye? We tell you how to go about it TIME IT RIGHT By means of research (or not – Ed) we have learnt that the majority of online automobile deals are struck on Sunday afternoons or by the first half of every weekday. There’s a reason for this – people love to daydream. This is only possible once they land up at their work desks or on idle Sunday mornings. So, make sure you post your ad in the wee hours, or late at night on Saturday, by which time inebriation and the ‘weekend vibe’ will have ensured a willingness to part with a lot of money.

effect that reading a brochure about a cheap hotel in Goa has – it’s too good to be true.

DESCRIPTION IS THE KEY Your car/bike may have been with you in the shower, but there is no point in telling the world about this. No one cares what you think of your machine; what matters

MONEY MATTERS

SHOOT IT ALREADY You could have a Suzuki Hayabusa to part with, but an ad without pictures will lead prospective buyers into believing you’ve posted a link to weight-loss related spam, or something worse. Leave arty shots for your social networking page – get clean shots from all angles of your machine, and make sure you shoot the details (interiors, badges, meters), things that people are wary of tinkering around with. Uploading manufacturer-sourced shots has the same

to any buyer is the state the vehicle is in, the parts it comes with and the parts it’s missing. A bit of trivia you may have picked up along the tenure of ownership (say, a service tip, or an ingenious quickfix solution) does help a lot, giving the impression that you’ve actually cared for your motorcycle. However, avoid any references to ‘ridden to the limit at the BIC’ or ‘always jumps so high on speedbreakers!'. Such mentions will slash your asking price by half. We warned you!

TELL ALL Your motorcycle may look like it’s just rolled

22 BUSINESS STANDARD MOTORING MAY 2013

off the production line, but it will still be judged by the following parameters – age, number of kilometres on the clock, state of paperwork (green tax payment for vehicles over 15 years old can be a major cause for conflict – it’s too much of a hassle to get in order), and service history. Also, don’t forget to mention your exact location, a phone number and an e-mail address, so people won’t just have to daydream about your advertisement and then go back to their unexciting lives.

If you think your Bajaj Pulsar deserves only 10 per cent depreciation even after a decade, stay away from the internet – online buyers will hate you! A lot of factors determine depreciation, and you must respect them the same way you would if you were on the other side of the fence. Avoid referring to ads with machines identical to yours to decide what price to ask for. In reality, those ‘Yamaha RX100s for 75 thou’ go for far less than you imagine. It doesn’t hurt to make a quick buck, but set a sensible price tag, leaving a small margin for negotiation. Oh, and if you have any Yamaha RD350s to part with for cheap, let us know, will you?

SINS

car ‘Finally, a with the l proverbia nk kitchen si rd’ as standa

WE DO IT THIS IS HOW

The joy of

When

motoring. And this is only the trailer

H E O RY T O T A T O P THE the NH4 mbled down

providing 6th gear, I ru a cloudy sky At 80 kph in ith w e, un P to umbai ere's a route connecting M emplation. H nt co r fo ce ice t ambien at almost tw just the righ onth, usually m a es ably rt tim fo l m ), but co I do severa 't tell anyone on D l h! ai hh ft (S So the speed n Heritage ley-Davidso ar H s, e Ye th d. of my min in the lap e last thing on th as w d TM ee K any Classic, sp capable and r is way more ley has an ai ar H e any BMW GS th ore fun, but m ay w . re is o pleasu supermot ss motoring nd it. Effortle e videos ub uT of ease arou Yo (although ie el he t w t n' mething abou Heck, it ca but there's so , e) is best rw 's at he tarmac th suggest ot and winding ds ou cl rk y on m looming da e's definitely kph. This on for a cool g in th enjoyed at 80 list, then. Any ng pi eh), op sh good vibe (h ambitious consistently a d an lid y breeze in m here to go. –Ferruccio with somew

CTION OUT OF A

H THIS MONT

24 BUSINESS STANDARD MOTORING MAY 2013

ious Bein g superstit brin gs bad lu ck

e er, Ran g Moo ov

’

Rover’

G B R E Aes,KAneesh is the latest to S H O O T IN odby dgering us for epidemic of go

er began ba In an absolute f photo-takout look at e bug. Our chie th to b d after taking a um an cc su of his diapers, t ou ly d a very re an ba – h as w him on a hunc d a job when he re hi e w , us some of photos he sent ith us, he’s shot the impressive his four years w In . was be to he t d ou an ed these pages, good one it turn er been seen in our ev on ve e ha se at u th yo es e videos that th the best pictur ng iti ed d an g eping with arge of shootin mind you, in ke also in sole ch a writer either, as d ba lf f to of ha t n’ rs. He’s now website. He was faceted snappe tiul m g likely to re vin u’ ha n of ion as yo BSM’s traditio tural a progress na as g, in ak m p! y film f the lens ca Canada to stud forget to take of say, and don’t e w , ck lu od see. Go

AD HOC

Being constantly bombarded with advertisements these days, we can’t help but think that the golden age of advertising has long gone. We miss it. Most of the adverts these days are so bad they either make us cringe or laugh hysterically because they’re apocalyptically lame. Everyone would agree that the most epic automotive advertising came in the form of the VW ‘Think Small’ adverts in the 1950s and 60s. So, inspired by the same, in this series, each member of BSM will create their own VW-style advert for any car or motorcycle from any era. Let’s see what comes through. And no, we’re not getting any funds transfers from anyone for putting these out. That said, we wouldn’t mind a few long-termers.

MAY 2013

BUSINESS STANDARD MOTORING

25

GET THE DRIFT

AVANTI GARDE D

ROHIN NAGRANI

THE AVANTI DOESN’T HAVE TO FIT INTO THE SHOES OF A BRAND THAT CARRIES THE BAGGAGE OF A MAKER OF ‘EXCELLENT SUPERCARS’

ilip Chhabria probably sees something most of the auto market doesn’t. Or at least, that’s the theory. Here’s the truth; the top end of the performance spectrum is nicely covered in India, starting from the Porsche 911, to the mid-engined brilliance of the Audi R8 and Ferrari 458 and going all the way up to the Ferrari F12 and Lamborghini Aventador. At the other end is the sports coupe and cabriolet range, in the ` 50 lakh to ` 1 crore bracket. This end of the market has some brilliant cars, too, like the mid-engined Porsche Cayman and Boxster and the upcoming Jaguar F-Type. The problem is, this end of the market doesn’t seem to excite, or interest, those looking for performance. In fact, one manufacturer who offers a product each in the entry supercar and sports coupe market tends to sell more of the former than the latter. So what gives? Most sports coupes/cabrios lack that ‘edge’ one would expect in terms of performance, but there is also a lack of understanding about the fact that one graduates to the next level of performance. Instead, social standing and the ability to show off seem to play more of a role here, in a significant number of cases. Where then, does DC fit into the scheme of things, you ask? It has to do with trying to fill this latent need; a car that looks the part, doesn’t cost the earth (` 25 to 35 lakh is what DC is indicating), but offers some sort of mid-engined driving experience that one can eventually use as a stepping stone for the next level. Speaking to Dilip, one gets the sense that he wants to make it a user-friendly sports

coupe that can be bought not just by those looking for a ` 50 lakh sports coupe, but even those with an annual income of ` 5 lakh! Now, I wonder what sort of EMI scheme that would work out to be, but the numbers he talks about aren’t small – a 4,000 unit run in the first two phases and then 4,000 to 5,000 units a year (with no exports). Powering the Avanti is a 2.0-litre, turbo-four engine with 240 bhp. It may not sound like much, but considering it’s being built on a lightweight chassis, the potential to crack 100 kph in under seven seconds does sound enticing, as long as they manage to sort out integration and engineering issues. Eventually, there will be a 395 bhp V6 version too. But more importantly, the Avanti doesn’t have to fit into the shoes of a brand that carries the baggage of a maker of ‘excellent supercars'. Instead, Dilip can leverage the Avanti to eventually create something more exciting, if he gets it right. What DC will have to cross is a very difficult chasm – to appeal to the enthusiasts with not-so-deep pockets, but also prevent them from waiting it out, probably for even a lifetime, till they have enough to buy a name-brand supercar. He will also need to navigate around the lack of racetracks in this country. Apart from the two tracks down south and the F1 track in Noida, there are no options for those residing in the western or eastern parts of the country to hone their skills. Until track days and specialised multi-day courses are set up, the challenge to crack open this market will continue to be a tough one. It’s very easy to slip back into the ‘social standing’ nonsense and drown the potential of a car like this. Who knows, those looking to start a Facebook page called ‘We want the Toyota GT-86 in India’ could find some ammo for their cause, after all!

[email protected] 26 BUSINESS STANDARD MOTORING MAY 2013

NEWS NATIONAL NEWS

CVeeT RIDE Tired of those jerky geaar shifts while you’re trying to sleep on your way home? Well, the Nissan Sunny CVT is just the car for you(or your chauffeur, rather). With a Continuously Variable Transmission taking care of sending power to the wheels and the resultant lack of any gears, the car claims to offer jerk-free driving even on

roads with heavy traffic. Features wise, the Sunny CVT packs everything the manual transmission models do, with the only differences being the gear shifter and the instrument cluster. So you’ve still got a good bit of kit as standard on the car, and of course you’ve got class-leading leg room to boot! What’s

more, Nissan claims an ARAI tested fuel efficiency figure of 17.97 kpl, higher than the manual’s 16.95 kpl. Interested? The Sunny CVT is priced at ` 8.49 lakh, ex-showroom, Delhi. So head to your local Nissan dealership, then.

You’re bound to be

AMAZED

If you’re in the market for a sub 4-metre sedan, your list of options has just gone up. Honda launched the Brio-based Amaze recently, which also happens to be Honda’s first diesel car in the country. The Amaze comes in at ` 5.35 lakh for the base petrol model going up to ` 8 lakh for the top-end petrol automatic while the diesel version starts at ` 6.49 lakh going up to ` 8.01 lakh for the top-end variant. For comparison, the Maruti Suzuki Swift Dzire starts at ` 5.22 lakh for the base petrol, going up to ` 6.72 lakh for the top-end, while the diesel Dzire ranges from ` 6.41-7.82 lakh (all prices Jnaneshwar Sen, Senior VP, Marketing and Sales, HCIL, Shigeru Yamazaki, Senior VP and Director, ex-showroom, Mumbai). Marketing and Sales, HCIL, Hironori Kanayama, President and CEO, HCIL, and Raman Kumar Sharma,

Senior VP and Director, Corporate Affairs, HCIL with the Honda Amaze at the launch

28 BUSINESS STANDARD MOTORING MAY 2013

SHORT BURSTS REGAL ATTIRE

CONNECTED LIVING With the launch of the Mahindra e2o, Mahindra also announced a partnership with the telecom major Vodafone recently. The deal is such that every e2o rolls out of the factory with a Vodafone SIM card built-in, with a 5-year contract that’s already accounted for in the price of the car. This turns the e2o into a connected vehicle, sending vehicle information back to Mahindra for remote diagnostics, allowing you to plan your routes taking into account the amount of range you have available, and there’s also the possibility of making your car a WiFi hotspot.

Apart from that, owners of the car can also control various aspects of their cars remotely through a new app. This app, available for download for Android, iOS and Blackberry, lets you schedule your car charges, turn on the AC and heater and will even let you lock and unlock your car remotely. That’s bound to come in handy for those who constantly worry whether they’ve locked the car or not. And for those with range anxiety, you can get an additional 8-10 km of range at the touch of a button, so that you can safely get to a charging point when you’ve run dry.

Marking the fifth anniversary of the Dzire name, Maruti Suzuki has launched the Dzire Regal edition. Available only in Vxi trim, the Regal edition gets a built-in music system, wood and brushed steel accents in the interior and a dual-tone

blue and silver paint job. It is priced at ` 5.95 lakh, ex-showroom, Mumbai.

STYLING HARD! Continuing with the special editions, Volkswagen is offering a new variant of the

Seventh wonder The BMW 7 Series competes with the likes of the Mercedes-Benz S-Class, Audi A8 and the Jaguar XJ, and when you’re going up against teutons like those, it helps to be on top of your game. That’s exactly what this facelift hopes to do to the 7, focussing more on giving the customer a better rear seat experience. On the outside, the basic design remains more or less the same, with the addition of new LED headlamps, a

more upright grille and new fog lamps up front, while at the back, there’s now a strip of chrome running across the bootlid. Prices for the 7 Series start at ` 92.9 lakh for the 730Ld, going up to ` 1.12 cr for the 740Li, ` 1.29 cr for the 750Li and ` 1.73 cr for the 760Li (all prices ex-showroom, India).

Vento called the Style. It’s available in both petrol and diesel on the Trendline and Comfortline variants. The Style variant features alloy wheels and chrome trim on the outside and leather seat covers inside. The Volkswagen Vento Style starts at ` 8.33 lakh for the petrol while the diesel will cost you ` 9.41 lakh (all prices ex-showroom, Delhi).

MAY 2013

BUSINESS STANDARD MOTORING

29

NEWS

BABY’S

METAL, GLASS, PLASTIC

GOT BACK This is The revised Porsche Panamera

Trident tested This is A baby Quatroporte – presenting the Maserati Ghibli

What about it? Maserati is bringing in the Ghibli to go head on against the BMW 5 Series and the Mercedes-Benz E-Class, to get more volumes going for the brand. The Ghibli will come with three V6 engines, two petrol and a diesel. The base engine will be a 3.0-litre turbo-V6 that will make in the vicinity of

GLAss full! This is A rolling movie theater. Wait, no, it’s the new Mercedes-Benz GLA Concept

What about it? Okay, we weren’t kidding when we said movie theater. Apart from what looks like a production ready body, the car has a few features which are most certainly getting clipped from the production version, like twin cameras mounted on the roof and a couple of

30 BUSINESS STANDARD MOTORING MAY 2013

330 bhp of peak power, good for a 0-100 kph time of 5.6 seconds, while the Ghibli S will come with a twin-turbo V6 capable of 410 bhp of peak power. This engine propels the car to 100 kph in 5.0 seconds flat! As for the diesel, that, too, is a 3.0-litre unit that makes 274 bhp. The top-end variant is also available with Maserati’s latest all-wheel drive system, called Q4, but only on LHD models, for some reason. Of course, this means more sideways action for us!

So, when can we expect it? Expected by the end of this year!

projectors capable of showing movies, for that self-sustained drive-in experience. That aside, the GLA is most likely going to be Mercedes’ newest entry level SUV, which borrows a lot of design cues from the A-Class and the CLA-Class. Powering this concept is a 2.0-litre turbo-petrol

What about it? What was usually considered the ugly duckling of the Porsche range has finally turned into a swan. Well, sort of. The Panamera gets its mid-cycle refresh and we are definitely liking it. The design sees a lot of changes, some subtle and some not, all of which help make the Panamera look a lot better. That rear end, especially, has been

engine that makes a little over 200 bhp, which is sent to all four wheels

So, when can we expect it? Middle of next year, is our estimate.

given a thorough seeing to, leaving the car a lot better for it. There are a lot of changes under the hood, too. Apart from the usual power bumps all around, the 4.8-litre V8 engine has been replaced by a 3.0-litre twin-turbo V6 engine that makes 20 bhp more. There is also a new E-Hybrid model, which

comes with plug-in capabilities. With a two and a half hour charging time, the EHybrid can go up to 32 km on pure electric range. Along with that, there’s also a couple of new models which have their

wheelbase extended by 150 mm for extra rear seat leg room.

So, when can we expect it? Late 2013/early 2014 for the standard model.Sadly, the LWB Executive edition probably won’t make it here.

Golden jubilee

This is The Lamborghini Aventador LP 720-4 50 Anniversario. What a name!

What about it? You didn’t think Lamborghini would let its 50th anniversary go without fanfare, did you?They’ve thus built a special edition

Aventador with power upgrades. And to keep up with all that extra power, it also gets a new aerodynamics package. All 100 examples will be painted in this particular shade of yellow, which has been the most popular Lamborghini colour since it debuted on the Miura. Inside, there’s a special colour scheme to set

it apart from all the other Aventadors, and the seats are stitched in a unique diamond pattern that further sets these cars apart.

So, when can we expect it? Considering Lamborghini managed to sell three Venenos, this one should move pretty fast off the lots, so you had better hurry up! MAY 2013

BUSINESS STANDARD MOTORING

31

TRUE BLUE This is The VW CrossBlue Coupe Concept

What about it? The Volkswagen CrossBlue Concept isn’t a new one, but at Shanghai, it’s sporting a new powertrain under the hood. Instead of its combination of twin electric motors and

a turbo-diesel engine, the concept now sports a 295 bhp V6 petrol engine with the electric motors. The combined power output, then, goes up to 415 bhp while still having a range of 1160 km. With the help of the internal combustion engine and the electric motors, the CrossBlue is capable

X marks the spot This is BMW’s latest cannibalistic creation, the X4 crossover

What about it? As if there aren’t enough

32 BUSINESS STANDARD MOTORING MAY 2013

crossovers with sloping, coupe-like rooflines already, BMW went ahead and added another one to its line-up. The X4, as the name suggests, slots in between the X3 and the X5, sort of like a baby X6, if you will. It’s still in the concept stages right now, so no powertrain details are known, but you can definitely expect a few turbo-

of a 0-100 kph time of just under 6 seconds, while top speed is pegged at 237 kph. What’s more impressive is that in electric mode, it can go up to 34 km. This could make it into production as a separate model soon, but if that doesn’t come through, just the powertrain could also be used in a future model.

petrol engines as well as a couple of turbodiesels to make it under the hood. Being what BMW calls a Sports Activity Vehicle, it will also come equipped with BMW’s X-Drive allwheel-drive technology, sending power to all four wheels if need be.

So, when can we expect it? The production version is going to debut soon enough, so give it till next year to see it on our soil.

VITAMIN M This is So, when can we expect it? Well, it’s called a concept for a reason, y’know!

Delta Eco This is The Ford Mondeo with a 1.5-litre EcoBoost engine under the hood

What about it? There’s nothing new about the Ford Mondeo, also sold as the Ford Fusion, but what’s important here is the debut of a new engine

Something Honda should seriously consider bringing here – the Concept M

What about it? Okay, we’re going to tell you before you get too excited about it – this is a model that’s only going to be sold in China, but heck, that hasn’t stopped us from wanting something before, has it?

from the EcoBoost family, the 1.5-litre EcoBoost. This engine produces 177 bhp of peak power while keeping torque at a healthy 24.5 kgm. This engine is from the same family as the 1.0-litre EcoBoost engine that will make an appearance in the upcoming Ford EcoSport. Ford already has both a 1.6-litre as well as a 2.0-litre EcoBoost engine doing duty in various products across the world, but the

Not too many details are known about this minivan/MPV, except for the fact that it will try to lure customers by playing the value card. Either way, a fun-to-drive, practical and economical option like the production version of this concept sounds like the perfect car for our market as well.

So, when can we expect it? Honda is bringing in an MPV next year which could be inspired by this.

1.5-litre unit falls under the excise duty ceiling of many countries, making it a value leader. On top of that, while we don’t have any proper numbers, the 1.5-litre EcoBoost engine is also a class leader in terms of fuel economy!

So, when can we expect it? The car won’t be making it here anytime soon. Too bad! MAY 2013

BUSINESS STANDARD MOTORING

33

The original! This is The sedan version of the new SX4 – the Suzuki Authentics concept. Looks good, eh?

What about it? For something that was supposed to be the sedan version of the SX4, the Authentics ends up being larger. Like, a lot larger. In fact, it may even be larger than the Kizashi! Powertrain details aren’t known, but this model is aimed squarely at the C-Segment market in China.

thing making it here, our market is just not ready for another large Suzuki. The overall design is a little on the bland side, to be honest. And this is the concept version, so imagine a toned down production car! Anyway, don’t hold your hopes up for this

So, when can we expect it? Judging by what happened to the Kizashi, there’s pretty much no chance of this making it here.

ESCORTED This is The revival of the Escort nameplate

What about it? Have you ever looked at a car design and thought to yourself that it would look great if it were toned down a bit? Well, apparently that’s what a majority of Chinese customers are thinking, so Ford brings them the Escort

34 BUSINESS STANDARD MOTORING MAY 2013

concept. A stylish, clean car that doesn’t have any over the top styling cues. It’s about the same size as the Ford Focus, or the Toyota Corolla, but it is targeted at people who just want basic transportation, rather than a style statement. For something that doesn’t want to make a style statement, the Escort actually ends up looking qite nice. We definitely like the way the Escort looks and hope Ford at least thinks about bringing the production version here. When it starts production, we expect a range

of EcoBoost engines and possibly some diesels under the hood of the Escort, which should give it some decent perfornamce as well. All that aside, we definitely hope that this one doesn’t carry the not-so-stellar reputation of the old Escort along with it.

So, when can we expect it? Not soon, sadly. This is a China-specific model, and we’re not exactly a strong market for Ford.

ICONIC This is

A Chinese car that actually looks nice – the Icona Vulcano

What about it? Okay, we lied! It’s not exactly a Chinese car. Icona is an Italian design house based in China, and the Vulcano is a one-off, coachbuilt design that looks pretty stunning. It’s got a front mounted V12 engine that’s supplemented by electric motors, which, together, are capable of a peak power output of up to 900 bhp. The claimed top speed of the

Vulcano is around 350 kph, and if you think it’ll take an eternity to get there, think again – the car manages to sprint from a standstill to the 200 kph mark in under 10 seconds. That’s all very dandy, but who here has even heard of Icona? Well, rest assured, they do have some capable hands at work. The

powertrain, for example, was designed by ex-Ferrari engineer Claudio Lombardi, who also worked on such legends as the Lancia 037 and the Delta S4. If that doesn’t impress, then we don’t know what will.

