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motoringnews L o g o n t o w w w. ov e r d r i v e . i n / n e ws/
Renault-Nissan Daimler to jointly develop, build cars Agreement to promote technology and capacity sharing Renault-Nissan and Daimler have agreed to participate in joint vehicle development, engines and technology sharing and more in their recently announced new agreement
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he Renault-Nissan Alliance and Daimler are now officially partners. Weeks of intense speculation led up to the actual announcement at a press event in Brussels, Belgium. Carlos Ghosn, CEO of Renault as well as Nissan and Dieter Zetsche, CEO Daimler ceremonially signed an agreement that heralds widespread co-operation between the two
companies. The arrangement, however, will not lead to a tripartite version of the Renault-Nissan Alliance. That said, global combined sales of the three companies put together trail only Volkswagen and Toyota. As a gesture cementing the agreement, Renault will take 3.1 per cent stake in Daimler and the German auto major will receive a reciprocal stake in both Renault and Nissan. In his speech, Zetsche said,
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motorcyclenews L o g o n t o w w w. ov e r d r i v e . i n / n e w s
KTM shows off electric off-road future Austrian dirt bike major plans serious off-road capable electric two-wheelers
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TM bikes have always been among the best off-roaders in the world. So the Austrian bike maker’s decision to go electric in 2008 sounded serious. KTM has finally unveiled its electric off-roader range in off-road and enduro guise called Freeride which it claims is near production-ready. KTM has patented its electric drive and battery technology. The bikes will feature a permanently energised synchronous motor with
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a peak power output of 30PS at 6000rpm and 43Nm of torque from 500rpm. The battery will generate 2.5kWh with a max voltage of 300 volts. Weight, a big constraint in electric vehicles, has been cleverly kept at just 90kg. KTM claims the bikes will offer performance similar to a conventional off-road bike and will be much easier to ride. Top speed is claimed to be 70kmph. Except for the electric drive, the bikes look similar to conventional ones and
employ a lightweight frame design with forged aluminium components. The off-road bike runs 21-inch wheels and adjustable USD forks. KTM has focused on resolving the EV woes. The battery charges up completely in just 90 minutes. It can also be removed and replaced quickly. KTM aims to price the bike below 10,000 euros (Rs 5.9 lakh) which is in the same league as a conventional KTM off-road motorcycle.
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NAT RI P
Driving force The NATRIP plan fashions future of Indian auto industry Words Halley Prabhakar Photography NATRIP
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he Indian automotive industry has grown at a spectacular rate and has come a long way since the delicensing in 1991. The last decade has seen almost all the global majors set up their facilities in India. Vehicle production has doubled, from 5.5 million units in 2001 to 11 million in 2009. It is the surge in the number of Indians with high purchasing power along with a growth in economy over the past few years that have attracted major auto manufacturers. The Indian automotive industry is growing rapidly while there is a stagnant rate of growth in the auto sector markets in the USA, the European Union and Japan. This has helped in the shifting of capital to the auto industry in India. The intensely competitive auto industry has resulted in a plethora of choices at competitive costs for Indian consumers. This has resulted in the auto industry being among the most productive in the Indian manufacturing sector. To maintain this high rate of growth and retain the allure of
the Indian market, the Ministry of Heavy Industries drew up a ten-year plan for the automotive industry in 2006. One of the most important government initiatives as part of this plan was the National Automotive Testing and R&D Infrastructure Project (NATRIP). This ambitious project aims to set up a world class automotive testing and R&D infrastructure in India to further increase production and encourage localisation. The project also focuses on boosting exports and converging India’s strength in the field of IT and electronics with automotive sectors. Natrip will also facilitate introduction of international standards in automotive safety, emission and performance standards in the country. India today is integrating into the global automotive industry but there are a few shortfalls which need to be addressed. One is the lack of testing and R&D infrastructure. Natrip will play a key role in the setting up of facilities in various automotive regions of India. The facilities will be fully fledged to meet inter-
national standards and will be operational in the near future. Natrip’s facilities will be based in India’s three main automotive industry hubs, in the north, south and west. They will be located in Manesar, Rae Bareilly, Indore, Silchar, Ahmednagar, Pune and Chennai. The total cost of the project is estimated at Rs 1718 crore. Natrip represents a unique public private venture between the Government of India and the Indian automotive industry. The project is one of the largest public-private ventures undertaken after Independence. Of the seven facilities under Natrip, four facilities will be specialised centres for advanced R&D. These are called centres of excellence (COE). The COE spread across the country will specialise in areas like IT, electronics, alternative energy sources etc which are India’s strengths. Let us see what Natrip is setting up in the country and how these facilities will become a driving force for the Indian automotive industry. MAY 2010 overdrive
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audi q 7 4. 2t d i
Torque show
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OD Rating Price Rs 58,68,000 ex-showroom Mumbai
Does Audi’s humongous Q7 need an equally humongous 4.2-litre V8 twin-turbo diesel? Sure it does!