So, when can we expect it? It’s a one-off design, but we’re sure they’re willing to let it go for a price.

G4s This is Mitsubishi’s version of the Toyota Etios, the G4

What about it? Mitsubishi hasn’t exactly been doing great over the years, but with a couple of new models planned, it looks like it might pull through after all. The G4 concept, which is basically the sedan version of the new Mirage it showed a couple of months ago, isn’t too impressive at first glance. It’s powered by a 1.2-litre MIVEC engine mated to a CVT gearbox, so it’s not going to set any performance charts on fire anytime soon, but what it does claim is good fuel efficiency and a decent design.

Though this is still a concept, Mitsubishi claims class leading interior space for the production version of the G4, for both the front and rear seat passengers, so you’re at least comfortable, even if you’re not going anywhere in a hurry.

Considering Mitsubishi has been in a bit of a funk lately, we hope this one brings some life into their line-up.

So, when can we expect it? It’ll be production ready in about a year, so we might get it after that. MAY 2013

BUSINESS STANDARD MOTORING

35

COVER STORY KTM 390 DUKE

DUKE MISSILE IS THE 390 DUKE TWICE AS MUCH FUN AS THE 200?

Text ALAN CATHCART Photos HEIKO MANDL

G

reat business is best done by those who have one Big Idea, sell the hell out of it, and then build on that to diversify upwards. Look at Volkswagen, McDonalds, Dunlop, Coca-Cola, Honda, etc…. Last year, KTM overtook BMW to become Europe’s largest motorcycle manufacturer by selling 107,142 units – more than 32 per cent up on the year before, and a big increase on its previous best-ever annual sales back in 2007, when the Austrian manufacturer was predominantly a dirtbike specialist, and it sold 92,385

36

BUSINESS STANDARD MOTORING

MAY 2013

bikes. Its 2012 record volume came on the back of its Big Idea in on-road motorcycles, thanks to teaming up with its 47.18 per cent shareholder, India’s Bajaj Auto, to manufacture the 22,000 examples of the KTM Duke sold last year that were built in the Bajaj factory at Chakan, near Pune, split between the 125cc version as an entry-level model for mature markets, and the 200cc for developing markets like India. The latest new product of this flourishing joint venture is a key step towards achieving this goal, for the KTM 390 Duke launched at last November’s EICMA Milan Show and now appearing in KTM dealerships in Europe and Australasia,

is a true world bike, the first model in the Indian-made Duke family that will be sold globally, reaching Asian and Latin American customers later this year, and those in the USA and Canada from October 2013 onwards. As such, its arrival adds a further payoff for the shrewd gamble made by KTM President/CEO Stefan Pierer and his counterpart Rajiv Bajaj in developing a range of cool, affordable, single-cylinder streetbikes which, in showcasing the youthful KTM brand image, are helping to attract the next generation of riders to choose motorcycling over other forms of leisure pursuit, from wakeboarding to mountain bikes, digital entertainment to

MAY 2013

BUSINESS STANDARD MOTORING

37

Digital speedo/tacho is identical to that on the 200, as is all of the bodywork. The 375cc mill packs a punch and so does the ABS-equipped disc

rock-climbing. However, there is but only one way to find out whether the 390 Duke delivers on the expectations it’s built on, and that’s to take the keys of one of the very first production bikes shipped to Europe, and head off on an exclusive 100 km first ride through the hills and valleys surrounding its Mattighofen HQ. Like the 125/200, this bigger-engined variant with similar cool-looking Kiska Design styling was primarily developed in India on the basis of an Austrian-designed engine and chassis package. To produce the 390 Duke’s liquid-cooled wet sump four-valve singlecylinder motor with chain-driven DOHC, the Bajaj/KTM R&D team bored and stroked the 200cc version’s 72 x 49 mm dimensions to 89 x 60 mm, for a capacity of 375cc. The major engine castings, including the crankcase and cylinder head, are all unchanged from the 125/200 Duke, but the cylinder is all new – not only to encompass the much bigger bore, but also because it’s a chrome-bore Nikasil design, unlike the 125/200, which both have a steel liner. The forged one-piece plain-bearing crank with ball-bearing mains carries a forged steel conrod bearing a three-ring piston, which is now also forged (it’s cast on the smaller bikes).

38

BUSINESS STANDARD MOTORING

MAY 2013

The chain-driven twin overhead camshafts operate the four valves by DLC/diamond like carbon-coated aluminium finger followers, with a single gear-driven counterbalancer that does a good job of eliminating undue vibration – even revving the willing midi-mono engine to its 10,000 rpm revlimiter doesn’t result in any real tingles. The 390 motor features a higher 12.6:1 compression ratio (vs. 11.5:1 on the 200, but there’s the same higher ratio on the 125) that’s compatible with 95-octane unleaded fuel, with the same cam profiles but a larger 46 mm Dell’Orto throttle body (against 38 mm on the 200, and 33 mm on the 125), breathing through a bigger airbox, and with a larger single injector controlled by the same Bosch ECU common to all three models, made in India by a subsidiary of the German firm. Interestingly, there are now two oil pumps on the 390 motor, one for high-pressure force-feed lubrication, with another suction pump for crankcase evacuation. That’s because using the same crankcase as the smaller motors means that the 390 version’s crankshaft sits deeper within the engine, plus a spinoff benefit is that there’s reduced friction derived by draining the crankcase chamber, thus minimising oil drag

and so enhancing performance. This entails an enlarged external cooler compared to the 125/200 Duke, located in a modified belly pan. The revised exhaust system’s compact three-chamber silencer that’s mounted in close proximity to the entire motorcycle’s centre of gravity in order to compact its mass for optimum handling – just as on, say, the Yamaha R6, Triumph Daytona 675R, or Ducati Panigale – has a slightly larger, heavier, threeway catalyst cleverly located between the engine and the cantilever rear shock. Space for this is provided by the vertically stacked shafts of the six-speed gearbox that’s been redesigned and fitted with a larger clutch in order to handle the substantially increased power and torque, thus delivering a very compact engine unit weighing just 36 kg – compared to 28 kg for the 125/200 version. Service intervals are held at 7,500 km. All this results in a serious step up in engine performance for the 390 Duke to 44 bhp at 9,500 rpm, some way up from the 200’s 26 bhp at 10,000 rpm. But wait – torque is up commensurately, too, with 3.56 kgm delivered at 7,250 rpm, compared to the 200’s 2 kgm. This significant increase in performance transforms KTM’s midi-mono hot-rod into a

IT’S A FULL-SIZE MOTORCYCLE, WITH SUBSTANTIAL ZEST, MAKING IT EVEN MORE WORTHY OF THE DUKE NAME

MAY 2013

BUSINESS STANDARD MOTORING

39

MOTODATA KTM 390 DUKE

POWERTRAIN Displacement: 375cc, fuel-injected, single cylinder Max power: 44 bhp@9500 rpm Max torque: 3.56 kgm@7250 rpm Transmission: 6-speed

CHASSIS Type: Tubular trellis-style space frame Suspension: WP USD forks (f), WP monoshock (r) Brakes: 300 mm disc (f), 230 mm disc (r) with two-channel ABS Tyres: 110/70 R17 (f),150/60 R17 (r)

DIMENSIONS Wheelbase: 1367 mm Kerb weight: 139 kg Fuel tank capacity: 11 litres

PRICE: ` 2 LAKH Estimated, ex-showroom

40

BUSINESS STANDARD MOTORING

MAY 2013

seriously fun bike via the vital added dimension of extra power compared to the 40 per cent less potent 200. This new motor is installed once again as a semi-stressed component in an identical tubular-steel trellis frame to the 125/200’s. The 43 mm upside-down fork developed by KTM subsidiary WP in Austria, but made in India by their suspension partners Endurance (wholly owned by Bajaj!), is set in the frame at a 25º head angle via forged tripleclamps, with 100 mm of trail. There’s a 150 mm cushion of wheel travel at both ends, to cope with rough road conditions in key target markets, and even though non-adjustable, the full-size front suspension gives added visual substance to the minimalist package, though the rear directaction shock that’s the product of the same partnership is adjustable for spring preload, to allow for a passenger or luggage. The good-looking Chinese-made Jingfi wheels carry a single 300 mm ByBre steel disc up front that’s now common to all three Indian-made Dukes, gripped by a radially-mounted fourpiston calliper, with a

single-piston rear gripping the 230 mm rear brake. And yes, ByBre is the Indian division of a certain Italian brake manufacturer, as in ‘By Brembo’! However, ABS is here fitted as standard for the first time on an Indian-made Duke – indeed, it’s now on the 125/200, as well – with a Japanese-made Bosch 9M twochannel system (which can be disengaged) adding an extra 2 kg in weight and operating on both front and rear wheels. This offers ‘improved dynamics and safety benefits for fantastic fun in the twisties’, it says in the KTM press kit blurb – can’t argue with that, and the inclusion of ABS makes this a lot of bike for not so much money by European standards. Halfdry weight of the 390 is 139 kg with oil and water, or 148 kg complete with a full 10.5-litre tank of fuel, with 50/50 per cent weight distribution – just under ten kilos more than the two smaller-capacity, less powerful models fitted with ABS. Beneath the iconic Kiska Design styling, the 390 Duke is a full-size motorcycle, with the substantial 810 mm high seat incorporating space for a passenger, delivering a pretty natural-seeming riding stance that’s comfortable even for a six-foot rider, and the pulled-back taper-section handlebar’s grips falling naturally to hand. Really, this is a bike whose controls are so light and easy to use, and thus confidence-inspiring – the way your

knees tuck tightly into the cut-outs in the sculptured fuel tank helps deliver a sense of control, and the upright riding stance gives plenty of confidence. But unlike on the 125/200 Dukes, whose 17-inch radial tyres were specially-developed by MRF, India’s No.1 tyre manufacturer, on the 390 version there’s German-made Metzeler M5 rubber fitted to cope with the bike’s extra performance, albeit the same 110/70R17 front and 150/60R17 rear sizes, and in cool Austrian late-winter conditions these gave excellent grip. Finally, that Italo-Indian brake package is excellent – it was quite a surprise how well the single radial front disc worked in spite of being so lonesome, and it showed reasonably good bite in hauling down my 84 kg of personal weight from 140 kph – the most I saw indicated – to rest in a panic stop. Engine braking is quite good, too. Yet the 1367 mm wheelbase and that rangy steering geometry give the Duke substance combined with agility – it’s not a minibike but a full-size motorcycle, now with substantial added zest making it even more worthy of the Duke name. And the distinctive, sonorous, great-sounding exhaust note that you hear when you thumb the electric-start button and the Duke’s twincam

engine whirrs instantly into life, is just icing on the cake. Even deeper than the 200’s, it makes the cubed-up 390 Duke sound potent and rorty. With that 40 per cent extra hike in power and torque compared to the already more sprightly 200 Duke, the 390 motor’s acceleration is now really punchy, though you must keep it revving above 4,000 rpm for smooth pickup on a wide open throttle without any trace of transmission snatch. With 3.1 of torque already on tap at 6,000 rpm, you don’t need to use the six-speed gearbox as hard as on the two smaller bikes, though this has the same flawless operation as before, with a light, progressive-action clutch that feeds out very controllably – though you must wind it up quite hard to get the pleasing acceleration launch that the midi-mono motor provides. Revs mount steadily rather than hurriedly, though, but up above 6,000 revs acceleration is even more zestful, and there’s a good sense of flywheel effect, with a long-legged feel to the 390 Duke’s performance which is unexpected for an engine with just 375 cubes, thanks to that flat torque curve - you don’t need to work the clutch nearly as hard as on the smallerengined bikes. Roll-on response in the higher gears is much more responsive, and

immediate, without needing to hook down a ratio and rev it hard to get any sense of zest – a crucial feature in many markets, where riders resist using revs in order to save fuel, and so get used to short-shifting all the time. The extra engine performance makes the 390 Duke really invigorating to ride, with the engine literally pulling off the 1,300 rpm idle speed mark without excessive use of the clutch. It’s very forgiving as well as torquey, and there’s totally linear acceleration all through the rev band, with that extra little kick above 6,000 rpm, when revs start to pick up a bit faster. You don’t need to row it along on the gear lever to get really pleasing performance, and the gear selected is shown on the KTM Duke family’s trademark comprehensive dash, an important riding aid not just for beginner riders, which every manufacturer ought to offer. Is the KTM 390 Duke really three times more fun than the 125, with three times the engine capacity, three times the performance and three times more torque? Sorry – it’s a no-contest nobrainer, because there ain’t no substitute for cubes, especially when wrapped up in the same chassis package as its smaller sisters. Is it time to go orange, then? Yes, indeed! And remember, you heard it here first! MAY 2013

BUSINESS STANDARD MOTORING

41

BSM TALKS

TOP GUN STEFAN PIERER

An in-depth conversation with Stefan Pierer on KTM, Husqvarna and more Text ALAN CATHCART

42 BUSINESS STANDARD MOTORING MAY 2013

K

TM President/CEO Stefan Pierer is the most powerful man in European motorcycling – a fact cemented by BMW Motorrad’s shock sale of its Italian subsidiary Husqvarna to Pierer Industrie AG, his personal holding company. But even before Husqvarna changed hands, KTM had posted record production and sales figures while competing for the title of top dog in the European motorcycle industry. Not much later, the label of the best-selling European motorcycle manufacturer went to the Austrian company in which Bajaj Auto, India’s second largest manufacturer, holds a 47 per cent slice of the equity. We meet Stefan Pierer in his Mattighofen office for the first one-to-one in-depth personal interview he’s given since acquiring Husqvarna, and he speaks on the background behind this rollcall of success, and his plans to build on it for the future.

AC: Stefan, KTM enjoyed a spectacularly successful 2012. You won every World Championship you contested, you sold over 100,000 units for the first time, and now you're number one among European manufacturers in terms of unit sales. How did it all come so good? SP: It’s been a great year for KTM, and that’s thanks to the people in our workforce. Here in Mattighofen we employ 1,400 people, plus another 300 around the globe in our 26 sales and marketing subsidiaries – the latest one is in Singapore covering the ASEAN countries. They’re the ones that made this happen. AC: This is a dramatic turnaround over the past five years, after KTM sales collapsed in 2008. What did you learn from the experience, and would you say this is a product-driven rebirth? SP: In 2008 we lost 30 per cent in sales and almost 40 per cent in turnover, so that

was a very, very tough year. But, we reinvented ourselves after that, and obviously we made the right strategic decisions, so we are now getting the benefits of this. I think the success of KTM is based on three pillars. One pillar of course is innovation, so new products which are the best available in their categories. The second pillar is globalisation — we have growth rates in Asia beyond 500 per cent, and we also have three-digit growth rates in South America, so globalisation is a key issue. Last but not least, the third pillar is having a very, very strong brand, with clear core attributes and the ready-to-race philosophy. I think these three ingredients at the moment are driving our success.

AC: How much has your Bajaj connection helped in producing this outcome? SP: It’s a huge factor! Without this collaboration it simply would not work. Thanks to Gerald Kiska and our R&D team we developed some super-cool motorcycles, and thanks to Bajaj we can offer them for a ‘reasonable’ – I would not say cheap – price. In India we sold 3,500 of the 200cc Duke, having started in April, and I think that’s OK for the first year, plus we basically had to fend off Honda and Yamaha in that segment.

the EICMA Milan Show in November will look a little similar to our World champion Moto3 Grand Prix racer, which gives a good marketing linkage to that. These will essentially be the same platform as the Dukes but with different styling – the look is completely different, and I think Gerald Kiska and his designers have done a great job. The fully faired RC 390 model is coming at the beginning of 2014, then the fully faired RC 125 and RC 200 in April next year, which we will use as the basis of various KTM Cup one-make race series around the world, especially in developing markets to promote the brand. Then we’re also developing a so-called dual purpose or dual-sport version of each model, which I would say is a mix between Supermoto and Enduro. These will appear next, all made at the Bajaj factory in Chakan.

AC: You mentioned a 250-390cc engine platform. Does that mean you’re developing something in between the 200 and 390? SP: Yes, that’s coming too! We aim to offer a complete range of models to suit every customer, so they have no possible reason not to buy a KTM. AC: So now let me ask you to change hats, Stefan, and I’m now talking to the

AC: It can be understood that the basis of KTM’s record growth was the 125/200 Duke. So, what comes next? SP: Yes, I must admit so. We started out with the Duke naked bikes, but KTM is developing another family of motorcycles based on the same platform which will be full fairing sport motorcycles with clip-on handlebars. The RC 125, 200 and 390 that will be launched at

MAY 2013

BUSINESS STANDARD MOTORING

43

president of Pierer Industrie AG! You’ve just acquired Husqvarna from BMW. First of all, what is Pierer Industrie, how long has it existed, and was it formed exclusively for this acquisition? SP: This holding company was especially established for this acquisition, but it’s also part of my Pierer GmbH group which controls KTM. So basically Husqvarna is a part of our existing motorcycle company as a whole, and the reason we used this vehicle to buy it was mainly to do with the speed of the transaction, and secondly not to disturb KTM and its success. We didn’t have much time, because BMW wanted to close the deal very fast – you must ask them why! AC: What is your take on Husqvarna, their legacy, and what would you like to change? SP: Husqvarna wasn’t that successful for the last couple of years – frankly speaking, their offroad competition range is very outdated. The first step we must take is to work to Husqvarna’s traditional strengths, which means immediately developing state-of-the-art Enduro and Motocross lines, and also going back to two-strokes. For me, Husqvarna has a huge competence in Supermoto, so that’s the perfect outlet for the brand – with Supermoto singlecylinders as its core products.

44 BUSINESS STANDARD MOTORING MAY 2013

AC: However, Husqvarna produced some very attractive single-cylinder concept street bikes, using their Steve McQueen heritage. Is this something that you might like to do? SP: We are looking into it, but do the youngest customers know who Steve McQueen really was? To rewrite history, you can’t make a bridge going back 30 years, as nobody will get it. I think the first step is to come back and offer a range of Husqvarna competition bikes as serious competitors in a two-pronged attack on the Japanese brands. We’ll look into competing with the reds [Honda! – AC] with KTM, and Husqvarna can take care of the other three chips on the table – green [Kawasaki], blue [Yamaha] and yellow [Suzuki] – and then we’ll see who wins! AC: Was one of the reasons you agreed to buy Husqvarna to assist Bajaj, because BMW was in negotiation with TVS in India to produce Husqvarnas in India, as frankly a competitor to the KTM Duke?

SP: Yes, that was their idea, but it hadn’t progressed as far as you might think. That said, we are also planning to manufacture Husqvarnas in India based on the engine concept we are working on together with Bajaj. These will be real Enduro models, a typically Husqvarna kind of motorcycle that will be a dual-purpose entry-level equivalent of what we are doing with the Duke. We have a lot of things that we could do, but basically the important thing is that KTM and Husqvarna will remain two separate companies which have two separate distribution channels.

AC: Final question: looking at where KTM was five years ago when sales slumped and compared to where you are now, did you ever envisage that this could happen so successfully? SP: To be honest, I didn’t expect it to come so well to this extent, but as a racing brand you're used to winning and losing, and what you learn from going racing is never to give up when you crash. Get up, pick your bike up, and try to catch up to the leaders again. And what we never gave up on was development, product development of new models, even all through the crisis. Plus, I also learned to keep focussed on the core content of our product, and on our ready to race sport motorcycle spirit!

ROAD TEST HONDA CR-V 2.0 MT

AHEAD OF THE

CR-V

ARE YOU GOING TO BE SEEING A LOT MORE OF THESE? Text ADITYA UPADHYAYULA Photos ANEESH SHIVANEKAR & ADITYA UPADHYAYULA

46 BUSINESS STANDARD MOTORING MAY 2013

hat’s probably a chance-taking headline, considering I’m talking about a petrol-only SUV, but stay with me and I’ll tell you exactly why it’s there. If you’ve read our initial impressions of the new Honda CR-V, you’ll know that it’s still a favourite of ours, just like the last one was. But what does it really feel like on the road?

T

adding up to give the CR-V a pretty aggressive stance. From the rear, it’s a dead ringer for the Volvo XC60, but take a glance at it from a slightly offset position and you’ll see that it’s quite an eyeful. Our test car, in that shade of red, looked quite brilliant under the glow of sodium vapour lamps at night! Just like the last car, the shape of the windows gives it that sloping-roof look that seems to be popular these days.

HOW’S IT LOOKING?

INSIDE LINE

Overall, it’s a much sharper looking car than the one it replaces, and it’s certainly got enough presence to grab eyeballs. The front end is basically an evolution of the previous generation model, with all the changes

If you’re stepping right out of the old car and into this one, you’re bound to notice that the quality took a bit of a nose dive, but by itself, it’s a pretty nice interior. Taking centre stage on the dash is a small screen used to display

the feed from the reverse assist camera; the screen also serves as the display for the music player. You get pretty much everything you expect in a premium SUV, and this was only the base model I was driving. As you go up the trim levels, you get a second screen, which displays navigation information and has Bluetooth connectivity as well. It’s still a five seater, which might be a bit of a disappointment to some, but rest assured, those five seats are very comfortable and come wrapped in some supple leather. One of the areas Honda has improved on this car is the height of the floor. In the older car, getting something into the boot meant you had to lift it up pretty high, but now the loading lip has been lowered significantly.

MAY 2013

BUSINESS STANDARD MOTORING

47

AUTODATA

HONDA CR-V 2.0 MT

POWERTRAIN Displacement: 1997cc, I-4, petrol Max power: 154 bhp@6500 rpm Max torque: 19.37 kgm@4300 rpm Specific output: 77.1 bhp/litre Power to weight: 104.76 bhp/tonne Torque to weight: 13.17 kgm/tonne Transmission: 6-speed manual

Material quality inside has seen a slight dip over the last car, but it’s still a very nice place to be

STEERING

The rear seats also sit lower in the car, giving the rear-seat passengers better head room.

Type: Rack and pinion with power assist Turning radius: 5.65 m

GOES LIKE STINK?

SUSPENSION Front: MacPherson struts Rear: Double wishbone

BRAKES Front: Ventilated discs Rear: Discs

TYRES (F/R): 225/65 R17

DIMENSION L/W/H (mm): 4545/1820/1685 Wheelbase: 2620 mm Kerb weight: 1470 kg

ACCELERATION 0-60 kph: 4.56 secs 0-100 kph: 10.02 secs 80-120 kph: 6.9 secs 100-140 kph: 9 secs Top speed: 190 kph 0-100-0: 15.1 secs

MILEAGE Overall: 7.5 kpl

PRICE: ` 21.63-25.82 LAKH Ex-showroom, Mumbai

48 BUSINESS STANDARD MOTORING MAY 2013

I drove the 2.0-litre model mated to a six-speed manual transmission – of late, some of the better manual transmissions I’ve driven have been from Honda, so it’s no surprise, really, that the one in the CR-V is right up there with the best. The throws are delightfully short and the shift action itself is nice and crisp. What’s more, the shifter positioning is near perfect as well, so, you know, you can go all WRC with it! In terms of outright acceleration, the CR-V suffers a little because of the low rolling resistance rubber that is wrapped around its 17-inch wheels. That, of course, means that if you want to make a particularly quick getaway, you’ll be met with lots of wheelspin, then an abrupt loss of power

when traction control kicks in and finally, you’ll be off once the wheels find enough grip. If you decide, however, that you can do a better job of modulating the power, traction control can be switched off. After I did that, I basically lit up the front wheels in 1st, 2nd and 3rd gears before it finally settled down. Right, then, I’m keeping traction control on. Despite all of this, the CR-V clocks a 0-100 kph time of 10.02 seconds, pressing on to a top speed of 190 kph, which is about par for the course. You’ll be better off with the 2.4-litre version if you want better outright performance, naturally. There’s also a new Econ mode you can drive in, which dulls the throttle response a little, but the result is a higher fuel efficiency number; with it on, I managed to get 9 kpl overall. That pretty much went out the window once I got addicted to the way the car sounds above 5000 rpm!

Save for bluetooth, the stereo comes with all the features you’d expect. And doesn’t that rear-end remind you of the Volvo XC60?

TURNING POINT Another area the CR-V improves on is the handling department. Really, you say? On an SUV that already has some impressive onroad manners? Well, yes. A completely new rear suspension setup means that the CR-V feels a lot more planted during directional changes. You can really attack corners in it once you get it out of your mind that you’re driving a rather large vehicle. The only thing that bothers me is that there’s also a new steering system in the mix, which ditches hydraulics in favour of an electric unit. That works wonders for city use,

but it feels just a tad too light and lacking in feel for me out on open roads. It also rides a lot better over rough terrain, keeping body movements in check while soaking up bumps at the same time. Quite impressive, I say. Oh, and one more thing – we suggest you ditch those eco tyres in favour of some stickier rubber, both for the sake of handling and some peace of mind – you won’t be missing that tyre squeal anytime soon.

FINAL CALL Okay, so it’s a petrol-only SUV in a country obsessed with diesels, and this might hurt Honda in the sales charts. It still has an ace up its sleeve, however. The CR-V is assembled in India, which means you’re saving a good chunk of money on it initially, fuel efficiency is pretty good if you manage to keep your right foot in check, and it’s such a nice car, all told, that you’ll question whether you really need to cough up more cash for an Accord!

MAY 2013

BUSINESS STANDARD MOTORING

49

HEAD TO HEAD SCALA CVT VS CITY AT

GET

AUTO HERE

WHICH OF THESE TWO C-SEGMENT SEDANS SHOULD BE YOUR AUTOMATIC CHOICE? Text ADITYA UPADHYAYULA Photos ROHIN NAGRANI 50 BUSINESS STANDARD MOTORING MAY 2013

A

lright, here’s the deal; it’s pretty much a given that if someone goes for an automatic variant of a C-segment sedan, paying the price premium over the manual transmission one, it’s going to be owner-driven, no? Well, Renault doesn’t seem to think so. Yes, it’s true that the Scala CVT does command a premium over the manual, and yes, it goes a long way in reducing fatigue in

traffic, but according to them, the main purpose of the automatic is to give the person sitting in the back the most comfortable experience possible. How does it fare against the current champion in the automatic sedan realm though? Let’s find out! This particular version of the City came to the market in late 2008, and despite being out for nearly five years now, the car still looks sharp as ever. Okay, so after the recent facelift, there is more chrome on the outside than we would have liked, but that

nonwithstanding, it’s still a very sharp looking car. The Scala, while admittedly much better looking than the Sunny, thanks to its revised front and rear end, is still a little disproportionate. The droopy rear end is somewhat mitigated by the tail-lamp design and the chrome strip running across the boot lid. And while that electric blue colour really sets the car apart on the roads, it’s no match for the City in the looks department. Once you step into the cars, you'll notice a world of difference between them. Both, the MAY 2013

BUSINESS STANDARD MOTORING

51

City and the Scala automatics are available in top-of-the-line trim levels, which means they've got all the embellishments you could want; leather interiors, integrated audio systems, steering mounted audio controls, ABS and dual airbags, you know, the whole shebang. Despite the Scala matching the City evenly, feature for feature, it still seems like a world of a difference when you step out of the Scala and into the City. The leather seats feel more plush and all the materials used on the dash, while they're not exactly soft-touch plastics, still look and feel better. Heck, the part of the car you are constantly in contact with, the steering wheel, feels much better than the hard plastic one in the Scala. And the general colour scheme also gives off a more premium feel. In this case, I think the design of the dash on the Scala, which makes you feel like you're sitting on the car rather than in it, contributes a little to this. Sure, it's great for creating a feeling of space, but in a car like the Scala, which already has a lot of room inside, that's not really necessary, now is it. And when it comes to the rear seats, the City might not have the acres of legroom that the Scala has, but it’s still a pretty nice place to be. You’ve got a centre

52 BUSINESS STANDARD MOTORING MAY 2013

armrest for yourself and a pretty nice view of the road as well, but if you really want to relax and stretch out, the Scala is the place to be. As much as I’d like to call this a tie, though, I think for an automatic car, the front seat is the more important one and in this case, the City takes it away. Right, so now that you’re in the driver’s seat, let’s talk about performance. Fundamentally, these two cars are quite different. The City comes with a traditional torque converter automatic, which may sound like old school technology, but rest assured, it comes with both, a sport mode and steering mounted paddle shifters as well, to keep you entertained. The Scala, on the other hand, comes with a continuously variable transmission or a CVT, which doesn’t have any gears at all, but rather, through a series of pulleys, manages to vary the gear ratio almost infinitely. In theory, that is. Practically, you’ve still got limitations on the amount of variability you have. By the very nature of the CVT though, it’s a little eery to drive the Scala. As you accelerate away from a standstill, the engine revs rise till the point where the torque peaks and basically stays there as the transmission changes ratios to get you up to speed, and

finally, once you’re at your desired speed, the revs fall off, letting you cruise. It’s not the most ideal set-up, that, mostly because it gets pretty noisy everytime you step on the throttle. That’s not exactly ideal for the sethji sitting at the back, now is it? What about the driver, then? Is it at least enjoyable? Not really, to be honest. Sure, the CVT also comes with a sport mode and an L mode (low-ratio, essentially), but in the Scala, it only seems to make the engine louder. The brakes aren’t all that great and the steering doesn’t give enough feedback to be enjoyable. It is a nifty little city commuter though, I’ll give it that. Speaking about city commuters, the City has some pretty nice programming on its transmission. It’s almost telepathic in the way it either holds on to gears when you need them or shifts just when you want to. It almost makes the paddles redundant, but then again, how else are you going to play out your F1 fantasies? In terms of both, driving pleasure and for the peace of mind of the passengers, the City is better than the Scala. As far as handling goes, I’m a little disappointed in the City. Chalk it up to the low rolling resistance rubber that it’s

The City’s interior is warm and inviting while in the Scala, you end up feeling like you’re sitting on the car, not in it

shod with, but the City complains every time you want to change direction. Even light braking makes the tyres squeal, so if you want to extract some fun in the corners out of the City, you’ll be better off upgrading to stickier rubber. Ride quality, however, is pretty plush while still retaining some sportiness. The Scala does a slightly better job in the corners – while you don’t have too much feedback from the electronic power steering system, it still sticks to the line you’ve charted out for it. The ride, however, is a little too soft for my tastes, and over undulating terrain, the car takes a while to get settled. So, which one should you go for? The City walked away as the winner of our three car automatic sedan comparo last year, and this time too, the result is the same. The City is just that much better an overall package that you simply can’t go wrong with it. Price wise, the Scala and City are pretty much evenly priced, save for the topend model of the of the City with the sunroof which is about a lakh more expensive. If you go one level down and opt for the solid roof, you’re actually looking at saving a couple of thousand over the Scala, and in that case, it’s a no brainer. If, however, you want to sit in the rear seat and be driven around, just buy a diesel Scala and call it a day!

AUTODATA

AUTODATA

RENAULT SCALA CVT

HONDA CITY AT

POWERTRAIN

POWERTRAIN

Displacement: 1498cc, I-4, petrol Max power: 99.6 bhp@5600 rpm Max torque: 13.66 kgm@4000 rpm Specific output: 66.48 bhp/litre Power to weight:95.76 bhp/tonne Torque to weight: 13.13 kgm/tonne Transmisison: CVT

Displacement: 1497cc, I-4, petrol Max power: 116 bhp@6600 rpm Max torque: 14.8 kgm@4800 rpm Specific output: 77.48 bhp/litre Power to weight: 100 bhp/tonne Torque to weight: 12.75 kgm/tonne Transmisison: 5-speed auto

STEERING

STEERING

Type: Rack and pinion with power assist Turning radius: 5.3 m

Type: Rack and pinion with power assist Turning radius: 5.3 m

SUSPENSION

SUSPENSION

Front: MacPherson strut Rear: Torsion beam

Front: MacPherson strut Rear: Torsion beam

BRAKES

BRAKES

Front: Ventilated disc Rear: Drum

Front: Ventilated disc Rear: Drum

TYRES

TYRES

(F/R): 185/65 R15

(F/R): 175/65 R15

DIMENSIONS

DIMENSIONS

L/W/H (mm): 4425/1695/1505 Wheelbase: 2600 mm Ground clearance: 161 mm Kerb weight: 1040 kg

L/W/H (mm): 4440/1695/1485 Wheelbase: 2550 mm Ground clearance: 165 mm Kerb weight: 1160 kg

ACCELERATION

ACCELERATION

0-60 kph: 5.4 secs 0-100 kph: 11.93 secs 80-120 kph: 9.3 secs 100-140 kph: 13.6 secs Top speed: 162 kph (achieved)

0-60 kph: 5.2 secs 0-100 kph: 11.9 secs 80-120 kph: 9.7 secs 100-140 kph: 11.3 secs Top speed: 183.8 kph (achieved)

MILEAGE

MILEAGE

Overall: 12 kpl

Overall: 12.4 kpl

PRICE: ` 9.34 - 10.27 Ex-showroom, Mumbai

LAKH

PRICE: ` 9.7 - 11.13 LAKH Ex-showroom, Mumbai

MAY 2013

BUSINESS STANDARD MOTORING

53

SHORT SHIFT VW POLO GT TSI

VOLKSWAGEN DOWNSIZES ITS HOT HATCH, BUT WITHOUT LOSING THE PERFORMANCE GRADE Text ROHIN NAGRANI Photos PABLO CHATERJI

E

ight years ago, someone in the ministry of Heavy Industries sent a proposal to the Finance Ministry to allow tax concessions for small cars of a certain length and cubic capacity in the country. What followed is an explosive growth in the auto industry, something most of us have been witness to. Trouble is, no one really used the concessions to the benefit of auto enthusiasts;

54

BUSINESS STANDARD MOTORING

MAY 2013

i.e., there haven’t been small capacity, forced induction hatches that leave a trail of dribble down your chin. So, after all this while, someone has come forward to satiate the requirements of the small, merry band of enthusiasts, and then married it to an automatic transmission and stiffled the power with ESP. Clearly then, the new VW Polo GT TSi can’t be termed enthusiastic by that argument. Or am I getting too old for this job?

MAY 2013

BUSINESS STANDARD MOTORING

55

MASH THE THROTTLE AND IT FEELS LIKE IT CAN DO 0-100 KPH IN 11 SECONDS!

The GT TSi comes with a spoiler and badging all around. Well-kitted and finished interiors now get contrast stitched seats and sporty pedals

To find out, VW was kind enough to hurriedly organise a few cars in Goa for us to get a taste of its newest offering. Now, the German firm has been a rather astute developer of small capacity, turbocharged petrol motors for years. Yet, it ignored this very motor when it planned a ‘hotter’ Polo and went in with the naturally aspirated 1.6-litre motor instead. This motor is different from the naturally aspirated 1.2-litre mill on the Polo, on account of being a four-potter, instead of three. It uses an aluminium crankcase and a small turbocharger to churn out 103.6 bhp@5000 rpm and a solid 17.7 kgm of torque from 1400 to 4000 rpm. Akin to the Jetta 1.4 TSi in terms of technology, the 1.2 TSi also gets direct injection and VW

56

BUSINESS STANDARD MOTORING

MAY 2013

claims a very impressive 17.2 kpl (ARAI ratified) for this turbocharged petrol. What is even more interesting is that it’s mated to a seven-speed DSG box that has been further engineered to improve the lifespan of the box by installing an improved mechatronic unit, an upgraded clutch steering and changes to the software. Expect these changes to be carried forward to all DSG-equipped VW-Group cars in the forseeable future. Crank it up and the first thing you notice is how silent and refined this motor is vis-avis the 1.2 and even the now defunct 1.6. Interestingly, the car doesn’t come with paddle shifters, though changes to the interior include new seats that will be carried on to other Polo variants as well (with

improved legroom at the rear by scooping the front seats out), while the rest of the car is pretty much what you will see on the Highline trim. For India, the DSG box gets a set of ratios designed to improve driveability in Drive and Sport mode, with the manual mode allowing you to kiss the 6,000 rpm redline, all day long! There is an abundance of torque, pretty much from low revs, and I’m talking relative to cubic capacity given that it’s a petrol. Get going and the Polo 1.2 gets a touch vocal and sounds pretty nifty too, though most of that sounds like a hint of exhaust roar. A nicely tuned intake and sports exhaust would only amplify it more, and in turn sound better. In drive, the gears change reasonably quickly, though they tend

to hold a touch longer on downshifts, although none of this is as slow as a large number of torque convertor boxes, mind you. Keep the throttle pinned to the firewall and it feels like it can do a 0-100 kph time of around 11 seconds or less. If that’s indeed the truth, it would become the quickest acceleratingB-segment hatch in the country! Slip the lever into Sport and the car gets a bit more vocal and holds gears for even lesser time. The best solution for enthusiastic driving is to slot the lever into manual. It seems to then behave like a proper manual box, allowing you to explore all the revs and stay in the meat of the power band pretty much all the time. The steering on the 1.2 also feels a touch sharper than on the 1.6 – it’s a bit more direct and doesn’t slack like it used to earlier.. This has probably got to do with the fact that there’s more weight on the front-axle now, given the weight of the gearbox, turbocharging and ancillaries. In fact, the car now weighs a good 50 kg up on the 1.6! Despite the increased power, the Polo continues to ride on the same suspension gear and brakes as well as 185-section, 15-inch tyres like the 1.6. Volkswagen has made some minor changes to the damping at the front on account of the increased weight. At high speeds, on flat surfaces,

the Polo shows great grip and feels planted, though if you hit a bump, the soft dampers increase the car’s vertical movement a tad. Throw the car into corners and the softer sprung 1.2 TSi tends to bob and roll, robbing some of the fun factor that the motor otherwise provides. Ride quality, like the regular Polo is good, if a bit soft. Given the car’s overall stiffness, it doesn’t really feel lost out at sea, though we would have preferred a stiffer suspension setup. What comes to the aid of this car is the addition of ESP, another first in the segment apart from the turbocharged petrol motor and a twin-clutch box. You can choose to switch it off and the car becomes more alive and less prone to understeer, which is the natural setting of the ESP on the Polo. So, with Volkswagen being the first to exploit the use of excise duty concessions for the enthusiast, has it hit the nail on the head? In terms of outright performance, probably yes, but we wish it just were a little tighter and had a better sense of flow, like the Maruti Suzuki Swift for example. Other than that, the host of features, tech and sheer engineering might give the Polo a chance of being more than ‘just’ a warm hatch. Now to see if tuners will bite the bait and explore further hidden talents of this motor.

AUTODATA VW POLO GT TSI

POWERTRAIN Displacement: 1197cc, I-4, turbo-petrol Max power: 103.2 bhp@5000 rpm Max torque: 17.84 kgm@1500-4100 rpm Transmission: 7-speed DSG

STEERING Type: Rack and pinion with power assist

SUSPENSION Front: MacPherson strut Rear: Torsion beam

BRAKES Front: Discs Rear: Drums

TYRES (F/R): 185/60 R15

DIMENSIONS L/W/H (mm): 3970/1682/1453 Wheelbase: 2456 mm Ground clearance: 168 mm Kerb weight:1140 kg

MILEAGE Overall: 17.2 kpl as per ARAI

PRICE:

` 7.99 LAKH Exshowroom, New Delhi

TYRE TEST APOLLO 4G TYRES

TYRE STRAITS WE TRY OUT APOLLO’S NEW TYRES FOR THE INDIAN MARKET AT THE ZANDVOORT CIRCUIT IN THE NETHERLANDS Text & Photos RUMAN DEVMANE

58 BUSINESS STANDARD MOTORING MAY 2013

H

aving been on the wrong side of grip only too many times, I value the idea of grippy rubber. Surely, the tree, the Activa and the rock I’ve collided with in the past would appreciate this. It’s a huge disappointment that despite the car and the tyre both being over a century old, it’s often the latter that lets you down despite having far fewer components and virtually no mechanical parts. However, it is important to

understand that the tyres of today don’t only need to cope with steering and braking, but also very high speeds, awful roads and extreme weather conditions, and they need to be cost-effective, while at it. Apollo understands this, it appears, and it has launched three new series of tyres, all of which are really rather good. Having set up an R&D and production facility at Enschede in the Netherlands back in 2009, Apollo thought it best to invite a bunch of enthusiastic motoring scribes to

experience these new tyres – the 4G range – at the Zandvoort Circuit outside of Amsterdam. The tyres that are part of the 4G range are the Amazer, the Alnac, and the Aspire and between them, they will cover segments from between the 12-17 inches. Each of the tyres are different not only in terms of size but also composition and functionality, and the only way to find that out was to be let loose on the Zandvoort Circuit. Now, who would decline such a proposition?

MAY 2013

BUSINESS STANDARD MOTORING

59

BEING DRIVEN I like most BMWs, but being driven in one – a 3 Series while at it – is not the wildest of my fantasies. However, I would even opt to be driven over by one, thanks to the biting cold and wind at the circuit, so being ferried around in one at speeds in excess of 200 kph didn’t seem like such a bad idea. The man at the wheel was one of Apollo’s chief test

60 BUSINESS STANDARD MOTORING MAY 2013

drivers and because our conversation for the duration of the flying lap was continuously interrupted by G-forces, I couldn’t quite gather his name. That, or maybe the Dutch have characteristically un-phonetic names. Anyway, the 328i I was being ferried around in was surprisingly quiet – hardly any road noise – and very poised (even after putting in a 100 hard laps around the circuit with no cool-off period). Usually, I hate being ferried around on a racetrack, because that’s rated ‘sin’ in my mental diary, but with an enthusiastic and articulate Dutch driver for company, life wasn’t so bad. We were doing only the short loop of the 4.3 km circuit, however, so before I knew it, it was time to cruise back into the pits.

DRIVING ON A DRY TRACK We started this session by driving a bunch of Mercedes-Benz A-Class’ around an even shorter loop of the short loop circuit and allow me to be frank – it was boring. Four laps of driving in a convoy of five cars at no more than 70 kph on a racetrack that’s

far more challenging than even Laguna Seca given the ferocity of its corners and elevation changes is bound to make you restless. There was little to decipher about the tyre’s performance from this stint, but fortunately, the more serious (and fun) stuff lay ahead. When you put ‘BMW 1 Series’ and ‘short slalom course’ in the same sentence, you know it’s going to be fun. And it was! Here is where you could actually get every bit of feedback from a tyre being pushed to the limit and it the 1 Series responded very well to aggressive steering inputs. Considering we almost went faster at the slalom than on the sighting lap speaks volumes for the level of grip and confidence the Alnac tyres provide. Don’t believe me? Ask the instructor who went gaga over my alleged driving skills, whereas it was actually the tyres (and the Beemer’s excellent handling) that enabled me to do a stonking lap around the cones.

DRIVING ON ‘ICE’ Where are they going to get

I do think this format should be added to the Indian driving test. It will save lives!

DRIVING ON WATER, WELL, SORT OF

ice from?’ I admit it was cold out there, but the conditions were far from what can be casually termed as ‘Arctic’. My curiosity was interrupted by the sight of two Fiat 500s engaging in lurid slides thanks to a wheeled stilt they were mounted on. Here’s how it works: the car’s only contact patch comes from the front tyres, by the means of which you accelerate and steer, and the rear wheels are up in the air, with the rolling frame attached freewheeling about, with as much sense of direction as me. What’s more, we had to do a slalom course with the provided setup and needless to say, it was fun but also a good way to enhance driver control. I don’t think I can say much about the tyres here, but

hard acceleration, the tyres were as grippy as they were on the dry course if not more, and feedback was excellent, too, despite the relatively numb steering feel of the A3. Not that I’m qualified to compare the performance of these tyres to that from other brands, but on their own, these tyres are very grippy and confidence-inspiring.