+ Performance + Refinement + Space - Size - Consumption - Dynamics
Words Sirish Chandran Photography Gaurav S Thombre
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ction in the luxury SUV segment is sizzling and nobody has a better grasp of this segment than Audi. It might be a relative newcomer to the luxury segment but Audi has nailed the SUV formula on its head and now overwhelmingly dominates the segment much to the envy of Mercedes and BMW. The Q7 is more or less the default choice in the segment, helped in no small measure by getting Bollywood bigwigs to endorse and even buy the Q7. But no matter how astute the marketing strategies, at the end of the day what’s re-
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quired are great products and Audi has just the right SUVs for India. In terms of size and sheer visual aggression the Q7 is right up the Indian alley (where size means everything) and then there’s the Q5 which is the right size and right price while for all intents looking like a shrunken Q7. But competition is hotting up, the most recent entrant being the Mercedes-Benz GL350 launched last month. It is Mercedes’ first SUV with three rows of seats and gargantuan proportions to match those of the Q7; in fact the first SUV that can swallow as much square feet of road as the Q7. So how
does Audi welcome competition? With this – the Q7 4.2TDI – the most powerful dieselengined SUV in the country. And to place a well judged kick between the legs there’s the pricing – a scarcely believable Rs 58.68 lakh ex-showroom in Mumbai (just four lakh rupees more than the 3.0TDI), a limited period offer after which it goes up to a more realistic Rs 66.12 lakh. So if you’ve got your cheque book ready, let us proceed with burying the throttle into the carpet. Visually there’s little to differentiate the Q7 4.2 from the more run-of-the-mill 3.0TDI. Hell, there’s nothing to differentiate
it except for the badging on the boot but it is still a stand-out SUV by virtue of towering over everything else on the road. It evokes fear and awe in equal measure and is guaranteed to get you the best parking slots (I know, I tried it). The Q7 had a mild face-lift late last year with LED daytime running lamps which give it further visual aggression while the LED tail lamps do look gorgeous.
V8 diesel motor cranks out a truly extraordinary 760Nm of torque Inside it is much of the same – typically high quality Audi interiors that are sensibly and logically laid out and feel great to operate. Our test car had the S-Line pack with ambient lighting, rear DVD screens, Bang & Olufsen stereo with hard drive, individual buckets seats in the centre with a fridge under the armrest and the stupidly impractical full length panoramic sunroof that doesn’t have a hard cover so at noon the sun mercilessly beats on your head giving you sun stroke and never allowing the air-con to properly cool the cabin. Talk about spending money to make your life difficult. Dynamically nothing changes though this one gets normal 18-inch alloys unlike the last Q7 I drove which has massive (and phe-
nomenal looking) 21-inchers. Consequently the ride quality, especially in comfort mode, is quite good though it lacks that last bit of compliance and suppleness of the Merc MClass. Handling is rather good, not in the league of the BMW X5, but quite remarkable when you consider you’re piloting the equivalent of a three-storey house at 200kmph round a corner. And those triple digits come up rather quickly on the speedo. Displacing 4134cc the twin-turbocharged V8 diesel motor cranks out 340PS of power at 4000rpm (up by 100PS from the 3.0 V6 TDI) and a truly extraordinary 760Nm of torque from 1750 to 3000rpm (up from 550Nm on the 3.0TDI). It’s the torque that makes driving the Q7 4.2 such a surreal experience. Floor the throttle and it’s almost like there’s an invisible hand nudging it forward with a faintly sporty rumble emanating from up front (I don’t believe I’m saying this but diesels are beginning to sound sporty). It’s mated to a six-speed automatic but no matter what gear she’s in there’s always incredible thrust on offer. And what thrust! Switch off ESP, foot on the brake, flat on the throttle, lift off the brake and despite moon-sized tyres and fourwheel-drive there’s wheelspin accompanied by the most intense gs you’ll ever experience in an SUV. With suspension in dynamic mode, hunkered down on those wheels, the nose will still lift, your breath will be sucked out of you and 100kmph will come up in 6.5
4.2-litre V8 cranks out 340PS and a scarcely believable 760Nm of torque
S-Line pack gets individual bucket seats at the centre with a fridge under the armrest
Both second and third row of seats fold flat into the floor
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M e rc e d es - Be nz E 35 0 coup e