VERDICT

A fast-ish course around intelligently arranged cones on a bed of tarmac generously sprayed with water – sounds like every driving enthusiast’s food for thought, no? Piloting an Audi A3 hatchback for this test, I had an absolute blast tackling the course. Be it hard cornering, hard braking or

Apollo’s new tyres are excellent overall but what’s more impressive is the way it has expanded as a domestic brand in the overseas market. Having gone up from producing commercial vehicle tyres to producing high-performance passenger vehicle tyres, Apollo has had a healthy, if conservative, growth. With the Vredestein brand of tyres coming in next, Apollo will cater to cars such as the Audi R8 and others of its kind as well, with much better price positioning. Great news, then, and I hope we’re let loose on the full length of the Zandvoort circuit the next time, behind the wheel of a Lamborghini, preferably!

MAY 2013

BUSINESS STANDARD MOTORING

61

ROAD TEST CHEVROLET ENJOY

BOXED IN ANOTHER NEW MPV? WELL, IT’S SPACIOUS, VALUE CONSCIOUS AND IS FROM CHEVROLET! Text ADITYA UPADHYAYULA Photos ANEESH SHIVANEKAR

62

BUSINESS STANDARD MOTORING

MAY 2013

A

s if there wasn’t enough competition in the MPV segment, come next month, there will be a newcomer in the mix. This also marks the third product to come out of GM’s joint venture with SAIC. The Chevrolet Enjoy looks to go head-on against the likes of the Maruti Suzuki Ertiga and Mahindra Xylo/Quanto. Does it have the chops to make a mark in the segment, then? Well, there’s only one way to find out.

IS IT A LOOKER? Stepping up to the Enjoy, you won’t be

mistaking it for anything other than an MPV. It doesn’t have the elongated hatchback look of the Ertiga. Its short nose and slab-sided body looks pretty much like you’d expect an MPV to look. At the same time, it’s not exactly a bland design either. There are a couple of well placed creases running along the side of the car to break the monotony of the design. While it doesn’t look too impressive from a head-on angle, both the front three-quarters and rear three-quarter views are quite pleasing to the eye. At the rear, the Enjoy competes with the Evalia for the longest tailgate ever on an MPV. Of course, the Evalia wins this competition, but

you could still provide shelter to a decent sized gathering underneath the rear hatch. The top-of-the line LTZ variant I drove came with, apart from a few chrome accents around the car, 175/70 R14 rubber wrapped around a set of alloy wheels which give it that upmarket feel. Overall, the Enjoy has a Euro MPV vibe to it, which should hopefully work to its advantage.

BUT IS IT PRACTICAL? The interior of the Enjoy is a bit of a mixed bag. There’s plenty of space for all three rows of seating. Again, our test car, being the topend variant, came with captain seats in both

MAY 2013

BUSINESS STANDARD MOTORING

63

The interior is simple and functional, but the materials’ quality could definitely see an improvement. The middle row gets their own AC vents, which will be a boon in Indian summers. The instrumentation is simple, well lit and easy to read

the front and middle rows, making access to the last row very easy. The seats are wide and supportive and are all swathed in a very convincing substitute of leather. Access to the last row is very easy, thanks to the captain seats, and because those middle seats slide, there’s actually enough space for adults to sit back there. The only problem is, the seat bottom is placed a little low, so under-thigh support is lacking. The dashboard, though, is a bit of a disappointment. Suddenly, it seems as if Chevy’s entire budget went towards making sure the seats were comfortable, so the dashboard was put together using whatever materials were left over. The design itself is decent, save for the straight-out-of-the-90s integrated stereo system (which, in its defence, does have USB and aux-in inputs),

64

BUSINESS STANDARD MOTORING

MAY 2013

but quality could be much, much better. Everything from the rotary dials for the AC to the door handles and locks have edges which could seriously hurt your fingers. To save face, the LTZ does come with twin-airbags and ABS with EBD as standard. Another point to note is that because it’s a rear-wheel-driven car, the engine and transmission eat into front legroom. In fact, forget actually having a dead pedal for the driver, there’s barely any room to move your feet around in the footwell.

WILL IT MAKE YOU SPILL YOUR DRINK? The MacPherson Strut and multi-link suspension set-up is tuned quite well, so at low speeds, the car soaks up the bumps nicely, but as the speeds rise, with only two

COMPETITION CHECK MARUTI SUZUKI ERTIGA Both, the 1.4-litre petrol engine (left) and the 1.3-litre diesel (right) are placed longitudinally in the engine bay, sending power to the rear wheels and are well-specced, but certainly not excitingly so

Maruti Suzuki snuck into the market in 2012 with what’s described as the perfect family car. Something that’s not so large that it’s a burden in the city, but at the same time, it’s still got enough space inside to carry seven people comfortably. It is easy to drive as a regular hatchback, while its diesel and petrol motors are peppy and frugal.

MAHINDRA XYLO/QUANTO people on board, the ride tends to be a little bouncy, especially at the rear. It does handle well though, so long as you remember that you’re piloting an MPV and not a small hatchback. There’s a good bit of body roll in the corners, but it does have a higher centre of gravity, so that’s to be expected. The 175 section, 14-inch tyres do seem a little inadequate for the car, though, an upsize could do a lot more for its grip levels and stability through the bends.

AND FOR THOSE STOP-LIGHT DRAG RACES? While the Enjoy is built on a monocoque chassis like the Maruti Suzuki Ertiga, unlike the Ertiga, it has its engine placed longitudinally in the engine bay, which sends power to the rear wheels. It’s available with a

pair of powertrain options – a 1.4-litre, 102 bhp petrol engine from GM’s STEC-II family of engines and the ever popular 1.3-litre multijet producing 76 bhp. The petrol motor seems a little weak right off idle, but once you’re on the move, it actually pulls cleanly right up to the redline. Don’t expect to set any performance benchmarks though, because the gearbox isn’t exactly conducive to quick shifting, not unlike the one found on the petrol Sail. Ingear acceleration is pretty nice, but then again, I only drove it with two people on board. With a full load of passengers and their luggage, the petrol Enjoy may well be a completely different animal. It manages a top speed of just over 160 kph, while the dash to 100 kph takes just under 15 seconds. Also, I don’t know if it’s the particular example I

With room to seat seven comfortable and their luggage as well, the Xylo really doesn't disappoint. Engine choices range from basic fleet spec engines to the top of the line mHawk which produces 118 bhp of peak power. Need all that in a city friendly package? Enter the Quanto, which is, for all intents and purposes a mini Xylo. Even the engine has been downsized to a 1.5-litre unit which is extremely fuel efficient.

MAY 2013

BUSINESS STANDARD MOTORING

65

AUTODATA CHEVROLET ENJOY

POWERTRAIN Displacement: 1248cc, I-4, turbo diesel/1399cc, I-4, petrol Max power: 76.43 bhp@4000 rpm/ 102.5 bhp@6000 rpm Max torque: 19.1 kgm@1750 rpm/ 13.35 kgm@4400 rpm Specific output: 61.24 bhp/litre/ 73.26 bhp/litre Power to weight: 56.82 bhp/tonne/ 81.34 bhp/tonne Torque to weight: 14.2 kgm/tonne/ 10.59 kgm/tonne Transmission: 5-speed manual

STEERING Type: Rack and pinion with power assist Turning radius: 5.5 m

SUSPENSION Front: MacPherson strut Rear: Multi-link

BRAKES Front: Discs Rear: Drums drove or the very nature of the petrol Enjoy, but the engine seemed to be tuned to a lean setting, which could well work towards giving it better mileage in the city. The diesel is the one to drive though. Right off the line, it feels a lot more alive than the petrol. It’s not a high revving mill, but the mid-range is where all the action is. With 19.1 kgm of toque on tap, it’s more than capable of lugging the 1300-odd kg Enjoy around. Even the gearbox that this engine is mated to is a lot better than the petrol car’s, with shorter, slicker throws and no hints of notchiness either. In terms of outright performance, you’re probably better off with the petrol, the diesel not bettering 21.4 seconds to 100 kph and its top speed of 139 kph. But if you want to use the Enjoy for its intended use, you’re much better off with the diesel. And what’s more, the 1.3-litre Multijet engine is a proven performer that

66

BUSINESS STANDARD MOTORING

MAY 2013

does duty in everything from the Swift to the Punto to the Ertiga, so you’ve got that extra peace of mind as well.

TYRES

IS IT WORTH A BUY?

DIMENSIONS

The Enjoy, when it’s launched sometime next month, is expected to be priced a lot lower than the Ertiga, and at that price point, it makes a lot of sense. So if they go as low as ` 5.5 lakh for the base petrol variant and up to ` 8 lakh for the top-end diesel version, then they could have something sweet cooking in there. But more than that, the Enjoy has the potential to be a huge hit in the fleet market, which currently relies on the Chevrolet Tavera and the much more expensive Toyota Innova. It can seat seven people just as comfortably, will come in at a much lower price point and with that Multijet engine, will incur much lower running costs too. It’s a no brainer, really.

L/W/H (mm): 4305/1680/1750 Wheelbase: 2720 mm Kerb weight: 1260-1345 kg

(F/R): 175/70 R14, light truck, tubeless

ACCELERATION 0-60 kph: 7.36 secs/ 6.13 secs 0-100 kph: 21.28 secs/ 14.84 secs 80-120 kph: 22.4 secs/ 12.7 secs 100-140 kph: NA secs/ 17.2 secs Top speed: 130 kph/ 160 kph 0-100-0: 26.3 secs/ 20.5 secs

PRICE: ` 5.5 to 8 LAKH Estimated, ex-showroom

ROAD TEST TOYOTA ETIOS

RIGHT

Toyota’s Etios gets a mild makeover. We spot the differences Text RUMAN DEVMANE Photos ADITYA UPADHYAYULA

ON

Interiors look better than before, though we wish they’d upped the build quality as well! ait, are you sure this is the right car?’ I asked a seemingly convinced Aditya when he turned up at the shoot location. I’d only just parted with the updated Liva, and I was hoping to see an Etios with decals and spoilers, as is almost mandatory with updates in the country. The changes, as I discovered with much help from Aditya, are subtle and few, but they do help the Etios’ case.

W

SO, WHAT’S NEW? To list the new bits in order, the Etios has new outside rear-view mirrors with turn signal indicators embedded into them, a mildly reworked tail-lamp, a two-tone dashboard and a new multimedia unit. Yes, that sums it all up.

HOW GOOD IS IT? Simply enlisting the new bits is not much use. What’s to like is that Toyota has been listening, if not very attentively, to market feedback. The Etios, even prior to its launch, was a much-

hyped product simply because it was the bearer of the Toyota badge, and it was very disappointing when it didn’t turn out to be the mini-Corolla we thought it would be. It’s not that the Etios didn’t feel premium enough – it didn’t feel premium at all. There were no features to boast about, and the interiors were a huge let-down. However, by means of this update, a lot of that is set to change. Step inside and the two-tone (beige, primarily, and dark grey top and bottom) dashboard immediately lends a light feel to the interior, and together with the fairly swanky multimedia unit and the chrome surround on the gear lever shroud, it looks a lot more acceptable as a family car.

WHAT’S NOT TO LIKE? While the new dashboard is nice to the touch, the actual quality of plastics used is still quite underwhelming. Odd gaps, flexing surfaces, the odd rattle – these are problems Toyota still hasn’t gotten rid of. Also, the dashboard layout itself is just not contemporary enough,

especially when compared to other cars in this segment, and adding more colour to it isn’t a very healthy sign of aging.

VERDICT The updated Etios is a step in the right direction, but it’s not a giant leap forward. At ` 5.46 lakh (going up to ` 8.04 lakh for the top-end diesel) ex-showroom, Mumbai, it is now better VFM than before. However, I would rather have a no-frills Etios but one that is the last word in build quality, because that’s what Toyotas primarily stand for. So as it turns out, Aditya did turn up in the right car, but it isn’t quite the right car – not just yet – if you know what I mean. MAY 2013

BUSINESS STANDARD MOTORING

75

ROAD TEST

NOT

LIVA TRD SPORTIVO

TOYOTA APPLIES SOME TRD LOGIC TO Text RUMAN DEVMANE Photos ADITYA UPADHYAYULA

could evaluate the Liva TRD Sportivo based on two simple, inter-related, questions. A) Is a powerful, revvy petrol motor really what a manufacturer needs to inject life into a rather staid hatchback? B) If yes, then is this really a hot hatch?

I

petrol engine. There are a few changes to the interiors, too, in the form of a revised instrument cluster, new upholstery that gives ‘sporty’ a fair shot and a new multimedia unit. On the surface, the unaesthetic front end aside, this looks like a good effort.

LOOKING GOOD. BEEN WORKING OUT?

PACKIN’ SOME HEAT?

I wouldn’t say it’s been to the gym, but it has definitely been to the local Nike factory outlet and picked up some cool gear. The TRD Sportivo badging has brought along with it a set of snazzy 15-inch alloys, cool body kit (okay, the front end is a mess, but the side skirts, roof rails and rear spoiler do look quite sporty) and, best of all, a 1.5 litre

76 BUSINESS STANDARD MOTORING MAY 2013

Well, certainly. But it feels more like a capable air-pistol than a deadly .44 Magnum. Thanks to its 925 kg kerb weight, the Liva’s 88.7 bhp delivers a fantastic 0-100 kph time of 11.5 seconds but beyond 120 kph, the engine seems to lose steam quite quickly. This is a hot city hatch, surely, if you believe in driving like a maniac, but if you think you can challenge the big boys with this toy,

you’re very mistaken. Gearshifts are light, but not smooth as in the Honda Brio (which produces identical power figures) and it’s easy to identify the drop in zip once you’ve gone past the last of the over-revs in third gear and shifted into fourth and, subsequently, fifth gear. It’s quick and fast, but not furious. Not by a long shot.

GOT THE MOVES? The Liva has always been quite flickable and with more horsepower, it’s even more fun to snake around traffic in and to throw into corners. However, it’s fun in the same way a game of cricket with your friends is more fun than watching an India vs Australia ODI – you may get some kicks out of scoring a few boundaries and swearing a

FURIOUS

AUTODATA

TOYOTA ETIOS LIVA 1.5

ITS LIVA HATCH. WE CHECK IT OUT POWERTRAIN Displacement: 1496cc, I-4, petrol Max power: 88.5 bhp@5600 rpm Torque: 13.46 kgm@3000 rpm Specific output: 59.15 bhp/litre Power to weight: 95.67 bhp/tonne Torque to weight: 14.55 kgm/tonne Transmission: 5-speed manual

TRD Sportivo badges abound on the exterior, alongwith lots of sporty body kit. Interior gets a fancy multimedia unit

STEERING Type: Rack and pinion with power assist Turning radius: 4.8 m

SUSPENSION Front: McPherson struts Rear: Torsion beam

BRAKES Front: Ventilated discs Rear: Drums

TYRES (f/r): 185/60 R15

DIMENSIONS lot, but the finesse of a Tendulkar and the agility of whichever other cricketer there may exist (not a big fan of cricket, you see) are sorely missing. In this case, because the suspension, steering and brakes are unchanged, the Liva feels like it’s spent weeks munching on steroids and then turned up for the final race wearing loafers with bow-ties on them. The steering feels light – a good thing in the city – but weighs up rather vaguely as the speeds rise and while it’s not something that can’t be mastered, it just doesn’t feel intuitive enough in a car with sporty aspirations.

THE LAST WORD To go back to the two questions I posed at the beginning of this story, while the Liva in

this iteration is a sprightly car, it’s not what’s expected of it. The Liva, by virtue of being a Toyota, was expected to be high on quality, space, reliability and the last word in brilliant packaging. However, apart from offering a set of decently fuel-efficient motors (absent on this variant, of course) and fairly presentable interior space, the Liva failed to deliver on all other counts. I could be the selfish enthusiast and say I love the Liva because it’s a bit understated, has a revhappy powerplant, and is light and chuckable, but at ` 6.84 lakh (ex-showroom, Mumbai), it’s expensive for the overall package it offers and I just have to be the selfish enthusiast and say I’d rather have the new Kawasaki Ninja 300 instead. Some things never change, no?

L/W/H (mm): 3775/1695/1510 Wheelbase: 2460 mm Kerb weight: 925 kg

ACCELERATION 0-60 kph: 4.77 secs 0-100 kph: 11.55 secs 80-120 kph: 9.3 secs 100-140 kph: 13.5 secs Top speed: 184 kph (achieved)

MILEAGE Overall: 13 kpl

PRICE: ` 6.84 LAKH Ex-showroom, Mumbai

MAY 2013

BUSINESS STANDARD MOTORING

77

ROAD TEST M-B A-CLASS

A-CLASS

APART MERCEDES-BENZ CERTAINLY HOPES SO!

Text PABLO CHATERJI Photos MERCEDES-BENZ

I

f you went back in time, to about 1997 if I remember correctly, you would find Mercedes-Benz a bit hot under the collar. Its newly-introduced ‘baby’ car, the slightly gawky A-Class, had been lent out to a European auto magazine, which decided to subject it to the now infamous ‘elk’ test. The upshot was that the A-Class keeled over and failed that swerve manoeuvre, which didn’t make for very good PR. Of course, the white coats got their act together and made suitable changes to the car’s suspension, which put things right, and the A-Class then continued in production for the next 15 years, with reasonable but not notable success. Cue the all-new 2012 A-Class. Mercedes-Benz, once the undisputed heavyweight champion of the Indian luxury car market, now finds itself in the uncomfortable position of having to play catch-up, with arch rivals Audi and BMW. One of the reasons the company has fallen behind is the perception that its cars have become a bit, well, fuddy-duddy; the obvious need of the hour is to therefore usher in products that capture the imagination of a younger audience. If these products, by way of relatively competitive pricing, then help shore up the bottom line, so much the better, and the A-Class is the leading contender for the job. The A-Class’ exterior has more lines than a railway network, and the first word that springs to mind when you see it is ‘Whoa!’ Then, however, you spend some time walking around the car, and you realise that it all somehow works, and works very well at that. Even though the ‘dropping line’ seems too pronounced, for

78 BUSINESS STANDARD MOTORING MAY 2013

MAY 2013

BUSINESS STANDARD MOTORING

79

The dash will become a familiar feature, since it’s shared between the B, A and CLA-Class. The prominent beltline gives the A-Class a sporty character, though we wish to get the A45 AMG!

example, and a more subtle interpretation may have worked better, it undoubtedly endows the car with character. The snub nose, with enormous headlights on its flanks, is definitely more OTT than is usual at Mercedes, but it gives the profile some aggression, as well as a sense of forward movement. Viewed from the rear, the car sits nice and squat, giving the impression of good road-holding. The whole, in this case, is more than the sum of its parts, and the A-Class is ultimately a muscular, sportylooking hatchback – indeed, it is probably the best looking car among the class competition from Audi and BMW. The car has proven very popular in Germany, certainly, and I think Indian audiences will also appreciate the way it looks. I have a few reservations about the way it goes, though. If we were to get the wonderfully energetic A250 petrol, or the gobs-of-torque A220 CDI, then I reckon it would be game, set and match – I drove both variants and was very impressed with the performance levels of both powerplants. However, we should be so lucky – reasons of cost dictate that what will instead come to India is a set of A180s. I have no idea what the petrol version (putting out 120.7

80 BUSINESS STANDARD MOTORING MAY 2013

bhp@5000 rpm and 20.4 kgm@1250-4000 rpm) is like to drive, because I couldn’t lay my hands on one; the engine does offer decent performance in the B-Class, however, which weighs the same as the A-Class. Just to complicate matters further, the A180 CDI that I drove was fitted with an engine and gearbox combination that won’t make it to India either – a 1.5-litre, 4-cylinder Renault-developed diesel engine making 107.2 bhp@4000 rpm and 26.5 kgm@1750-2500 rpm, mated to a 6-speed manual gearbox. The India-bound A180 CDI will come with a 1.8-litre, 4-cylinder diesel, making the same 107.2 bhp, but between 3200-4600 rpm, and less torque – 25.5 kgm between 1400-2800 rpm; the gearbox will be a 7-speed dual-clutch unit. Phew, I think it’s time for a coffee break, just to let all that settle in. Frankly, the 1.5-litre diesel feels only adequate in the A-Class, especially when you experience what more powerful engines can do in the same car. The A220 CDI, for example, is a completely different animal, with seamless performance on tap and superb driveability in all conditions. The A180 CDI I drove wasn’t by any means bad, I hasten to add – it just felt a

THE A-CLASS EXTERIOR HAS PROBABLY MORE LINES THAN A RAILWAY NETWORK

MAY 2013

BUSINESS STANDARD MOTORING

81

AUTODATA M-B A-CLASS

POWERTRAIN Displacement: 1796cc, I-4, turbo diesel/1595cc, I-4 petrol Max power:107.3 bhp @3200-4600 rpm/ 120.69 bhp@5000 rpm Max torque: 25.5 kgm@1400-2800 rpm/ 20.4 kgm@1250-4000 rpm Transmission: 7-speed auto

STEERING Type: Rack and pinion with power assist Turning radius: 5.5 m

SUSPENSION Front: MacPherson strut with coil springs Rear: Multi-link axle

BRAKES Front: Ventilated discs Rear: Solid discs

TYRES (F/R): 195/60 R15

DIMENSIONS L/W/H (mm): 4292/1780/1433 Wheelbase: 2699 mm Kerb weight: 1395-1475 kg

PRICE: ` 18-20 LAKH Estimated, ex-showroom

82 BUSINESS STANDARD MOTORING MAY 2013

bit anaemic compared to the A220, and required some rowing of the gearbox in order to extract maximum performance. It will probably, however, be the perfect city car, especially with the additional cubes provided by the 1.8-litre engine – I do wish we had been able to drive this version! There are no doubts as to the dynamic capabilities of the A-Class, mind you. With McPhersons up front and an independent fourlink setup at the rear, the car strikes a great sweet spot between ride comfort and handling – the sportier versions with more powerful engines have stiffer suspensions, but the ‘standard’ A180 CDI smoothed over the (admittedly negligible) bumps on German B-roads without fuss. For a front-driven car, the A offers plenty of potential for having a laugh behind the wheel, with the steering loading up nicely at higher speeds and a finely balanced chassis, allowing flat cornering. Most importantly, the A-Class feels like a proper Merc, not a smaller compromise – you get the same plush feeling in it that you would in some of its bigger, more expensive stablemates. The cabin is, unsurprisingly, exceedingly well put together, and it’s great to feel real metal on the air-con vents, for example, rather than plastic with a steel finish. The seats are one-piece, with indentations in the back to allow for greater rear leg room, and four people would sit in comfort in this car – five at a pinch.

There’s a myriad of standard safety features, which is always a good thing, and if you’re an iPhone user, it will be completely integrated with the system (what about Android users, I ask you?). The one grouse I have with the cabin is that there are too many bits we have seen already – the same panel on the centre console, for example, and the same fiddly gear-selector stalk on the steering wheel. A trick was also missed by not making the tablet-like display screen (which sticks out kind of awkwardly) touch-based, which would have been much more intuitive than the Comand dial. By the time you read this, the A-Class will be almost ready for its India debut, and it’ll be among several vehicles based on the MFA platform that will find their way to our shores, including the rather delectable looking CLA. To really make this car an enticing proposition, M-B will have to slap a price tag on it that will make potential buyers drool, and I reckon that tag will be between ` 18-20 lakh. At that price, it will appeal to existing Mercedes owners, who may look at one as a car for the spouse, or for the collegegoing sprog. It will also raise a few eyebrows among first-time buyers, who are not flush with funds but who are looking to make a statement anyway; today’s EMI schemes will only sweeten the deal. As for me, all I will say is ‘A220 CDI and A250.’

SHORT SHIFT ’87 M-B UNIMOG

I

4X4X

FINALLY, WE DRIVE THE MOST CAPABLE

n the automotive universe, only rarely can you use superlatives convincingly and without getting eggs thrown in your general direction. A Lamborghini Miura might just be the most heart-achingly beautiful thing ever but when it comes to the world of supercars, something like the 431 kph Veyron is far more of an achievement. The best? Well, that’s your choice. Simple. Just like the way you cannot compare a koala to a

84

BUSINESS STANDARD MOTORING

MAY 2013

sea lion just because they’re mammals, you cannot even begin to compare the two. Get off the tarmac though, and the world changes – a best has been unanimously decided. The G-Wagen, the Jeep and the Land Rover Defender are legends in their own right but they aren’t a patch on what is pretty much the world’s most legendary, most capable, most versatile and probably the most underrated hero of the automotive world – the Mercedes-Benz Unimog.

After the mayhem of the Second World War, Germany shifted focus towards agriculture, so the need of the hour was a light utility farming machine. Albert Friedrich, an ex-Daimler aircraft engineer, drew up a capable, completely agrarian farming tool. Let’s make that agrarian-looking because mechanically, it was bordering on technological genius. Built to plough through waist deep mud all day long, it had fourwheel drive with individual differential locks,

GOD OFF-ROADER IN THE WORLD

a short track two rows of potatoes wide (can’t get more practical than that) and something called portal axles but more on that later. He called it the UNIversal MOtor Gerat which roughly translated to ‘Universally Applicable Motorized Implement’. Thankfully, it was shortened to Unimog. It sure was pricey for a war-ravaged nation but because it was so capable, demand got the project off the ground and eventually the whole operation was sold to Daimler in ’51. Sales took off,

Text & Photos ANEESH SHIVANEKAR

fueled by massive military and public interest, with newer, better models like the Unimog S feeding the fire. The German Army, running low on tanks and resources, built an armoured personnel carrier around the ’mog. Funnily enough, it looked so convincing from a distance that the troops christened it the Neckermann-Panzer, borrowing the name of a ‘value’ mail-order house. As the decades

went by, people understood that Friedrich wasn’t kidding when he put that ‘universally applicable’ line in there. When it comes to the sheer diversity of applications, the Unimog is unparalleled in history. I thought about it for a fair bit but couldn’t name one vehicle that has served mankind more completely. Friedrich’s baby began as an agricultural tool, evolved into a light commercial and military truck but because the central

MAY 2013

BUSINESS STANDARD MOTORING

85

Two sets of gears, plus diff-locks

Impressive approach and departure angles

An inflatable balloon in the tail actually assists in tricky situations

86

BUSINESS STANDARD MOTORING

MAY 2013

formula was so darn solid, specialized applications started popping up around the world. The Germans made a bargainbasement tank out of it and troops use it as a mobile workshop, ambulance and a troop carrier; some deploy it for fighting forest fires while others use it clearing snow. Britain’s elite SAS commandos famously abandoned their Defenders and replaced them with Unimogs during the Iraq war. It even became a railway industry sweetheart because it could haul trains and if that’s not enough, air forces use it to haul fighter aircraft and jumbo jets. The Unimog even won truck classes at the Dakar in the 80s without any real push – most of them were there to provide rock-solid backup. In Le Mans, France, it has its own little tram service. For decades, travellers and explorers have bolted on motor homes at the back and they’ve set out in whatever direction they’d fancy; this was their ticket to

the world. The 1987 Unimog U1150 you see here started life as a demonstrator back home and put on minimal mileage for nearly a decade. It was eventually sold off but because it couldn’t be registered due to emission laws, it was converted to a camper and shipped to India. After 10 months of sitting at the Mumbai docks, it finally got a plate on it, only to clock 42,000 kms exploring India. But as fate would have it, the owner stored it away on wooden blocks in Leh and there it sat for five years. Half a decade later, through a contact, the current owner, Siddhartha Dhyan, got wind of this beast sitting around in Leh. Interested, he flew down all the way and signed on the dotted line, presumably jumping up and down with joy. After fixing some expected niggles, he finally got ‘Moggy’ running and made it The Yeti for his travel outfit, Yak Trak. This 26-year old ‘Moggy’ is a heartachingly beautiful machine in real life, soulful

and brimming with character, waiting for a chance to tell a fascinating story or to blurt out a profound Yoda-league one-liner. The Unimog’s been a hero of mine for ages now, so indeed, at first sight, I was stunned. There it was, the fabled Unimog, right in front of me and this particular one was exactly my age. I could barely mutter ‘Thank you, God.’ I couldn’t believe my eyes. Late last year, while riding through the remote Changthang region in Ladakh, in a place where sighting another human being is considered lucky, I chanced upon this ’mog out of the blue. I thought it was the altitude getting to me; it was akin to seeing a Unicorn. Little did I know, I would be speechless yet again a few months down the line. After getting a few shots of Rohin puttering around in it, it was time to finally drive it. I had goose bumps getting into the driver’s seat, an act not unlike climbing into a tree house. As motoring hacks, we’re

IT’S A BEAUTIFUL MACHINE IN REAL LIFE, SOULFUL AND FULL OF CHARACTER... generally used to seeing things fresh off the factory floor so it’s often refreshing to see a well-worn interior, replete with scuff marks and those peculiar individual customizations. No AC ducts or soft-touch leather in here; it’s all pure business. Everything is chunky, formed out of good ol’ metal and put together to take on the end of days. As you’d expect, you don’t exactly slot it into D and push off. There’s a procedure to it. The seat isn’t adjustable, so use the provided cushions to make yourself comfortable and then, raise the secondary hand-operated accelerator lever by your right foot into its slot and crank up the 5.7-litre Daimler OM352 six-cylinder diesel. It’s the all-too-familiar diesel hum, no doubt, but somehow, it still is sweetly distinctive.

Raise the idle further to 1000 RPM, muscle the 4-speed ’box into place and off you go. What joy! Because of its distinctive stubby hood (er, nose?), head-on visibility is brilliant and two minutes into it, you know exactly where all four corners of this towering light truck are. Happily it trudges along egged on by an abundance of turning force from the masters of diesel and it clambers up the many unsettling undulations we encounter, no doubt yawning at these elementary tasks. So, what’s the fuss about? What exactly does the world’s most capable off-roader pack? To start off with, there are pneumaticallyoperated lockable differentials front and back and a low-ratio gearbox to feed them torque,

MAY 2013

BUSINESS STANDARD MOTORING

87

TECH THIS PORTAL AXLES Put simply, portal axles allow for the Unimog's axles to be placed way above their usual position that’s aligned to the wheel centre. Drive is transferred via hub reduction gears and the result is fantastic ground clearance without using bigger tyres. Neat, eh? CAPABILITIES With ultra-low ratio gearboxes – some that allow for a crawl ratio of 100:1 – the Unimog climbs up places others can only dream about. With tough-as-nails mechanicals, its been known to take on aftermarket gearboxes that allow crawl ratios up to 3000:1 without affecting reliability. With approach and departure angles of at least 45-degrees and gradability of 110 per cent, the Unimog is virtually unstoppable. NEWER UNIMOGS They’re taking things up a notch. Okay, two or three notches, to be precise. Some of them have this insane thing called VarioPilot where you can switch from lefthand drive to right-hand drive in under a minute. This is so awesome, we want it on every car! ‘But officer, I wasn’t the one driving – he was!’ Also, you get electropneumatic eight forward and eight reverse gears, up to 210 bhp, Power TakeOff drives and 30,000 km service intervals. Impressive enough?

all of which can switch on-the-fly. The frame itself allows for a high degree of flex, and in conjunction with independent coil springs and torque tubes, each wheel is capable of a massive 30-degrees of individual articulation. Furthermore, there are the much-touted and much-praised portal axles which give it enormous clearance. Hummers took to portal axles too and Defenders use independent coil springs to great effect but there isn’t a single vehicle that has combined all these elements together in such a dependable package. Even if you’re clumsy and you mess up, you have two sizable winches front and back, tracks, shovels and heck, even an inflatable balloon that you can inflate via the central inflation system to raise this Teutonic beast out of some dire straits. Talking about equipment, the PTO (Power Take-Off) system can drive all high powered accessories straight off the drivetrain. Once the familiarization lap was completed, I engaged 4WD Low, slotted it into second and it trundled over whatever we threw at it. That little mountain? Done. Tricky slope section coming off the mountain? No problem. A natural axle-breaker section? Yawn. This uber effective off-roader gobbles up off-road test tracks like M&Ms, so this is child’s play. To be honest, it’s still pretty darn scary when a seven-tonne truck’s wheels are perched at various elevations and angles and it gets worse when the sprung camper at the back rocks and rolls, threatening to unsettle the whole truck’s centre of gravity. It most definitely won’t, but then we were only barely past the introductions. In comparison, off-roading in SUVs feels like guiding a canoe

Four people, even five at a pinch, can stay in this ‘mog for days. It comes with a kitchenette and shower, too! The 110 bhp, U1150 ‘mog feels sprightly at low revs; the trick is to use gears wisely and stay on top of the torque curve. It isn’t as intimidating to drive as other CVs either

through rough waters. Unimog owners make it a point to tell you that their beloved truck is almost invincible but only in the right hands. With the right amount of stupidity and/or lack of technique thrown into the mix, it too can fail. Frankly, we couldn’t test it to even a tenth of its potential but one gets an overwhelming sense of the Unimog’s enormous capabilities right from the off. Now, imagine this potent a platform for exploring the length and breadth of planet earth. Expedition crews treat it like their second wives and with good reason. This particular proven and supremely capable camper is no different. The heated camper is

lined with teak inside and could sleep five comfortably and seat way more. Onboard, there’s a marble kitchen, an on-board power supply cleverly mated to solar panels on the roof, GPS tracking, a 200 litre cold water tank in addition to a 45 litre hot water one, an attached shower by the right flank and unbreakable perspex windows. On top of that, quite literally, you have a huge amount of space to stow away your spare parts and supplies. And I do mean huge. Just standing there, I began dreaming of month-long travels through Mongolia and Russia and other exquisite places . I even came up with an Ocean’s 11style heist to fund my travels. If only...

As the sun dipped below the mountains, it was time to leave. Rather reluctantly, in the stunning waning light of that memorable Sunday evening, I walked away from the ’mog with my jaw still dragging along the dirt. The word epic doesn’t quite cut it. It’s a sad state of affairs that when you utter the word ‘Unimog’ to many enthusiasts, all you get is a puzzled mug in response. The Unimog is like one of those good guy Army colonels who’d once secretly saved the world from the brink of nuclear disaster but to date remains faceless and unthanked. ‘They’ say that you shouldn’t meet your heroes. They, I can assure you, were wrong. MAY 2013

BUSINESS STANDARD MOTORING

89

Siddhartha Dhyan, the owner of this Unimog, has used his go-anywhere truck like it ought to be. This particular shot was taken near Pang on the way down from Leh. Looks best against a backdrop like this, doesn’t it?

Nights in the Himalayas are bitterly cold. Good thing, then, that the ‘mog is insulated and well-equipped too. Zero hotel expenses!

One for the grandchildren, eh?

Oh yes, even a Unimog can get stuck. But don’t worry – you have a plethora of tools for recovery, including an inflatable balloon!

After some hunting around in Manali, the Unimog finally got replacement struts that fit

'Moggy' takes in sights in the upper Himalayas. It was for extreme conditions like these that the 'mog was built 90

BUSINESS STANDARD MOTORING

MAY 2013

At 17,582 ft, the Tanglang La pass is a monster, especially during the onset of the winters. The Unimog pretended to be scared…at least for a bit!

A big thanks to Siddhartha Dhyan for letting us drive his beloved Unimog and thanks to Desmond Rozario(above) as well. Desmond’s the one who had to put up with us!

SHORT SHIFT

FORCE MOTORS GURKHA 4X4

A REGIMENTED THE NEW FORCE GURKHA TRIES TO BREAK THE SHACKLES Text ROHIN NAGRANI Photos ANEESH SHIVANEKAR

I

t's rather tricky to negotiate the articulation section of the Force Motors four-wheel drive track, especially when you’ve only driven about five metres in the new Gurkha. To make matters trickier, I had to deal with on an off-road track from the moment I got behind the wheel; re-adjusting throttle and clutch input was thus not easy. What surprised me was how the Gurkha made such a difficult patch of track look easy. As the ditches got progressively deeper, I had to switch to

92 BUSINESS STANDARD MOTORING MAY 2013

four-low, then engage the rear-diff lock, but the only bits that caused me some consternation were the multiple ‘crunch’ sounds from somewhere below. The engineer in-charge for R&D testing for the product asked me to ignore them and press on. Clearly, the Gurkha has needed to make a comeback. The success of Mahindra’s Thar proved that a wellengineered, basic, four-wheel drive diesel off-roader had potential in the market, but while the Gurkha made the cut a few

years ago, Force Motors sold just 40 units before shelving the project, for reasons unknown to us. Straight off, the Gurkha has some advantages over the Thar. For one, it’s offered with the option of a hardtop body, something its competition currently lacks. Two, it comes with individual diff-locks front and rear – again, features the competition can’t boast of. The third advantage is that it comes with a three-year/3,00,000 km warranty; the rest make do with two-year, sub 1,00,000 km warranties. So, on paper,

MAY 2013

BUSINESS STANDARD MOTORING

93

the Gurkha has a lot going for it. It even has a motor that seems to be the right fit. Force Motors’ tried-andtested Mercedes-Benz OM616 has been tuned to now produce 81 bhp of peak power and 23.3 kgm of peak torque, figures that are better than the Gurkha’s previous incarnation. It is, however, only BS-III compliant for now, with a BS-IV variant (based on the OM616 as well) possibly on its way by the end of this year. Known for its high reliability and low-end torque, the Gurkha is geared low, with most of the torque available at the bottom end and mid range, with not much at the top. Indeed, the engine doesn’t rev beyond 3600 rpm, and peak power arrives at a lowly 3200 rpm. Though the gear ratios are different from its predecessor, it works very well off-road. The 5-speed gearbox has rather long

AUTODATA FORCE GURKHA

POWERTRAIN Displacement: 2596cc, I-4, turbo-diesel Max power: 80.5 bhp@3200 rpm Max torque: 23.5 kgm@1800-200 rpm Transmission: 5-speed manual

SUSPENSION Front: Independent suspension Rear: Leaf springs

BRAKES Front/Rear: Discs/Drums

TYRES (F/R): 245/70 R16

DIMENSIONS L/W/H (mm): 3992/1820/2055 Wheelbase: 2400 mm Ground clearance: 210 mm Kerb weight: 1410 kg MILEAGE Overall: NA

PRICE: ` 6.25 - 8.5 LAKH Ex-showroom, Mumbai

94

BUSINESS STANDARD MOTORING

MAY 2013

throws and is a bit sticky in feel, which I found a tad irritating – I had to shift to neutral at times to re-engage gears. On the other hand, it’s the nice combination between gearing and torque that makes this an interesting package. So torquey is the motor that simply leaving it in a lower gear (first or second) can mean the Gurkha can ascend a 25-degree embankment without you even stepping on the throttle. That is down to clever mapping of the ECU and is useful even in stop-go traffic conditions. A larger diameter clutch also adds to the overall reliability, and clutch action is actually rather good. What Force Motors has done is to ensure the DNA of the Gurkha stays intact. In fact, the tubed body-on-ladder chassis is identical and so is the suspension setup of double wishbones at the front and leaf-springs at the rear. The

Gurkha has, however, been re-tuned for road use, to allow less oscillatory movements and better road-holding. While the latter wasn’t put to test on our first drive, the ride quality seems to be quite good, at par or even better than the Thar in some aspects; only a full-blown comparison test will reveal an absolutely clear picture. While wheel articulation isn’t the best, it does have a ground clearance of 210 mm and a wading ability of 550 mm. In fact, Force Motors ensured that the ECU is located above that mark, to ensure you can get home even after a day of serious off-roading during the monsoons. Also, I wish the steering action didn’t have so much snap back! Despite shifting to a hydraulic worm-roller setup, the Gurkha’s steering does require a deft hand off-road, especially whilst descending.

SO TORQUEY IS THE MOTOR, YOU CAN ASCEND A 25 DEGREE EMBANKMENT IN SECOND BY NOT STEPPING ON THE THROTTLE!

On the inside, the Gurkha retains its metal dash, but with new plastic inserts and with changes to the colour combination and plastic grain. There are, however certain issues with the execution, especially panel gaps and placement of instruments. The tachometer, for example, is oddly placed. While the seats are wide and provide good support up front, the quality of material used is decent, at best. The hard top variant comes with front-facing seats and a large boot that can be utilised all the way to the roof, which is a useful feature – rearward visibility, however, takes a beating if you do this. The soft top variant (which is also offered as a 4x2) comes with side-facing seats and can seat up to eight persons, versus the hardtop’s five. Space for front-facing passengers is reasonable, though the air-con isn’t that effective at cooling the cabin. What I would have liked to see is a better execution of the exterior design. While it’s clean and all parts sit flush, the design is devoid of character and somewhat trivialises the vehicle it’s based on, the Mercedes-Benz

96

BUSINESS STANDARD MOTORING

MAY 2013

G-Wagen. Even the last Gurkha had oodles of character and chrome in the right places, but the current one just doesn’t lend to the macho image that people expect from offroaders. What I do appreciate is Force Motors’ guts to offer some pretty radical exterior paint choices (especially matte black) which are priced at par with the regular finishes – this is unique in the auto industry. As first impressions go, the Gurkha seems to tick quite a few boxes. It’s got sound underpinnings, go-anywhere capability and a motor that feels just right for this application. The downside is that there are some execution issues and a price tag that’s north of what the competition demands, considering they are equally well-established products with easier access to service and spares. With Force Motors targetting sales of just 1,000 units in the first year, it is looking to play it rather safe; in the bargain, it is probably underestimating the potential of such a vehicle. Hopefully, the Gurkha will articulate a wheel or two in the air and put its detractors firmly in their place.

The dash is a mix of metal and plastic, though integration is not up to the mark. You even get an AC knob from Mahindra, while the air-conditioning itself is strictly okay. But what rescues is it the front and rear diff-locks that can be controlled from within the cabin

NEWS MOTOFOCUS

CUSTOMS DUTY

Mamma mia! Stunning, innit? Now, it’s easy to assume that this motorcycle, the JvB Moto Ducati Pantah, is looking this tasty because the Italians are the reigning champions of style since way back when. The fact of the matter, however, is that this wasn’t built by the Italians but instead by an outfit based in Cologne, Germany. JvB’s Jens vom Brauck wanted a motorcycle that looked like something Ducatisti built in a shed in Bologna, a sort of 1980s motor show concept of a ’90s motorcycle. The look works oh-so-perfectly. Looking back at the original Pantah series now, they look decidedly 80s but somehow, JvB has managed to keep influences from both eras intact without it looking all too staid. Just the essentials are highlighted and nothing else is even given a thought. If the slender tyres, retro wheels, the boxy tank and the solid discs give it a perfect 80s touch, the minimalist tail section with a Desmosedici-style underseat exhaust and the carbonfibre bits hint at the future. The L-Twin looks beautiful, too, seemingly floating mid-air. A bike this good, he should’ve kept for himself. Being a smart fella, that’s exactly what he did!