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The E-Coupe is the sportier side of the world’s best executive sedan Words Vijayendra Vikram Photography Gaurav S Thombre
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am a jeans and T-shirt guy. But this does not mean I do not like dressing up. I have my own fantasy about making statements with the right attire. But the problem for a petrolhead like me is that no fantasy is ever complete without the right set of wheels. For instance, I’d love to get off a Triumph Bonneville sporting a vintage Dainese jacket or make an entry in a black suit from the backseat of a black (yes!) Mercedes S-Class. A black Lamborghini would so complement a $1000 Adidas black leather track suit but I never quite found something that would go with my single-breasted white jacket. A Merc E-Class is a tad too formal and I’m not willing to place my bets on a BMW Z4 - it’s just too sporty for it. Back in the real world, when I was still hunting for options to fulfill my weird ‘white jacket’ fantasy, I stumbled upon the first pictures of the Mercedes E-Class Coupe. The green coloured car with supermodels draped over it just fit my fantasy and not to forget, my white jacket. You don’t get to see cars like this in India everyday - I mean coupe versions of popular sedans. And when the sedan in question is one of the best executive cars in the market, it is bound to generate a lot of excitement. Though it has the same face, the coupe is as different from the sedan as James Bond is from Remington Steele. It retains the suave elegance of the sedan but gets a halo of allure around it, something that makes it irresistible. Now that’s rare and that is why I’d love to be seen in one. The E-Class Coupe isn’t an all-new model family in the Mercedes line-up. In fact, the coupe dates back to the eighties, when the brand had both sedan and coupe versions of the E-Class. Mercedes later moved on to a new nomenclature for the coupe and thus the CLK-Class was born. The CLK was built on the C-Class platform but was closer to the E-Class in terms of styling and specification. And now Mercedes-Benz is returning to the older naming scheme. The CLK replacement will be called the E-Class Coupe. The new car is built on an extended new C-Class platform (code-named C207) but shares 60 per cent of components with the E-Class sedan, including much of the styling. The coupe has turned much more premium and upmarket in the process. The E-Coupe’s charm is all about its styling. Which is identical to the E-Class sedan’s except for fewer doors and a sloping roofline but has a persona of its own. The long bonnet and short rear give it an alluring MAY 2010 overdrive
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La m borg h i ni Gall ar d o sup e r l eggera L P 570 - 4
Light Fantastic! Tripping in the Lamborghini Superleggera LP570-4 Words Bertrand D’souza
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Merce d es - B e n z S LS A M G
Gull before the storm Driving the SLS AMG on the Carrera Panamericana route in Mexico Words Shubhabrata Marmar
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On deaf ears Sporting the first completely new engine in its 35-year history, the new 911 Turbo is defiantly, deafeningly Porsche Words & Photography Sirish Chandran
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obody can turn a deaf ear forever. Not even Porsche. But first a little perspective. The Zuffenhausen boys determinedly do things their own way; a few critical remarks here or there don’t really faze them. After all we baulked and hollered at the Cayenne’s snout but that’s emerged as the best-selling and most profitable Porsche line. And so emboldened they set about spanking the Panamera with the same stick, never mind what journos thought about the styling direction. But more than anything else Porsche has persisted with the rear-engined layout for the 911, staying loyal to a weight distribution that has barely changed since Ferdinand Porsche scribbled out the Volkswagen Beetle. It, plainly, shouldn’t work. It, plainly, works. Thanks to the Einstein-like genius of Porsche’s engineers something so fundamentally wrong has been made to work incredibly well. But even Porsche can’t persist with something as breathtakingly counterintuitive as the PDK twin-clutch automatic’s steering wheel rocker switches. Letting aside the fact that shifting gears using rocker switches is a silly break from traditional paddles, Porsche goes on to bludgeon convention on its head. We’re used to pulling back with the index finger for an upshift and pushing back with the thumb for downshifting. Same too with the gear lever in the manual