Urban warfare

X-FACTOR Maxi-scooters, a very Euro-centric niche, has a potent new addition in the form of the Yamaha X-Max 400. Why would anyone want such a thing? Well, it can combine the comfort and practicality of a big scoot with the power and the cruising ability of a decently powered motorcycle. The 400cc motor puts out 31.5 bhp at 7000 rpm and reports suggest that it pulls strongly off the line. It can even maintain a steady 140 kph on the highway if you want. It also promises handling that’s on the sportier side by employing 15-inch wheels, twin 267mm disc units up front and a compact, (relatively) lightweight 211 kg body. All this and it can still fit two helmets under the seat and more luggage space can be added with optional accessories. Provided you have the roads in your country, this shouldn’t be a bad thing at all.

98 BUSINESS STANDARD MOTORING MAY 2013

Before you even begin dreaming, no, there’s no word on it coming to India yet. We sure do hope Honda comes along with the CRF250L but since volumes in this segment are miniscule, the chances are rather slim. Okay, so with that outta the way, this is the CRF250L’s street-going, supermoto cousin. Powered by the same motor that powers the CBR250R, this CRF250M will have 23 horsepower going to the rear wheels and to ensure it doesn’t rock around like a fishing trawler, the suspension has been firmed up, the 17-inch wheels come shod with stickier, wider street rubber, the braking and the suspension have been worked upon and the gearing has been tweaked to a more streetfriendly setup. Should be a cracking tool for the city, then. Since it shares components with the CBR250R ABS, it is possible that Honda could get it in at around the ` 2 lakh price tag. The question is, will they?

FLAT OUT Our generation has it easy. Automatic gearboxes, fuel injection, anti-lock brakes, grippy tyres, traction control and what not. Back in the day, racing was hardcore. And we do mean hardcore. Board trackers were dedicated racing instruments, to the point that they had no clutch...and no throttle and well, no brakes either. You push started it and it would run flat-out at 160 kph, till it ran out of fuel. If you wanted to back out before that,

your only hope was to short the magneto. Simple, eh? This 1914 Indian Model F was one of those, built around a production 500cc single and a minimal, conventional loop-type frame. The real draw? Well, it’s an ex-Steve McQueen motorcycle and if you follow

auctions, you know that anything the man has ever touched turns into gold. Up for auction with Bonhams, this Indian will go under the hammer soon and is expected to fetch the equivalent of ` 18 to 23 lakh. Not cheap but the good stuff rarely is.

Send your answers to [email protected]. The first five entries with the most number of right answers will win exclusive Gumball3000 goodies! Tip: The answers are related to stories in this issue, though may/may not be in there..

1. The CR-V is Honda’s first in-house designed SUV. Before it, which SUV was rebadged as a Honda? 2. What exactly does Unimog, as in the Mercedes-Benz, mean? 3. The Volkswagen Polo GT TSI comes with both a supercharger and a turbocharger installed. True or false? 4. The Force Gurkha is based on which legendary off-roader?

5. Which car featured in this issue is also known as the Wuling CN100? 6. The Mercedes-Benz A-Class that will go on sale in India comes with a sandwich floor. True or false? 7. What is the name Softail used to signify? 8. MotoCzysz actually intended on competing in MotoGP, but was forced to abandon that due

ANSWERS FOR LAST MONTH'S MOTOQUIZZING ARE: 1. The Porsche 911's four-wheel-drive system was inspired by the legendary Porsche 959. 2. The Fiat Palio 1.6 was the first hot hatch in India, with 100 bhp on tap. 3. The beast with the 6.4-litre V8 we were referring to is the Jeep SRT-8. 4. The Reva was called the G-Wiz in the UK market. 5. False, the Mahindra e2o is an all-electric car and has no petrol tank.

to regulation changes. Which part of the bike did these regulations concern? 9. The Chevrolet Enjoy shares its petrol powertrain with the Chevrolet Sail. True or false? 10. The Kawasaki Ninja 300 comes with a 275cc, V-Twin engine. True of false?

6. The Honda Amaze is the first Honda car to

be sold in India with a diesel engine. 7. False, the standard Bajaj Discover 100 also comes with a 5-speed gearbox. 8. Srini thinks the facelifted Hyundai i10’s front-end looks a bit like Amrish Puri. 9. The Yamaha GTS1000 borrows its engine from the FZR1000 Exup.

THE WINNERS OF THE APRIL 2013 EDITION OF MOTOQUIZZING ARE Rohit Shetty, Abhay Mankar, Vishal Ramani and Leroy Menezes. Congratulations, guys!

10. False, the KTM 390 Duke comes with a 373cc, fuel-injected single-cylinder engine.

MAY 2013

BUSINESS STANDARD MOTORING

99

SHORT SHIFT

KAWASAKI NINJA 300

100 BUSINESS STANDARD MOTORING MAY 2013

INDIA’S NICEST 250 HAS JUST TURNED 300. WE PUT IT THROUGH ITS PACES Text RUMAN DEVMANE Photos ADITYA UPADHYAYULA

I

f I could have a rupee for every time someone pointed out the Ninja’s permanently-on headlights, I could possibly have bought a ZX-10R with the proceedings. I don’t understand what it is about running headlights that gets people so worried and concerned that they risk falling out of buses just to point out the supposed error of my ways. A stretch of an arm, a wild gesture and a smug grin that suggests ‘You fool, your lights are on! Did you inherit your license or something?’. I often offend my audience with a wild gesture of my own, but on this day, astride the Ninja 300, bliss was only about 11,000 rpm away, so with one solid twist of the wrist, all was forgiven.

WHY 300? Why not? A smaller engine producing higher than usual power is going to be more hair-trigger, yes, but it will also feel stressed. With a 296cc, 38.4 bhp liquid-cooled parallel-twin motor, the Ninja achieves the best of both worlds – it’s got enough juice to hold your attention and it’s largely unstressed, which is useful for those imaginary cooling-off laps on the way back home from the twisties. The 6-speed gearbox, in conjunction with the slipper clutch, adds to the fun and is entirely niggle-free.

HOW IS IT BETTER THAN THE 250? The Ninja 250R that has been sold so far in the country is fast, but dated. The bodywork, while attractive, is not very

MAY 2013

BUSINESS STANDARD MOTORING

101

contemporary, the riding position is sporty but not excitingly so and although the engine revs through the roof, it only really comes to life post 9000 rpm. That hasn’t stopped people from buying the Ninja 250R because a) no other manufacturer has tapped the 250cc multi-cylinder segment and b) the bike isn’t really flawed, it’s just a bit imperfect. With the Ninja 300, all of the 250R’s quirks have gone. Here’s a motorcycle that borrows many styling elements from revered Kwackers (ZX-10R, ZZR 1400, you name it), and has the technology that can equal larger, much more expensive machines. It’s now a more sorted package than before and while it’s still not perfect, it’s substantially closer to perfection and definitely the best in its class.

102 BUSINESS STANDARD MOTORING MAY 2013

Which is obvious, because it still doesn’t have any competition. Not just yet.

WHAT’S GREAT ABOUT IT? Let’s start with the engine. Unlike the older Ninja, this one has a substantially better mid-range – which is what matters most in India – while still retaining its peaky nature. Translated, it’s now quite tractable from 4000 rpm onwards, but it still does come into its element post 9000 rpm. It feels a lot quicker, the typical parallel-twin howl is only magnified at higher revs and the light clutch and more responsive throttle add to the fun. Then, we have its handling. In contrast to its predecessor, the 300 feels a lot more

communicative and agile. The 17-litre fuel tank is narrow and good to grip and the clipon ’bars are narrow, which take away the leverage and stability wider ’bars provide, but also add a sense of flickability, which is much appreciated on a bike of this sort. The suspension, though set to nearly the softest setting on the test bike, still keeps the bike fairly planted through even the most aggressively-tackled corners, although with two on board, it tends to bottom out. I hope I get to try the hardest setting next time round! All of these elements, along with the chassis, give the Ninja a handling package that can keep up with the heady power delivery of the motor, and here’s a Ninja that will be as much fun on a racetrack as it will

MOTODATA

KAWASAKI NINJA 300

POWERTRAIN Displacement: 296cc, inline-twin Max power: 38.8 bhp@11000 rpm Max torque: 2.8 kgm@10000 rpm Transmission: 6-speed

CHASSIS Type: Steel diamond tube Suspension: Telescopic fork (f), monoshock with double-sided swingarm (r) Brakes (f/r): Discs Tyres: 110/70-17 (f), 140/70-17 (r)

DIMENSIONS L/w/H (mm): 2015/715/1110 Wheelbase: 1405 mm Kerb weight: 172 kg

PRICE: ` 3.5 LAKH Digi-analog instrument cluster is minimalistic but functional. Rear-set pegs are well positioned, and the bungee tabs on the under-tail section are a very thoughtful addition

be in the twisties. Special mention must be made of the IRC tyres (110/70 R17 up front, 140/70 R17 at the rear), which grip with poise and really allow you to push the Ninja as hard as you can dare. The 290 mm petal disc up front is sharp and lever feel is progressive, although under hard braking with a pillion on board, I did notice the front tyre trying to lock and catch me off guard on more than one occasion. ABS wouldn’t be such a bad thing on this bike, though the lack of it is something you can work around by occasionally engaging the 220 mm petal disc at the rear. With very enthusiastic riding, the entire setup of the bike does a fantastic job of coping with the high speeds the 300 is capable of doing.

WHAT’S NOT SO GREAT ABOUT IT? Not much to report here, thankfully. Okay, I don’t like the fact that there are absolutely no toys to fiddle with on the new digi-analog meter console – if the KTM Duke 200 can get an average speed calculator, a distance-toempty readout and even a distance-to-service indicator, why can’t the Ninja 300 have it? The digital vertical-bar fuel gauge is about as accurate and reliable as telling the time by looking at the sun is – it’s a good representation, but not very precise. I like the seat very much – it’s narrow and hard – but I’m not sure it’ll go down well with everyone. After a three-hour stint in the saddle, I definitely got a bit butt-sore, but maybe

Ex-showroom, Delhi

that’s because I was rather pampered by that Heritage Softail I’d been riding the previous morning.

HOW WILL IT COMPARE TO THE KTM 390 DUKE? Now that you’ve already read about the 390 Duke in Alan’s riding impression of it, you know what to expect here. Yes, the Ninja 300 is not volatile, and it most certainly will not kill you. It’s on the good side of ‘fast’, but it’s not extreme. The 390 Duke is. Also, both bikes are very different in character despite serving identical purposes. The Ninja 300 is a

motorcycle you can ride hard on the racetrack, and the same can be said about the Duke. It’s also a motorcycle you can go MAY 2013

BUSINESS STANDARD MOTORING

103

IT’S A SWEET, FAST BIKE WITH LOTS OF HANDLING POTENTIAL touring on (thoughtful bungee tabs under the tail-section are a good addition), though the Duke, by virtue of its stance, will have the advantage here. In terms of overall performance, the Ninja is like an inverted pyramid – little at the bottom, and better as you go higher. This is more or less the opposite in the case of the 390.

IS IT THE RIGHT BIKE FOR ME? If wild is what you’re looking for, the Ninja

104 BUSINESS STANDARD MOTORING MAY 2013

300 will disappoint. It’s a sweet, fast bike with lots of handling potential and lots of fun to be had, but it’s only fun if you ride it hard. Under casual riding, the Ninja is not half as rewarding as it can be when in its element, and you may not love it for being this way. If a full fairing sets you ticking, and if you’ve always dreamt of owning a big bike but can’t afford (or can’t be bothered to buy) a 1000cc in-line four, the Ninja 300 is the right bike for you. It’s fast, it handles well, sounds great towards the redline and looks fantastic! If you happen to own a Ninja 250R and want to replace your motorcycle, the Ninja 300 will

feel much newer and much better to you, and you will certainly find all the limitations presented to you by the 250R nearly absent from this motorcycle.

AND THE LAST WORD IS? At ` 3.5 lakh (ex-showroom, Delhi), the Ninja 300 is expensive, but the price is justified for the technology on offer. Look at it as a motorcycle that will introduce you to the world of multicylinder performance, and new riding limits, and it starts looking just as good as its bodywork. Alright, the KTM 390 Duke is probably going to be cheaper, and that’s bound to create a bit of confusion, but on its own merit, the Ninja makes for seriously good value. I’m greedy and irrational, however, so I’ll just wait for word on the ZX-10R because happiness, I hear, is better experienced at 300 kph.

SHORT SHIFT H-D SOFTAIL CKDs

POLES

APART

WE TAKE TWO VERY LARGE CKD HARLEYS OUT FOR A SPIN

106 BUSINESS STANDARD MOTORING MAY 2013

Text RUMAN DEVMANE Photos ANEESH SHIVANEKAR

T

he Fat Boy Special you see here is a bit like me. I say this not from my own opinion of myself, which will always be entirely inaccurate, but from what I often hear from people around me. I’m a bit fat (okay, make that ‘quite’), I’m gifted with the physical properties of a large Labrador (minus the attractive facial features), and I am certainly not the most tech-savvy guy you will find. I am also known to be aggressive and not very gentle, and as far as motorcycles are concerned, I am told that on most days I ride as if I have just stolen the bike I’m on. This is exactly what the Fat Boy Special is like. It’s heavy and large and has the same technological

features as a pocket calculator, but it’s fast, restless even. You see, while the matte black paint job looks menacing, it doesn’t tell all. The prominent design feature is still the 1590cc V-twin, but stealing its spotlight are the ‘Special’ bits from the world of Screamin’ Eagle – an air filter, loud pipes, the works – and word is,

the Fat Boy Special is nearly twice as powerful as your regular Fat Boy. Here’s a Harley that wants to do 200 kph all the time and one that knows how to goad you into attempting it. It is physically impossible to do so, however, given that no human being has the aerodynamic efficiency of a teardrop and the FBS has nothing to shield you from the wind blast. That said, at relatively saner speeds (between 80-140 kph), the bike is in its element – and it’s a lot of fun. I don’t have numbers to back this, but my mental clock says the FBS does the 0-100 kph run in about 5 seconds, which feels more like 3 seconds, given the lack of wind deflection, and as long as you ride it like a highperformance bike, it’s very happy. It can cruise at 80 kph in 6th gear, as is expected

MAY 2013

BUSINESS STANDARD MOTORING

107

of all Harleys, in the same way that I can walk 30 km at one go, but it just opts not to. Why walk when you can fly? However, while the Fat Boy Special is fun, it’s not very Harley-esque. For starters, it’s not the friendliest Harley around – the clutch action is rather stiff, the motor is thirstier and the matte black bodywork is a pain to keep clean. To be honest, if I wanted a fast Harley, I’d be looking out for a Buell, or even an XR1200R, but I suppose the Fat Boy Special exists for exactly that type of person

The Fat Boy Special gets extra horses from all those Screamin’ Eagle bits, resulting in a very agile speedometer

PECIAL FAT BOY S ent: Displacem win -t V , cc 1690

Torque: 3250 rpm 13.4 kgm@ on: Transmissi d 6-spee ht: Kerb weig g k 0 3 3

PRICE:

AKH ` 15.6 L om, Delhi) ro w o (ex-sh

108 BUSINESS STANDARD MOTORING MAY 2013

who thinks a Mercedes-Benz G63 AMG ‘makes sense’. I don’t know what that says about me, then, in view of the intro to this story, but I think now is a good time to introduce you to a Harley I like rather a lot. Say hello to the motorcycle with a name as long as its wheelbase – the Harley-Davidson Heritage Softail Classic. And don’t be afraid – it won’t bite. Just saying the name of this motorcycle is a sheer acoustic joy, and as far as pub talk goes, this is the most intimidating bit of name dropping you will ever do. But whereas the larger Road King and Electra Glide are motorcycle-Gods you can’t mess with, the Heritage Softail Classic (HSC, hereafter – have mercy!) is as friendly as it is imposing. OK, so it’s not built for everyone. Many will think of this bike as overkill, even for a Harley (too heavy/too much chrome/too quiet) but it still is, somehow, the quintessential Harley-Davidson – wire-spoke wheels, white-wall tyres, glossy paint that looks as if it is still wet, chrome by the quintal and a seat that’s so comfortable, it makes a bean bag seem like a compromise.

Its 341 kg kerb weight may be a disturbing figure to read, but trust me, it’s as easy to weave around traffic as a Bajaj Avenger. Okay, you need to re-adjust your traffic movement calculations given its dimensions, but other than that, it’s a baby. The low centre of gravity adds to the ease of steering, and sort of makes up for the enormous turning radius. On the move, the HSC runs like a dream. While it is very comfortable doing speeds in excess of 140 kph, it’s lovable at 80. Snick it into 6th, sit back and relax. Here’s a machine that lays emphasis on momentum and progress, on comfort and pure riding pleasure, minus the adolescent thrills and spills. I could do a Mumbai-Goa run on it and return home the same day – it’s that comfortable – although I think making off with it and living life on a remote island would be a better idea. To me, the Heritage Softail Classic is not just the perfect cruiser, it’s the most perfect Harley-Davidson out there. Now for the good news. Both the bikes you see on these pages are now part of Harley’s completely knocked-down (CKD) operations in the country, and as a result, you

can now get yourself a Heritage Softail Classic for just ` 16.25 lakh (down by a cool ` 5 lakh, over its earlier price of ` 20.45 lakh), while the Fat Boy Special can be yours for a fair ` 15.60 lakh (all prices ex-showroom, Delhi). That’s good pricing for motorcycles that are unchallenged, VFM, and in a class of their own. As for me, I just had a few random, entirely unconnected thoughts. I’d like my Heritage Softail Classic in a shade of midnight blue. There’s a bank down the lane from my house. I’d like to put my thief-like riding skills to some use...

High-quality chrome, a relaxed speedometer and a large, unstressed V-twin motor are the virtues of the Heritage Softail. Can we have one as a long-termer?

HERITAGE SOFTAIL

Displacement: 1690cc, V-twin

Torque: 13.2 kgm@3000 rpm Transmission: 6-speed Kerb weight: 341 kg

PRICE:

` 16.25 LAKH (Ex-showroom, Delhi)

MAY 2013

BUSINESS STANDARD MOTORING

109

NEXT MONTH: LAMBORGHINI GALLARDO

CHEAP THRILLS HONDA ACCORD

D’ACCORD

Looking for a used Honda Accord? WHY AN ACCORD? Even if you’re in the market for an entry-level sedan, a used previous-generation Accord will be well within reach of you. And for that price, you’ll get yourself one heck of a ride. The Accord is available with a 2.4-litre I-4 engine mated to either a manual transmission or an automatic, or you can go all out and get yourself the 3.0-litre V6 version, which, at one point, was one of the faster cars you could get in the country. So, we ask you, why not an Accord?

WHICH VERSION SHOULD I GO FOR? The 2.4 MT is your best bet if you’re looking at a used Accord. The manual transmission is reliable as day and coupled with the 2.4-litre engine will get you some brilliant fuel efficiency as well. Heck, on the highways, you could hit fuel efficiency as high as 18 kpl, which for a car of its size is quite impressive!

110 BUSINESS STANDARD MOTORING MAY 2013

The V6 is good fun to drive, but you’ll be lucky if it crosses single digit fuel economy numbers – expect 5 to 7 kpl at best. Look for a post 2007 car as that is the one that got the facelift and minor engine tweaks as well.

HOW MUCH SHOUD I PAY FOR ONE? The first model year of the seventh generation Accords are going for as low as ` 3.5 Lakh, but they are likely to be high mileage examples. The ` 4-4.5 Lakh range is the one where you should be looking, and in this range, you’ll be able to find plenty of 2.4 MT models, which are up for the taking. At this price level, this works out cheaper than buying a new sedan, too! If you’re bent on a V6 model, you shouldn’t be paying over 5.5 Lakh for a good example. Have the car thoroughly checked by a mechanic before closing the deal though.

WHAT TO LOOK OUT FOR Though placed as a premium product here, the Accord is pretty much a mainstream product the world over. And that means reliability is top notch, nothing usually ever goes wrong, and when it does, it can be easily taken care of. That apart, there are a few issues though. The initial lot of cars had a few issues with the CD player, but most of the cars on sale now will have that taken care of. Another thing to watch out for is fuel pump issues. Again, most of these issues have already been taken care of, but have a competent mechanic give the car a check-up before comitting to anything. It’s generally a good idea to avoid automatic transmission cars, both because of the low fuel efficiency and because the transmission can be expensive to maintain and repair.

KIT BAG

X MORE IS LESS

RATED

-TRA

Got your basic gear in order? Now add these to your everyday kit

KNOX K-PACK BACKPACK WHAT IS IT? A really good backpack from Knox, the guys who also make excellent riding armour and kit IS IT REALLY GOOD? Well, there’s not much you can expect from a backpack, but somehow Knox has managed to improvise on the simple concept and create a version so good, you’d seriously think twice before buying anything else. With a 25-litre capacity, and an internal liner in an interesting shade of red, you can lug a good amount of luggage around and, thanks to the wellreinforced spine, not feel a thing on your shoulders or back. It comes with a water repellent helmet bag that can be attached to the outside of the bag, and a spare visor cover – now that’s really thoughtful! The bum- bag is detachable and can be used separately; it too comes with a waterproof reflective cover as standard, to save your prized belongings from the rain. Really, what more do you expect from a backpack? HOW MUCH? ` 5,950 (including duties) WHERE? www.outdoortravelgear.com

MOTOTECH STORM BALACLAVA WHAT IS IT? Like, really? IS IT REALLY GOOD? If it wasn’t, it wouldn’t be here. We’ve got one, and it’s a huge help in this terribly hot summer. No more sweaty lids, no more looking like you’ve just stepped out of a sauna – the MotoTech Storm balaclava is a neat little piece of kit, and it’s largely indispensable in Indian weather. Apart from the typical virtues of a balaclava, what’s good about the Storm is its quality – the seams are well stitched together and it definitely won’t be spontaneously shredding any time soon. HOW MUCH? ` 240 WHERE? www.outdoortravelgear.com

TOUR THE HIMALAYAS WITH THE HIMALAYAN SHEPHERD Dreamed of touring the Spiti valley on two wheels but were not confident enough to do it on your own? Well, now you can, and you have the guys at www.himalayanshepherd.co to thank for it. Three tour options are on offer – Lahaul-Spiti, Ladakh or the two combined. You can pick from

between a Royal Enfield and a selection of imported enduro motorcycles, and the length of the tour varies from between nine days to about three weeks, depending on what you choose. Still reading this? Why? Get on the internet already and plan your next holiday!