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Road Rocket Triumph has realigned the Rocket from cruiser to roadster Words Harriet Ridley
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riumph has uprooted its Rocket III from the cruiser category to re-introduce it to the world as a Roadster. Oh, and gave it more power and torque in the process, as if the bike needed it! So does the Rocket III Roadster cut the English mustard in this bad-ass category? It’s been almost six years now since Triumph first launched the biggest production motorcycle in the world. The Rocket III has the world’s largest purpose-built motorcycle engine – a massive 2,294cc – with three pistons of the same diameter as those found in the five-litre Dodge Viper: is 101.6mm big enough for you? It also produces an arm-wrenching 140PS and 200Nm of torque at a mere 2,500rpm. Only cars generate torque figures close to their bhp; with bikes it’s usually about half. We’re used to 140PS motorcycles, but not ones with such colossal torque, and certainly none that make so much grunt at such impossibly low rpm. At the Rocket III’s 2004 launch, Triumph claimed it produced more torque at idle than a Suzuki Hayabusa at its absolute peak. Oh, and that it out-accelerates a Yamaha R1 to MAY 2010 overdrive
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On the rocks
Learning to do the Scandinavian flick on a frozen lake near the Arctic Circle Words S irish Chandran
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erhaps the most anal question anybody can ask a Scandinavian rally driver is what makes them such quick drivers. Every journo, without fail, has vomited this question to a Scandinavian and in keeping with fine traditions so did I, a few years ago, when I met my childhood hero Tommi Makinen. In the good old days this would result in a wrench smashed through the skull but in these media-friendly days the wrench is replaced by an apologetic smile as they blurt out the inevitably dour-faced I-don’t-knows. Well, I do. And it is a frozen lake. Actually many, many frozen lakes. Now you’d assume a frozen lake is no place to hone your rally technique. Temperatures are a bracing minus 25 degrees, you’re dressed like a bear and forget walking; it’s so slippery that standing is difficult. Driving round and round the big oval track on the lake is just bizarre, an exercise quite lacking in sanity. But that’s exactly what we’re doing as former European rally champion Jochi Kleint watches us from the outside, screaming instructions into his radio, tutoring us on car control: “Car number 8, give gas, give gas, now catch it, catch it.” Welcome to Arjeplog, the winter testing capital of the world, the most surreal place on god’s earth. Just short of the Arctic Circle, this town of 1500 inhabitants swells to 5000 during
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Exotica Italiano A taste of the Ducati 848, the Italian middle weight Words Abhay Verma Photography Gaurav S Thombre
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have ridden a lot of Japanese bikes. Even before Yamaha officially launched the R1 in India, I had already ridden one courtesy a friend. And when Suzuki and Honda followed suit I was lucky enough to swing a leg over both bikes. But Italian bikes such as Ducatis were something I had only seen in pictures. To get to ride one was always a dream. There’s no doubt in my mind that the Italians know style. And they have other strengths as well - gourmet food, gorgeous women and they also make some of the most exotic supercars. But to me, the erotic Italian sportsbike is what makes us enthusiasts go weak in the knees. Ducatis are without exception recognised as the most beautiful motorcycles on the planet. When Ducati officially set up shop in India in 2008, Vikram and Shumi were lucky to go to Delhi for the launch and ride the Monster S4RS and the 848. Unfortunately for the rest of us in office, Ducati hasn’t given us a test bike so far. And owing to the price tag, not many Ducatis can be seen on the roads. But then, a close friend of mine did what not many superbike owners, especially Ducati owners do. He gave me his brand new 848 to ride. Launched internationally in early 2008, the 848 replaced the middleweight category for the hardcore Ducati 749. The 848 was also an attempt at making the bike more enjoyable on road along with the track, as opposed to the 749’s pure racing focus. The 749 was a bike that was racing in the Supersport class against 600cc inline-four engined motorcycles. When Ducati enlarged the 999 replacement to 1098cc in anticipation of the 1200cc rule in World Superbikes, the growth of the 749’s engine was natural. The 1098 was the natural inspiration for styling, and it also ensured that the 848 would be a lot easier to ride than the cramped and uncomfortable 749.