MAY 2013

BUSINESS STANDARD MOTORING

111

LEAN ANGLE MOTOCZYSZ 012 E1PC RACER

ALAN RIDES THE RACE-SPEC, TT-WINNING MOTOCZYSZ E1PC Text ALAN CATHCART Photos KEVIN WING

I

n June 2012 the American-built MotoCzysz 012 E1pc ridden by Michael Rutter defeated entries from two Japanese teams, one entered by Honda’s blue sky R&D affiliate Team Mugen and ridden by TT ace and current outright lap record holder John McGuinness, to win the TT Zero race for electric bikes in the Isle of Man. Rutter crossed the line 23.52 seconds ahead of McGuinness to win at an average speed of 166.5 kph (with teammate Mark Miller third on another MotoCzysz) – fast enough to write his name and that of MotoCzysz in the TT record books as the first zero emission motorcycle to lap the TT Course at over 100 mph (160 kph), pocketing a ` 850,000 prize in doing so. Watch the race at http://motoczysz.com/news/article/motoczysz_iom_history. This race-winning speed over the world’s most gruelling and demanding racetrack demonstrates that we must start taking electric sportbikes seriously. The chance to ride Michael Rutter’s TT Zero-winning MotoCzysz E1pc came on the e-bike’s home track at PIR/Portland International Raceway, a 3.17 km circuit with a drag strip front straight, allowing full exploitation of the aerodynamic qualities of its svelte streamlining.

MAY 2013

BUSINESS STANDARD MOTORING

113

The MotoCzysz is deceptively voluptuous, its swoopy bodywork leading you to expect that it’s a bigger bike to snuggle aboard than it really is. In fact, it’s surprisingly slim and comparatively small, but quite long, the 1435 mm wheelbase allowing you to push yourself right back in the seat in a straight line to minimise drag. The rider’s view is subtly distinctive, with a chunky upper tripleclamp housing the oval-section fork tubes, and a large-diameter steering head embossed with the ‘Digital Superbike’ slogan. The AIM digital dash’s red surround incorporates a square LED ‘fuel gauge’ readout that goes from 99 to zero, quickly telling you the state of charge. There’s another row of LEDs beneath that, with green ones on the left which flash to show you’re okay to complete your programmed route on the available charge, then blue for neutral, and yellow on the right standing for caution – and the more yellow lights that are displayed, the more caution you must use. There’s a more detailed series of switchable computer pages on the AIM dash which even Michael Rutter says he’s confused by, but which basically tell the rider everything he needs to know about his journey. To boot up the MotoCzysz, pull the toggle switch on the left out and up, and then press the red button on the right clip-on, noting that the left one naturally has no clutch lever, but none for the rear brake either, as on a scooter. Now you’re live, so just twist the throttle and get ready for

Cool, but supremely functional, the 012 E1PC racer has bits that aid its aerodynamics and handling, while being crafted with a serious attention to detail

114 BUSINESS STANDARD MOTORING MAY 2013

vivid acceleration comparable to a factory Superbike. The MotoCzysz doesn’t have too aggressive a pickup from a closed throttle, but it’s pretty brusque. However, thanks to the grippy Pirelli tyres, I didn’t suffer any problems with hook-up out of turns, even at a couple of PIR corners, where it pays to get as hard on the gas as early as possible, to maximise drive and ultimate top speed down the following long straight. Plus, the fact that the build of power all the way to the softaction 10,000 rpm limiter is so smooth and linear, with no spikes in the delivery to set the rear tyre spinning, made it feasible to exploit the deep reserves of performance of the MotoCzysz motor. But its massive 22 kgm dose of torque all the way through the rev range meant I destroyed a brand new Pirelli rear slick, a 200-section tyre identical to the one that Michael Rutter used to win the TT Zero race on, in just 16 laps of a 3.17 km track spent exploiting the e-bike’s literally awesome acceleration, delivered to the sound of silence – the MotoCzysz wafts along completely silently at over 256 kph. There are zero emissions as you do so, but also zero dBA – all I could hear through my Arai helmet’s carbon fibre shell was the swish of

the tyres running over the tarmac, plus a little chain noise, but that’s all. There wasn’t even much wind roar, thanks to the e-bike’s effective streamlining – quite uncanny, and also a little underwhelming. The visceral thrill of mechanical sound is a key contributor to the thrill of going fast, whether emanating from the exhaust, the primary drive, or the engine itself, and riding the MotoCzysz E1pc at high speed underlined that. But winding the throttle wide open exiting the final right-hander onto PIR’s pit straight saw the MotoCzysz hunker down, as the substantial rearwards weight transfer of the

I DESTROYED A BRAND NEW PIRELLI REAR SLICK IN JUST SIXTEEN LAPS... 238 kg motorcycle helped dial up grip from that rear tyre, yet without any massive wheelies – just a lazy wave of the handlebars denoting mind-boggling drive out of the turn, which let me easily out-accelerate a Ducati 1098R I came across one lap, to pull alongside him as we headed off down the long straight. We were dead even on top speed, although I fluttered the rev limiter just before the end as I hit a top speed of 259 kph, according to the onboard telemetry. But then, surprise, surprise, the much heavier MotoCzysz decisively

outbraked the Italian V-twin into the double right-hander at the end of the straight, the great bite from its radial Brembos aided by the regenerative braking delivered by the ECU. This gave the equivalent of engine braking, for at last on the MotoCzysz I

MAY 2013

BUSINESS STANDARD MOTORING

115

MOTODATA

MOTOCZYSZ 012 E1PC

POWERTRAIN Displacement: Electric motor with 14 kWh battery pack Max power: 201 bhp@8000 rpm Max torque: 22.4 kgm Transmission: Single-speed gear drive

CHASSIS Type: Carbon fibre twin spar Suspension: Telescopic forks with inboard shocks (f), swingarm with monoshock (r) Brakes: 2x320 mm discs (f), 1x220 mm disc (r) Tyres: 120/70-17 (f),200/55-17 (r)

DIMENSIONS Seat height: 800 mm Wheelbase: 1435 mm

116 BUSINESS STANDARD MOTORING MAY 2013

encountered what I’ve been seeking ever since I first started riding electric bikes: rideradjustable regenerative braking, aka regen. Michael Czysz has installed a four-way switch allowing you to vary the amount of regen available, or indeed to switch it off altogether. Doing that dials up a good impression of a two-stroke GP bike, as you freewheel into a bend with a good chance of missing the apex altogether unless you work the Brembo brakes just right. Going to the other extreme and dialling in the most intrusive setting will practically have the MotoCzysz stopping dead in its tracks as you back off the throttle, but any of the other three are good to work with in helping you stop from high speed, maintaining turn speed nicely without understeering off the chosen line – and all without any trace of the rear wheel chatter that will affect any bike not equipped with a slipper clutch if you overdo the engine braking. The MotoCzysz was ultra-stable sitting it out with the Ducati and assorted four-cylinder superbikes at the end

of the straight, where the fact you don’t have to worry about slamming it down through the gears means you can focus 100 per cent on track position, on hitting your braking marks and on how early to get back on the throttle again, especially with the immediate pickup of the e-motor – there’s zero delay in throttle response, just totally immediate pickup out of a turn, made even better by the single best ingredient in the MotoCzysz handling package, the special Czysz-designed (and patented) oval-section carbon fibre fork, with an adjustable-rate link operating the monoshock housed where the fuel tank would normally be. The Czysz fork immediately delivers significant confidence, where even the best set of conventional tele forks will ask you to take time exploring their limits. That’s because the damping provided by the fully-adjustable front RaceTech monoshock delivers fantastic feedback from the Pirelli tyre, with minimal stiction. It’s as if you’re holding the front axle in your hands, with only the tyre between you and the track,

so you can feel every ripple, every imperfection in the road surface, telling you exactly how far you can push the tyre while cranking the MotoCzysz hard over, and keeping up turn speed. It feels stable, yet sensitive – those linear bearings work! And the fact that suspension response is separated from the steering means you can trail-brake deep into the apex of a turn without any fear of the fork freezing or failing to absorb bumps. According to Michael Czysz’s stopwatch, the confidence-inspiring handling of the MotoCzysz apparently allowed me, while riding in traffic, to lap within the e-bike lap record set in the U.S.TTXGP series round there in June by the works Brammo e-racer that won this National-level championship, in the absence of the MotoCzysz team as it focused on TT Zero victory. That’s a mark of how capable a motorcycle the MotoCzysz is, and how accomplished its engine performance and handling are. Indeed, the best compliment I can pay Michael Czysz is that he’s created a sportbike with impressive

performance by any standards, which just happens to be powered by an electric motor rather than a combustion engine. Even while harnessing Czysz’s claimed ‘over 201 bhp’ at 8,000 revs at the output shaft, its handling is capable and confidence-inspiring, and I think this comes down to the TT-winning bike’s low cee of gee and generally user-friendly architecture, thanks to the clever disposition of the batteries it has to carry to deliver that race-winning performance. This makes the turn-in under braking of the MotoCzysz quite intuitive and practically indistinguishable from a ‘normal’ bike, in turn encouraging you to throw it on its side in pursuit of higher turn speeds. Moreover, the TT-winning e-bike felt poised on turn-in, requiring less physical effort to flick it from side to side than I expected, especially in a chicane. With a maximum quoted range from a single charge of 240 km at road-legal speeds (compared to 61 km at TT Zero race-winning speed, albeit including climbing the Isle of Man’s 1,385 ft high so-called Mountain), the MotoCzysz has enough practicality to be the ultimate Sunday

morning ride. 160 km at track day speeds is within range on a flat track like PIR – so here’s hoping that the MotoCzysz business plan includes a Michael Rutter Replica E1pc. If he can sell it for Bimota prices, I reckon there are customers there for this kind of electric excellence – especially with that frankly sensuous streamlined styling. Michael Czysz will be returning to the Isle of Man for a fifth successive year in 2013, with Rutter and Miller once again riding evolved versions of his lap record-breaking MotoCzysz. Honda – sorry, Mugen! – will be returning, too, once again with TT ace John McGuinness in the seat, while a further top contender will be another TT race-winner, Australian Cameron Donald aboard one more American-built entry, the Lightning which currently holds the world land speed record for electric motorcycles at 345.5 kph. But the MotoCzysz E1pc is the one to beat, after the bike I was able to ride at PIR completed a hat-trick of TT Zero race victories in 2012. Four in a row this coming June? Don’t bet against it. MAY 2013

BUSINESS STANDARD MOTORING

117

SHUTTER SPEED SCHUMI TO CONQUER NORDSCHLEIFE

118

BUSINESS STANDARD MOTORING

MAY 2013

Photo: L

GREEN MEISTER

M

ichael Schumacher may have hung his racing boots at the end of 2012, but his need for speed hasn't diminished one bit. Come May 19, he will attempt to lap the Green Hell in a 2011 Mercedes-Benz F1 car, only the second time since Nick Heidfeld's attempt in a modern F1 car, in 2007, courtesy BMW F1. It's Michael's way of saying a big thanks to his fans for his involvement in the sport. Certainly, it's a bash worth attending!

122 MARQUEZ MAN

126 VEEDUB FOR VICTORY

120 BUTTON UNDONE

MAY 2013

BUSINESS STANDARD MOTORING

119

TRACK RECORD

HOPE AND

F1 2013 – CHINA AND BAHRAIN

CAN MCLAREN REALLY SALVAGE ITSELF IN 2013? Text ROHIN NAGRANI Photos MANUFACTURERS

I

f Perez gives Button a difficult time, it’s up to Button to come to terms with it. It’s a fact of life. He can’t expect Martin Whitmarsh to tell Perez to back off.’ An off the cuff remark from former McLaren driver John Watson set off the tone and the mood of what’s currently happening at camp McLaren. Rumours about Ron Dennis being demoted after McLaren’s less-thanimpressive performance from the road car business as well as F1 (which McLaren flatly denied) and Christian Horner’s reminder that even Force India at the moment are ahead of McLaren is only adding salt to their wounds. If anything, races three and four of the

120

BUSINESS STANDARD MOTORING

MAY 2013

2013 season are forcing many within the team to look at work on the 2014 season instead. CHINA: Lewis had a memorable Saturday, qualifying in pole and was looking to make his bosses at Mercedes-Benz believe that their investment was worth it. When the five lights went out, it seemed that everything was going according to plan. Then, things changed once DRS was made available. The two Ferraris, who had gained a spot on Kimi Raikkonen at the start managed to catch up with the Brit and on lap five, in a spectacular move, both Alonso and Massa managed to overtake him, relegating him to third. With Raikkonen also on a charge, it came down to pitstops to

change the equation yet again. Elsewhere, Webber was involved in a scrap with Jean-Eric Vergne from sister team, Toro Rosso, which led to a premature retirement. Alonso, meanwhile was making moves on his rivals after the first set of pitstops and it seemed, under DRS, the Ferraris were quicker around the track. Button, who was on medium compounds, suffered from bad pitstop strategy. Despite making his move up the ladder after the first pitstop, he wasn’t effective enough in his second stint and eventually was relegated to fifth when the chequered flag was waved at the end of the 56th lap. But Alonso wasn’t going to lose it, using his inch-perfect driving, spot-on pitstop strategy and pace under DRS to score his first win of the season, with Raikkonen just

ten seconds behind and Hamilton, probably looking relieved that he managed a podium finish, considering Vettel could have bumped him to fourth were he to have an extra lap. BAHRAIN: Nico Rosberg’s surprise run on Saturday meant two Mercedes-Benz poles in a row. But it would turn out to be Vettel’s turn on Sunday to add some silverware to the Red Bull family. Rosberg’s tyres didn’t seem to find the right amount of grip and by the end of the race, he only just managed to scrape ninth, receiving two points for his efforts, with team mate Lewis finishing fifth. For most part of the race, Vettel led the race once he overtook Rosberg on lap two. After the first set of pitstops, Paul Di Resta of Force India briefly took the lead, but that was just about it. What made matters worse for McLaren, especially after a below par qualifying performance was the scrap between Perez and Button during the middle of the race. Perez, who has been under fire for being non-aggressive through the first three races was determined to prove otherwise, and Button was looking to score some points. While the barrage that followed post race (and the subsequent apologies) may have lessened the impact, it doesn’t seem to have helped them improve race performance just yet. Alonso, meanwhile was having troubles of his own with the DRS unit that seemed to be nonfunctioning throughout the race. It cost him nearly a second a lap and he slipped to 17th, before fighting back to a respectable eighth. Teammate Massa could do no better than 15th, but the strong showing from Lotus – Raikkonen in second and Grosjean in third means the team is seriously fighting for the constructors’ championship as well. As for McLaren, they must certainly be hoping that the championship moving to Europe, with Spain next on the calendar, should help improve things. MAY 2013

BUSINESS STANDARD MOTORING

121

TRACK RECORD MOTOGP LOSAIL & COTA

THE DOCTOR

STRIKES! JORGE LORENZO WINS THE 2013 MOTOGP SEASON OPENER, BUT ALL EYES ARE ON ROSSI AND MARQUEZ! MOTOGP – LOSAIL, QATAR QUALIFYING ON POLE: JORGE LORENZO TEAM: Yamaha Factory Racing (YZR-M1) FASTEST LAP: 1m 54.714s

P2: CAL CRUTCHLOW TEAM: Monster Yamaha Tech 3 (YZR-M1) FASTEST LAP: 1m 54.916s

P3: DANI PEDROSA TEAM: Repsol Honda Team (RC213V) FASTEST LAP: 1m 55.151s

122 BUSINESS STANDARD MOTORING MAY 2013

THE RACE The floodlights covered up for the dark of the night, and the MotoGP bikes being fired up in the pits only added to the anxiety of the millions of spectators watching the 2013 season opener. Will Lorenzo be able to hold on to his pole position advantage? Will Rossi really fight back and live up to the hype and expectations? Will Marquez pull a fast one on the Yamahas? Or will Cal Crutchlow throw in a surprise? Well, most of that happened during the course of what was a very exciting MotoGP round and by the

looks of it, it’s only going to get better. On the very first lap, Jorge Lorenzo pulled away a clean length and stayed there for the entire length of the race, absolutely uncontested. Good for him, because the real action was happening in his imaginary rear-view mirrors. The Doctor, who needs no introduction, started the race in a disappointing seventh place, on the third row of the grid, but on the very first corner moved into fourth in an impressive display of speed, although a slightly miscalculated move around Andrea Dovizioso (astride a Ducati Team

GP13) forced him to run wide and pushed him back into seventh place. In the meanwhile, Repsol Honda riders Dani Pedrosa and Marc Marquez sped away into the distance, with Cal Crutchlow hot on their heels. Marquez matched Pedrosa’s speed but the latter held his ground and didn’t let the former Moto2 champion through for a long, long time. The battled for second took the three riders three seconds ahead of Stefan Bradl, who started the race in fifth astride his LCR Honda RC213V, and Rossi, who had to wait a while before he could pass the German lad. But The Doctor, in his inimitable style, did pass Bradl, who crashed soon after and in the matter of a few laps, closed right in on to Crutchlow’s tail, eventually passing him. Marquez, too, found his way past team-mate Pedrosa, both their Repsol Hondas twitching and sliding in their battle against grip and each other. With four laps to go, Rossi pulled a successful move on Pedrosa and an intense battle later, with just two laps to go, passed Marquez, too. Marquez retaliated almost immediately, passing Rossi on the inside at turn 1 on the very last lap of the race, but Rossi did a one-up on him, passing him one final time, and taking the second step on the podium, with Marquez in hot pursuit just 0.2 seconds behind him! A Yamaha 1-2 was the resultant finish, though Marquez did live up to the hype and was certain to return stronger in the next race at the Circuit of the Americas.

MOTO2

MOTO3

QUALIFYING

QUALIFYING

ON POLE: Pol Espargaro TEAM: Tuenti HP 40 (Pons Kalex) FASTEST LAP: 2m 0.882s

ON POLE: Luis Salom TEAM: Red Bull KTM Ajo (KTM) FASTEST LAP: 2m 7.229s

RACE RESULT

RACE RESULT

1ST: POL ESPARGARO (SPA)

1ST: LUIS SALOM (SPA)

TEAM: Tuenti HP 40 (Pons Kalex) OVERALL TIMING: 40m 31.782s

2ND: SCOTT REDDING (GBR) TEAM: Marc VDS Racing Team (Kalex) OVERALL TIMING: 40m 32.626s

3RD: TAKAAKI NAKAGAMI (JPN) TEAM: Italtrans Racing Team (Kalex) OVERALL TIMING: 40m 43.880s

TEAM: Red Bull KTM Ajo (KTM) OVERALL TIMING: 38m 26.859s

2ND: MAVERICK VIÑALES (SPA) TEAM: Team Calvo (KTM) OVERALL TIMING: 38m 27.276s

3RD: ALEX RINS (SPA) TEAM: Estrella Galicia 0,0 (KTM) OVERALL TIMING: 38m 27.282s

MAY 2013

BUSINESS STANDARD MOTORING

123

ON RECORD MOTOGP – CIRCUIT OF THE AMERICAS, TEXAS

MOTO2 QUALIFYING ON POLE: Scott Redding TEAM: Marc VDS Racing Team (Kalex) FASTEST LAP: 2m 10.577s

RACE RESULT

QUALIFYING

1ST: NICOLAS TEROL (SPA) TEAM: Mapfre Aspar Team Moto2 (Suter) OVERALL TIMING: 42m 2.689s

ON POLE: MARC MARQUEZ TEAM: Repsol Honda Team (RC213V) FASTEST LAP: 2m 3.021S

2ND: ESTEVE RABAT (SPA) TEAM: Tuenti HP 40 (Kalex) OVERALL TIMING: 42m 5.814s

P2: DANI PEDROSA TEAM: Repsol Honda Team (RC213V) FASTEST LAP: 2m 3.275s

P3: JORGE LORENZO TEAM: Yamaha Factory Racing (YZR-M1) FASTEST LAP: 2m 4.100s

THE RACE As was expected of him, Marc Marquez proved to be the strongest at the fantastic Circuit of the Americas round. Having tested rather brilliantly at the very circuit earlier, Marquez was the popular choice for the top slot on the podium for this race and, not surprisingly, he delivered. As a result, Marquez is now not only the youngest MotoGP rider to have started a race on pole position, but has also broken Freddie Spencer’s record of being the youngest MotoGP race winner, a title that hadn’t been challenged since 1982! It wasn’t entirely a dream run for the 20-year old, however, as he lost his pole advantage to team-mate Dani Pedrosa and

Stefan Bradl at the very first corner. While Marquez dealt with the latter with distinct ease in not much time, his move on Pedrosa came with just nine of 21 laps to go. Thereafter, though, he made it stick and both Repsol Hondas were engaged in an intense battle for first place, which finally went to a deserving Marquez, who extended his lead by an almost miraculous two seconds! Jorge Lorenzo fought a lonely battle as he succumbed to third place on the podium, with his bike proving no match for the Repsol Hondas, and he now shares his championship standings with Marquez. Before you ask, Valentino Rossi started the race in eighth, between Alvaro Bautista and Aleix Espargaro but could only finish 6th, ahead of Andrea Dovizioso, since the foursecond lead established by Stefan Bradl in fifth (chasing Cal Crutchlow in fourth) was too much of a gap for Rossi to make up for. Next time, Doc!

3RD: MIKA KALLIO (FIN) TEAM: Marc VDS Racing Team (Kalex) OVERALL TIMING: 42m 5.864s

MOTO3 QUALIFYING ON POLE: Alex Rins TEAM: Estrella Galicia 0,0 (KTM) OVERALL TIMING: 2m 16.396s

RACE RESULT 1ST: ALEX RINS (SPA) TEAM: Estrella Galicia 0,0 (KTM) OVERALL TIMING: 11m 26.535s

2ND: MAVERICK VINALES (SPA) TEAM: Team Calvo (KTM) OVERALL TIMING: 11m 26.779s

3RD: LUIS SALOM (SPA) TEAM: Red Bull KTM Ajo (KTM) OVERALL TIMING: 11m 27.082s

Next round: Jerez, Spain

124 BUSINESS STANDARD MOTORING MAY 2013

TRACK RECORD WHAT’S MORE...

VEE DUB THEE

T CHAMPION?

he positive fallout of Sebastien Loeb not participating in more than four rallies is being felt by Volkswagen Motorsport. Rally Portugal helped cement Volkswagen’s lead in the championship, something the form of motorsport hasn’t

HIGH FIVE

126 BUSINESS STANDARD MOTORING MAY 2013

seen for years, given Citroen’s unshakeable performance for nearly a decade now. Despite Dani Sordo’s initial surge and Mikko Hirvonen’s fightback after Dani crashed out on day two, the Citroens didn’t seem to stop Sebastien Ogier from registering a win on a third consecutive gravel rally round. Overcoming illness, Ogier who was once Loeb’s teammate was very briefly behind Mads Ostberg in his Ford at the end of stage two on day one. But for the rest of the rally, Ogier built up a lead that his rivals couldn’t seem to narrow. Dani Sordo tried hard after day one, but his rally ended early on Saturday after an off-road excursion. Hirvonen, who would eventually finish second, lost four minutes at service, but couldn’t make up for lost time and eventually finished 58.2 seconds behind the leader. That has put Ogier in the enviable position of championship leader, by a huge 54 points over Hirvonen and Volkswagen a good 15 points up on Citroen on the constructor’s table. The next round heads to Argentina, where Loeb makes a comeback, but can he in any way stop the juggernaut that is Volkswagen? You will probably need to read this space next month to find out for yourself.

Getting back on track After a particularly terrible rally crash in the Canary Islands, Robert Kubica is showing some interest in getting back into F1 again. The ex-BMW and Renault driver has been spending some time in Mercedes GP’s facilities in Brackley, England, logging hours on their F1 simulator. Mercedes GP

themselves took on Lewis Hamilton this season, so they’re pretty much full-up, but it doesn’t hurt to look at other options, we guess. Don’t get your hopes up though, a full comeback to F1 will still take Kubica a long time, still. We’re just glad the wheels are in motion though.

New beginnings After taking nine consecutive wins in WRC, Sebastien Loeb has set his sights on circuit racing. He’s already taken part in a few Porsche Carrera Cup France races and will be taking part in the first two rounds of the Porsche Mobil 1 Supercup. The Porsche Mobil 1 Supercup is a support series for the Formula One World Championship, which will see Loeb behind the wheel of the new Type 991 Porsche 911 GT3 Cup. With a level playing field, it’ll be interesting to see how Loeb takes on this challenge indeed. Something else to look forward to will

be the return of Peugeot to Pikes Peak. Loeb will be piloting a specially prepared Peugeot 208 T18 at the hill climb later in the year!

The folks over at Mahindra Racing were pretty impressed with their best ever result in Qatar in the Moto3 class of MotoGP, but we’re sure they’re pretty delighted with a finish in 5th place by rider Miguel Oliveira. After the Moto3 race at the circuit of the Americas was red flagged initially, and was restarted, with the riders’ positions counting towardds their grid position. In this five lap dash to the finish, Oliveira managed to work his way through the pack to earn himself a fifth place finish. The other rider in the team, Efren Vazquez came home in fourteenth place. Overall, a great weekend for Mahindra Racing, then! MAY 2013

BUSINESS STANDARD MOTORING

127

SURVIVOR MAHINDRA QUANTO

QUANTO PHYSICS Considering its size, it’s amazing how the Quanto delivers 30kpl!

128 BUSINESS STANDARD MOTORING MAY 2013

O

kay, so now, the rest of the team isn’t too eager to take the Quanto off my hands anymore. That’s probably because the AC, which saw an improvement after the last servicing, still makes you sweat in the sun. It’s not the ACs fault, really, it’s just that there’s so much glass area, that the heat makes it into the cabin very easily. I think AC vents in the rear of the car could really help the situation. Anyway, this worked out quite well for me, because I recently shifted houses.

We hired packers and movers, of course, but the Quanto came in really handy when carting around all the odds and ends, like AC units and kitchen sinks, between the two places. Moving is usually not a good experience, but at least it wasn’t more unpleasant than need be. I’ve also noticed that after servicing, the car runs a lot smoother now and mileage, too has improved. In fact, on one of our recent runs to Pune and back, the Quanto averaged well into the 20s, going up to 30 kpl even, on the way back. And let me tell you, we weren’t exactly going easy on the throttle either. It’s mind boggling how something that weighs this much, going so fast can still manage such astonishing mileage figures! I’m not going to be letting go of the Quanto’s keys anytime soon!

ESSENTIALS MAHINDRA QUANTO

PRICE AS TESTED: ` 8.96 LAKH, OTR, Mumbai TESTED BY: Aditya ACQUIRED AT: 890 km LAST MILEAGE: 15630 km FUEL EFFICIENCY (OVERALL): 17 kpl EXPENSES: Flat tyre repair – ` 90

„

Fuel economy, space

„

Looks

„ AC is still overwhelmed on sunny days

MAY 2013

BUSINESS STANDARD MOTORING

129

SURVIVOR

HYUNDAI ELANTRA 1.6 SX

TOUCH AND GO

The Elantra has been raking up the miles. But it hasn’t been entirely incident free

T

he Elantra has been quite a mile muncher over the last few months. Apart from the usual commutes, it’s also been a useful support car and in just four months, has managed to clock just under 7,000 km in pretty much no time. While this may not sound much at first, it’s actually spent about one and half months in the service station for some TLC. Here’s what happened.

ESSENTIALS HYUNDAI ELANTRA 1.6 SX

PRICE AS TESTED: ` 18.1 LAKH, OTR, Mumbai TESTED BY: Rohin ACQUIRED AT: 1953 km LAST MILEAGE: 8,782 km FUEL EFFICIENCY: 10.9 kpl (worst), 11.8 kpl (city), 17.2 kpl (highway), 20.4 kpl (best) EXPENSES: Front bumper, bonnet and grille replacement, regular service (paid for by Hyundai)

130 BUSINESS STANDARD MOTORING MAY 2013

One evening in late December, as I was heading home, an incident with a vehicle up front led to the Elantra nursing its way to the Hyundai Motor Plaza service station. A private cab, running a couple of car lengths ahead of me, came to a dead halt in the middle of the road to tiptoe over a pothole. Finding myself and the Elantra in this peculiar situation, I braked hard. However, the surface under the tyres was lined with paver blocks, causing the brakes to lock, the ABS refusing to kick in

(ABS units don’t seem to be tuned for paver blocks for some reason) and became a hapless occupant as the tail of the cab grew larger and larger in my windscreen. The damage was done; the bonnet wilted, the front bumper had a large crack and the AC cooling system piping developed a leak. It being a rather odd hour, I gently drove it back home, checked if the essential running gear was fine and waited patiently the next day for Hyundai’s service team to collect the car.

One thing led to another and what should ideally have taken no more than two weeks, took nearly six. Anyway, things did finally turn around and by early February, the car was back with us. In the last report, I did mention a strange vibration during idle that continues to remain despite having asked Hyundai to look into the matter. Otherwise, she’s back to being fit as a fiddle. The service has helped the car improve its economy as well; returning

12 kpl in the city and climbing up to 20 kpl on the highway, the speedometer hovering at 90 kph in sixth. The engine has a decent combination of economy and pace, though I have to admit, it does feel slightly overwhelmed by the car’s size and weight. There’s some lag too and at times, the sixth gear does feel like a bit of an overkill, if you ask me. On the highway, the soft ride makes the car a bit dynamically weak, though it’s a good step or two up on the likes of the Verna and i20. Yet, the car is

effortless in the way it chews up miles and feels comfy enough for four people. There is more from the Elantra still to come, and with the engine nicely opening up, it’s time to put more serious kilometres on the clock. Maybe, a good 1000-1500 km drive should do the car some justice.

Comfort Features „ Blend between economy and performance „ „

„ Light steering good for city, bad for highway

„

MAY 2013

Dynamically handicapped

BUSINESS STANDARD MOTORING

131

SURVIVED

RENAULT DUSTER RXZ 110

DONE AND

DUSTED? We hope not

O

kay, I have to confess that I’ve run out of things to say about the Duster, but I am helpless – when The Great Nagrani says you have to write about something, you write about precisely that something. I may as well begin by saying that Renault has made noises about wanting the Duster back; needless to say, we are going to make counter noises about holding on to it.

The Duster has, of course, swept every major automotive award in the country recently, and there are several very good reasons for this windfall. It looks… interesting, to begin with – ‘good looking’ may be a bit of a stretch, in my opinion. It has a definite presence on the road, and its compact dimensions make it stand out from other, bulkier SUVs. It scores well on the practicality front, with impressive room in the cabin and plenty of storage space in the hatch as well – airport runs and road trips are easily accomplished with the Duster. You can’t seat seven people, of course, but that’s not a bad thing, because the optional dealer-fitted jump seats aren’t

Fun to drive Frugal „ Compact dimensions „ „

Renault wants it back Turbo lag „ Ergos „ „

very comfortable, nor do they have seat belts fitted. The engine is very fuel efficient (its strongest point), but suffers from considerable lag (its weakest attribute), which can make quick getaways a frustrating experience. This car is happiest when it gets to stretch its legs in an uninterrupted manner, and highway performance is very pleasing indeed. Crawling about in city traffic can be a literal pain, because the stiff clutch pedal gives your left leg a proper workout. Ride quality is excellent all-round, however, and the Duster acquits itself well off-road, even though it lacks 4WD. Best of all, its handling characteristics are car-like, so you can throw it around bends enthusiastically and it’ll play along. In general, the ergonomics are acceptable,

but the famous French design quirks are very much in evidence – the ORVM adjusters placed under the handbrake, the awkwardlypositioned audio control unit behind the steering wheel, the volume controller on the stereo faceplate that isn’t, after all, the volume controller (it scans for radio stations) and so on. Our test car has some unique quirks besides the ‘standard’ ones – the audio system switches off after exactly ten minutes, which is deeply annoying, especially if your phone is hooked up via Bluetooth and you’re in the middle of a conversation, and the cigarette lighting socket has left the world of the living. All told, though, the Duster is a very enjoyable vehicle – it’s honest and makes no pretentious claims, it’s solidly put together, is fun to drive and is very easy on the wallet in

ESSENTIALS RENAULT DUSTER RXZ 110

PRICE AS TESTED: ` 13.94 LAKH, OTR, Chennai TESTED BY: Pablo ACQUIRED AT: 3339 km LAT MILEAGE: 11,236 KM FUEL EFFICIENY (OVERALL): 12 kpl EXPENSES: None NIGGLES: Dead cigarette lighter, schizophrenic audio system

terms of its drinking habits. Like I said, Renault, consider these the noises of someone wanting to drive it for a while longer.

MAY 2013

BUSINESS STANDARD MOTORING

133

SURVIVOR BAJAJ PULSAR 200NS

YELLOW FEVER Under a lakh, there’s no denying that this is one of the best deals ever

I

don’t think we’ve given Bajaj’s latest Pulsar enough credit. This is one of the finest home-grown production machines in the country today. For the price, it’s fantastic and in just one single year, Bajaj has produced two of the best motorcycles on sale right now. Sure, KTM’s technology has helped them make this massive leap, it’s not easy meeting this kind of success. In turn, KTM benefitted from Bajaj’s cost-effective mass-manufacturing expertise. Credit where credit’s due. Good job, Bajaj.

ESSENTIALS BAJAJ PULSAR 200NS

PRICE AS TESTED: ` 99,220 OTR, Mumbai TESTED BY: Aneesh ACQUIRED AT: 2878 km LAST MILEAGE: 3930 km FUEL EFFICIENCY: 36-38 kpl EXPENSES: None NIGGLES: Clanking bits here and there

134 BUSINESS STANDARD MOTORING MAY 2013

We’ve spent nearly a year with the NS and all things considered, we really wouldn’t hesitate in recommending one. Like we mentioned in our earlier report, the 200NS is stunning. It looks purposeful, the proportions are just right and save for the hideous hugger, the 200NS looks pretty good. We’ve ridden the Pulsar hard for almost the entire time we’ve had it and yet, no real issues have cropped up. The much-improved build quality was also much appreciated. In the city, it’s nimble and quick to change direction though we

don’t like that slightly top heavy feeling. Riding out on the highway, it’s a much more comfortable motorcycle than the Duke 200, it can cruise better at a higher speed and even on the economy front, it wins. No doubt, the KTM will eat it raw in the twisties and tighter urban spaces, but the Pulsar is just better everywhere else. It’s fun, fast, practical, good-looking, built right, has a good service backup, is priced spot-on and simply put, it just works for India. There are a few niggles but none of them are even close to being deal-breakers. If this is a teaser for Bajaj’s future, the future looks very promising indeed. So promising, in fact, that we’re getting impatient – just bring the 375 already!

SURVIVOR MAHINDRA DURO

CHUGGING

ALONG The Duro proves itself very handy during a move

new house which has no parking for cars has put me in a bit of a spot. I’ve managed to find safe parking for both my own Indica and the Quanto long termer, of course, but it’s a good four kilometres away from home. That’s when the Duro comes in, basically acting as my shuttle between the car and home. It starts up at half crank nearly every time, and when it doesn’t, pulling the choke usually gets the job done, and so far, it’s been very reliable. Thanks to the poor state of the roads though, the rear tyre went flat a couple of weeks ago. I have to admit I’ve been a little lazy with the maintenance of the Duro, as the squeaky suspension and main stand issue haven’t been taken care of yet, but it’s off to the service station for this little scoot next week, I promise!

A

ESSENTIALS MAHINDRA DURO

PRICE AS TESTED: ` 47,264 OTR, Mumbai TESTED BY: Aditya ACQUIRED AT: 22 km FUEL EFFICIENCY: 35 kpl (Overall) EXPENSES: ` 90 for one flat tyre

„

Ground clearance

„

Fuel efficiency „

Headlamps, squeaks

MAY 2013

BUSINESS STANDARD MOTORING

135

QUICK COMPARO E2O VS NANO

MAHINDRA E2O ` 7.01 – 7.37 LAKH

Price (Ex-showroom, Mumbai) ENGINE

3 phase induction motor with 48v battery pack, 25.4 bhp@3750 rpm, 5.4 kgm@0-3400 rpm

TRANSMISSION

Automatic

DIMENSIONS

in mm (L/W/H) 3280/1514/1560

WHEELBASE

1958 mm

GROUND CLEARANCE

180 mm

KERB WEIGHT

830 kg

You can say it’s India’s first serious massproduction all-electric car. You can tell them it will look like a Lamborhini if they squint very much, and that you can seat four in it and ferry them around for roughly 110 km on a full charge. You can even tell them it can be unlocked using your smartphone, though that may not end very well...

That two of the four people (the ones on the rear bench) the e2o will accommodate will be a bit cramped. Okay, charging is technically simple, but you may have neighbours making a fuss for consuming general electricity units (some of us know better about this) five hours a day. Also, the ABS plastic panels don’t feel very strong, and for the limited practicality on offer, it’s expensive.

Some will say you should have bought a Swift, or even an Alto, instead. Some will pose perplexing questions such as ‘what happens if you drive it on flooded roads?’. Most will think of it as a cute car, though, but only if you park it next to your BMW 5 Series. And keep safe distance from technologically inclined grandpas!

Because it’s easy to drive in the city, because it’s got smart features like regenerative braking, GPS, a cool multimedia interface on the top-end version, and overall good-quality interiors. Importantly, it’s electric, hence environmentally responsible. Also, it looks like a Lamborghini if you squint very much...

136 BUSINESS STANDARD MOTORING MAY 2013

1 2

FIRST, THE ESSENTIALS

WHAT WILL YOU TELL YOUR FRIENDS ABOUT THIS CAR?

4

WHAT WILL YOUR NEIGHBOURS THINK OF YOU WHEN YOU BUY IT ?

TATA NANO Price (Ex-showroom, Mumbai) ENGINE

` 1.57 – 2.24 LAKH 624cc, twin-cylinder, petrol, 37.4 bhp@5500 rpm, 5.2 kgm@4000 rpm

TRANSMISSION

4-speed manual

DIMENSIONS

in mm (L/W/H) 3090/1495/1652

WHEELBASE

2230 mm

GROUND CLEARANCE KERB WEIGHT

180 mm 600-635 kg

That you’ve bought a car for the masses , projected to be sold with a ` 1 lakh sticker, that now retails at more than twice that figure. That said, it’s a packaging marvel and not only can you seat four in it in comfort, but also perhaps squeeze in a fifth person. It’s got a fantastic air-con, a tiny turning radius and is fun to drive.

3

WHAT WILL YOU HIDE FROM YOUR FRIENDS ABOUT THIS CAR?

5

WHY IS IT BETTER THAN THE OTHER?

That if you had shelled out a little more money, you could have got yourself a ‘proper’ Alto 800. That it’s got a tiny twin-cylinder engine, and that while it accelerates decently, deceleration may be an issue given that it has drum brakes. Also, like the e2o, it doesn’t have a powerassisted steering unit – sigh! Oh, and looks like compressed Indica, not a Lambo.

That you could have bought a ‘proper’ Alto 800 had you shelled out a little more money, that it’s ‘too small’, and that you could have replaced your two-decade old Maruti 800 with something more premium. Some may admire your austere tastes and appreciate you for not contributing to traffic congestion and for sucking up Mother Earth’s natural resources, but most people will just think you are boring. Unless you buy one in yellow...

Because it’s larger, has a stronger powertrain, looks more conventional and, most importantly, can be driven for nearly 375 km on a single tank of tuel. Also, it takes barely two minutes to fill up that 15-litre petrol tank. Oh, and for the price of an e2o, you could buy three Nanos and still have some money left for a few tankfuls.

MAY 2013

BUSINESS STANDARD MOTORING

137

THE DIFFUSER

DON’T ASK ME NOW M

RUMAN DEVMANE

THE APPROVAL OF YOUR LOAN APPLICATION HAS NO ANSWER – IT IS ALWAYS A QUESTION

y automobile scale model collection reached the dozen mark a few months ago, and it hasn’t grown since. It began once adulthood (reluctantly) kicked in and bears no correlation to the gazillions of Hot Wheels models a succession of aunts have tripped over and/or been partially blinded with. So far, I have managed to get my hands on a BMW R1200GS, three classic Vespas, a Lamborghini Miura and an Airbus A380 which has a tail-fin so sharply crafted out of unforgiving metal, I weep like a baby every time I even look in its direction. That’s apart from a Lotus Evora (or is it an Exige? I can never tell) that I inherited from Rohin and also a little yellow Mini Cooper S, a Renault Alpine and a (wait for this) Duster. As word of mouth about my tiny collection spread, I landed a ’64 Corvette, a ’42 Harley-Davidson WLA and a MercedesBenz S-Class from a quick succession of (ex)girlfriends – well, that’s good taste in automobiles! Now, I don’t aspire to own a huge quantity of scale models, but I do want to collect all generations of the Mercedes S/SL-Class. And that’s looking like a problem. You see, as I recklessly wade through rack after rack of scale models at the local supermarket, trying my best not to look like someone who doesn’t have a real car or is a thief, a man of the most diminutive stature crawls up behind me and asks ‘Yes, Sir?’. If you ignore the forceful bestowment of knighthood, the implication of the question is even harder to digest. Now, here’s a man

who wouldn’t be able to identify a Yamaha YZR M1 if it were to slip into his sheets in the dead of night, and he’s posed a question that not only has no answer, but also has no meaning. If this is to enquire whether I intend to steal or not, there’s a fat chance he’s getting the truth out of me. And beyond this, I don’t see what purpose his question would serve. This, then, must be his vague idea of customer service. And, as I am sure you will agree, this is the case with all kinds of customer service mannerisms in the country. Go to a restaurant and you will be asked of whether your main course is well-prepared. Well, if you weren’t sure of it yourself, how could you serve it in the first place? This gets worse when you visit a car dealership. The answer to each of your questions regarding fuel-efficiency, ride quality and warranty is ‘Sir, tea or coffee?’ Your query related to the car’s delivery date is always answered in the accessories section, where you are lured with floor mats you would never buy of your own will, and the approval of your loan application has no answer – it is always a question. Buying a new motorcycle is an even worse experience because no one has a clue what a disc brake actually does, or what the abbreviations pasted on the flanks mean. And they can’t even lure you with floor mats. So here’s a word for everyone who wishes to sell anything at all – study your product like your life depends on it and don’t ask questions that make customers flee to the truly awful automotive accessories section. For every ‘Yes?’ you ask, the answer can be a very amusing ‘No’. I’ve tried it, and it’s very, very funny.

[email protected] 138 BUSINESS STANDARD MOTORING MAY 2013