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ro lls - royc e g h ost
Genial Ghost The new Ghost will boost production for its maker while being a more affordable Rolls-Royce Words Ray Hutton Photography Rolls-Royce
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host may seem an oddly ethereal name for something as substantial as a car but it has history with Rolls-Royce. When it was announced as the name for ‘RR4’, the smaller and less expensive model based on the 200EX show car, there was a suggestion that this is a return to a famous model name from the marque’s early days. That is not strictly true. The original Silver Ghost was a unique car, first shown at the 1906 London Motor Show, which had an aluminium-painted body and silver-plated components and was proudly proclaimed as ‘the best car in the world’. The 40/50hp models that developed from this famous prototype became known as Silver Ghosts but were not designated as such. Rolls-Royce did not refer to them as Ghosts until the first Phantom was launched in 1925. The smaller car that followed three series of Phantoms in 1938 was called the Wraith and was revived after the Second World War as the Silver Wraith. Silver Cloud, Silver Shadow, Silver Spirit and Silver Seraph continued this line but the current BMW-owned company has decided not to follow that theme – despite the new Ghost being offered with a two-tone finish where the bonnet and windscreen frame are painted silver. Silver or not, the Ghost represents a significant step for Rolls-Royce. It will double, perhaps triple, production at the factory that BMW established on the Goodwood estate in the south of England. And it makes ownership of a new Rolls-Royce just a little more attainable – the UK price is Rs 1.3 Crore compared with Rs 1.83 Crore for a Phantom (Indian prices are double). Given Rolls’ position at the top of the automotive price league, that is a good move for these recessionary times. Coincidentally, the old Rolls-Royce company did something similar in the 1920s, when the Twenty and 20/50 models kept the company going through the Depression. Which perhaps is why Tom Purves, the retiring chief executive of today’s RollsRoyce Motor Cars, says that the company has always been at its best when it has two model ranges: large and small. In this case small, is relative term. The new Ghost, at 5.4m, is still one of the largest production cars available. The Phantom is over 5.8m but even the extended wheelbase BMW 7 Series and Mercedes S-Class are 18cm shorter than the Ghost. Tom Purves describes it as ‘elegant but more informal’ than the Phantom and when you see it in the metal
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JAGUAR XJ
On the prowl Jaguar’s back in the hunt with the new XJ Words Ray Hutton
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aguar’s renaissance is now complete. The launch of the new XJ completes a process initiated more than three years ago when the company was still part of Ford and from which the new owner Tata stands to reap the benefit. The XF sedan, launched within weeks of the Tata takeover two years ago, was the first of a new style of Jaguar, breaking the traditions established by its founder William Lyons in the 1960s. Now there is a new XJ, the flagship of the range, replacing the car that was for decades the archetypical Jaguar. You won’t mistake it for the old model but thanks to some styling cues from the XF it is easily identified as a Jaguar. The shape is resolutely modern, the presentation bold, confident, perhaps even a bit flash. Jaguar aims for conquests, to take customers from Mercedes, BMW and Audi. The new car is good enough to do that. Actually, that is not so much of a surprise because the last XJ was an excellent car in a dowdy set of clothes. All it needed was a makeover. In 2002 Ford encouraged Jaguar to make a big technological leap. Recognising that cars in the future would need to be more fuel-efficient, Jaguar adopted a new manufacturing process, making the car’s body and chassis from aluminium pieces which were riveted and glued together rather than welded. The result was a car that was significantly lighter not only than all of its steel-bodied rivals but also the only other aluminium-hulled executive car, the Audi A8. But instead of advertising its high technology, Jaguar chose to design a body that was scarcely distinguishable from its predecessor. The XJ didn’t sell well, proving that most customers in this market sphere are more interested in appearance than technicalities. It took Jaguar a long time to learn from this mistake but the new XJ is its answer. The exciting coupe-like silhouette covers the same aluminium chassis incorporating the new engines introduced last year in the (steel-bodied) XF, some refinements in suspension design, and the latest developments in automotive electronics. Jaguar likes to talk of its products as ‘beautiful fast cars’. Whether this new XJ is a beauty depends on your viewpoint. And perhaps on its colour. Jaguar design chief Ian Callum draws attention to the window line, long and narrow with a thin frame and which apparently wraps around the rear quarters. In fact this effect is created with black masking around tinted glass and matching plastic inserts. On a black car, the illusion is convincing, with lighter colours, less
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m arut i 800
Curtain call
The Maruti 800 is retiring after 26-years of unstinting service to the nation. Our farewell speech Words Kshitij Sharma Photography Gaurav S Thombre
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he beauty of the spartan Maruti 800 is that you can’t find anyone who hasn’t either owned one, or driven one at some point in their lives in India. A simple automobile that changed that an entire nation’s notion of what cars are supposed to be, and what they are supposed to do. Step back 27 years and you’ll find that people thought starters were people who pushed your car until the engine woke up. A year later, Maruti Udyog’s first Indian product changed all that. But not immediately. A revolution in disguise, it wasn’t exactly given a warm welcome. In fact, it was scoffed at. It was called, variously, a ‘dabba’, hazard on wheels, an autorickshaw with an extra wheel and at times even a very expensive cremation ceremony. The reason for this particularly morbid hostility was that it did not match our definition of a car.
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M i c h e l in p ilot s p ort 3
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Upper level The Pilot Sport 3 is Michelin’s latest performance tyre Words & photography Vijayendra Vikram
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tyre launch can be fun especially when a GT5 prototype race car is shod with high performance road-going rubber. And the car is powered by a Suzuki Hayabusa engine! The occasion was Michelin’s Pilot Sport 3 launch where journalists from all over Asia gathered to sample the French brand’s latest sports tyre. We were initially kicked about getting a taxi ride in the racer but when it turned out to be a singleseater, the prospect sounded spicier than Thai cuisine. The Pilot Sport 3 (casually referred to as PS3 like the gaming console, no relation) is the latest tyre in the Michelin Pilot range and has been two years in development. The biggest challenge was to achieve better grip, hence better performance, while increasing the fuel economy. The Michelin engineers did not want to sacrifice one aspect for the betterment of the others. The PS3 features three advanced technologies that allow it to meet its design goals. The first of these is the Sport Power Compound. To enhance wet grip, it uses a wet grip elastomer which is dense but flexible to cut through water and find grip on the dry surface underneath so you can steer and brake, even in the wet. Backing it up is a durability oriented elastomer which is flexible also, but resists breaking up for tyre life. Finally, silica is used to reduce heat build-up, limit heat losses and this cuts fuel consumption as well as lower carbon emissions. The Anti-Surf System incorporates a curved shoulder design instead of the conventional square profile. This dissipates larger volumes of water to reduce aquaplaning. The third technology is programmed distortion architecture that maintains the temperature of the tread for optimal performance. MAY 2010 overdrive
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BMW 330i
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Aud i A4 3. 2 FSI
Power for the course Who drives hardest across the green? Words Bertrand D’souza Photography Gaurav S Thombre
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eading a press statement around three months ago that claimed BMW had ascended to leadership position in the luxury car segment stupefied us. It’s no big secret that BMW addresses a niche consumer fixated on dynamic luxury. But when BMW pushes the philosophy of the Ultimate Driving Machine, is the consumer truly looking for the ultimate driving thrill? I think so. We assume BMW did so well in the first place because it made cars that people enjoyed driving themselves, enthusiastically. That however is not the only school of thought. Mercedes strongly believes that luxury and comfort that pamper are the ultimate draw. Strangely though both the new C- and E-Class are far more dynamic and powerful than the generation they replace. Both are also highly luxurious and opulent but the new dynamic character is what elevates them. And both cars are doing extremely well in their present avatars. That poses a question: is it dynamics and power that are the big draws or is it elegance, comfort and luxury? We think power and dynamics, because luxury is a given. There may be levels but you cannot deny that every car from the three German marques is luxurious. Now it may come as a surprise but you won’t see a Mercedes in the next few pages, because where we were looking for answers, Mercedes just didn’t have anything compatible in store. However Audi does; the four rings are an icon when it comes to dynamic motoring. And Audi, with the new A4, staked a larger gambit to claw its way past BMW by introducing it with the full-house 3.2-litre V6 FSI engine. Now BMW has responded, retiring the 2.5-litre straight-six from the 325i and introducing a new range topper to the 3 Series, the 330i with a 3.0-litre straight-six. Point of the matter is that a horsepower race has begun, even among the gentry of the luxury segment. I do expect that at some point Mercedes will also join the fray. As of today and for some time ahead it has nothing to offer apart from the supercharged four-cylinder C230K. As for this new state of affairs between BMW and Audi, we have compared the two before and Audi has been the choice. So without occupying much more real estate, does BMW’s new engine give it the grunt to move ahead? MAY 2010 overdrive
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Bonsai bomber
The radial-engined mini bike made by Coimbatore based UMS Technologies is truly a little wonder Words Vijayendra Vikram Photography Abhay Verma
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hings are looking up for the Indian bike enthusiast. There are bikes in all shapes and sizes available and, provided you have adequate cash, you stroll into a showroom to fulfill your dream of owning a superbike in India. Even Indian bike makers are doing their bit; look at bikes like the Yamaha R15 and FZ-16 or Honda’s latest commuter with a twist, the CB Twister. The future has a lot more in store. After the Ninja 250, a slew of bigger Kawasakis and KTMs are waiting to hit the showroom. The new Pulsars are due any time now and I’m ready to bet my Oakleys Bajaj has a twin-cylinder engine ready. But it may not be the only manufacturer working on a multicylinder motorcycle. The bike I’m riding today is not a twin, triple or an inline-four. In fact, it has no less than seven cylinders spinning the crank, and it is made in India. But before you flip your lid, let me tell you this is not a litre-class superbike but a puny pocket bike powered by a seven-cylinder radial engine. The maker of this bike is Coimbatore based UMS Technologies that manufactures components for a wide range of applications ranging from aerospace, computers, medical equipments and automobiles. UMS is among a handful of manufacturers of radial engines that are mostly used in model aircraft. UMS makes 35cc, 70cc and 250cc versions of these engines and also has a nine-cylinder 90cc engine. Radial engines were used for bomber aircraft during the world wars. They were preferred due to their simple construction, and didn’t need liquid cooling. They were lighter compared to the inline engines of the time and made more power. In the jet age, radial engines still find MAY 2010 overdrive
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r e d roost e r p e r for manc e
Redline
Red Rooster sets up shop for performance enthusiasts Words Halley Prabhakar
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he Red Roosters came into existence almost a decade back when a group of riders started a superbike club in Bengaluru. Those men eventually went on to start India’s first privately owned motorsport team, Red Rooster Racing. Today there’s no disputing that Red Rooster Racing is one of the most prolific names on the Indian racing scene. The name, the drivers, even the company’s red, white and green signature colours are enough to get the blood pumping through the veins of Indian enthusiasts and motorsport fans. Red Rooster Racing has taken part and claimed titles in everything from rallying, car and motorcycle circuit
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racing, karting and even pro bicycling. After storming the Indian motorsport arena, Red Rooster Racing is now all set to get into the aftermarket scene. We recently stepped into the state-of-the-art engineering and technical facility in Bengaluru to see what the rooster has on offer. Called Red Rooster Performance, the company is a division of Red Rooster Racing and is headed by seven-time national rally champion, N Leelakrishnan, who is also the director of Red Rooster Racing. The facility is a one stop shop for all kinds of performance upgrades and is the first of its kind in the country. Whether it’s a performance filter upgrade or a fully blown race car, Red Rooster will do it all. With
strong technical expertise and industry leading performance brands to choose from, enthusiasts finally have cause to rejoice. Located on the outskirts of Bengaluru, the facility is spacious and can accommodate a large number of cars. We feasted our eyes on various types of cars including group N+ rally cars to Cedias producing 250PS, on our visit to the place. The equipment in the facility is state-ofthe-art and involves some serious tech. It includes a chassis dyno that can be used to check the power output figures of a car. The advantage of using a dyno is that one can get accurate results of the power being produced at the wheel of a car. Before any performance modification, the car is tested
Rally car conversion for Red Rooster Racing happens here
on the dyno and then tested again after the modification is done. This way the customer gets a real time figure of exactly how much power has increased rather than just a percentage increase which most performance shops these days quote liberally. There is a suspension dyno as well that simulates load on the suspension member and helps in setting up the suspension to one’s requirement. We also noticed a flowbench being used at the facility. A flowbench is used to simulate air flow and test a component that is required to flow gas. The flowbench is mostly used in testing the flow capabilities of the intake and exhaust ports and helps in perfectly porting the cylinder head. Red Rooster Performance is also the authorised distributor for various brands. Namely, Spider Performance from
performance filter upgrade or fully blown race car, Red Rooster will do it all UK for performance tuning boxes. These tuning boxes increase the power output of the car depending on the model and the exact gain can be tested on the dyno. A major brand associated with Red Rooster is Tein, a suspension manufacturer from Japan specialising in aftermarket suspension units for a road vehicle such as a Toyota Innova to a high performance vehicle like the Nissan GT-R. Speedline Wheels, manufacturer of competition wheels from UK, Toora lightweight wheels from Italy, NGK spark
plugs, Exedy performance clutch plates, Mintex brake pads and BMC air filter are a few of the other big brands that are also associated with Red Rooster Performance. A performance shop can’t be called one if it isn’t into turbocharging and supercharging. Red Rooster Performance doesn’t leave this form of modification behind and offers turbo installation kits from Australia. Adding to Leelakrishnan’s experience in turbo builds, the end user is sure to benefit. These days one can buy exclusive performance parts for a car and get it installed at quite a few places; but what sets Red Rooster Performance apart is the attention to detail combined with industry leading brands and equipment. Red Rooster Performance will also explain how performance works, give solutions and advise you on performance modifications that should or shouldn’t go into your car. The Indian motorsport scene is growing at a good rate and is seeing more Indians competing in domestic events as well as internationally. Red Rooster Racing has been a major contributor to motorsport in India and is now set to do the same in the aftermarket and performance scene as well. The Indian performance scene has got to the point it is today thanks to the tuners who are constantly trying to extract more power from a car and manufacturers who have been launching performance products in our country. Red Rooster Performance wants to take it beyond just tuning and offer everything under one roof to make it a one stop shop for performance modification and eventually expand to other cities in India. The good times are coming and Red Rooster Performance will show the way.
The suspension dyno and the spring load tester help in achieving the right suspension setting
The flowbench here is used to measure the air flow capacity of the intake and exhaust ports
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motorsport F1 NEWS MOTOGP WRC INDIAN
Single and available MRF’s new Formula 1600 is an international-spec single-seater that will be a boon to up and coming Indian drivers Words Sirish Chandran Photography Gaurav S Thombre
This single-seat formula car has been built by J Anand’s Coimbatore-based workshop to a Van Diemen design
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othing soothes frazzled nerves than confidence. Over the years and over numerous tests I’ve realised the only way to calm harried driving instructors and chief mechanics – all mortally terrified that the clown from India will grenade the gearbox and put their car into the
barriers – is a confident stride. Helmet tucked under the arm Top Gun style, race suit casually tied around the waist, shades hiding the fear in your eyes, a casual nod of acknowledgement to the mechanics. It’s an art, but I’ve been around long enough to have mastered it. That, and a bit of BS. So when Peter, chief mechanic for MRF’s new Formula 1600 asks
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bootlid similar vehicle in your garage? write to us at editorial@overdrive.co.in
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better riding
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Car buyers guide
BMW 5 S er i es Wrap u p
Ain’t no sunshine when she’s gone! Sirish’s fling with the 5 Series ends... much too soon
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Total Mileage 3100km Date acquired MAR ’10 THIS MONTH: MilEage 910km Fuel 107 litres eFFICIENCY 8.5kmpl
or months you long for a nice, fast car to take off in. Then when said car lands in your garage you have no time. It’s been just that for the past two months – there’s the 530d in my garage and I’m sitting in a plane. And when I’m in town there are other cars that need to be tested and driven. Now the 5 goes back after a rather short stint because the new 5 has arrived. I haven’t driven the new 5 but by my experience with
my long-termer here’s my list of things I’d like improved. Ride quality. I know what I said last month but on the expressway when you’re stretching her (ample) legs the ride does get rather uncomfortable. In corners the bumps throw the 5 all over the place, more compliant suspension will allow her to corner faster. Effort. It’s probably what makes the 5 so involving but in the city the steering could do with more assistance. It does have variable
assist but the assist at parking speeds needs to go up. And while we’re on parking, a rear camera should be on the options list. I thought I’d add better interiors but I know better interiors are on the way. Bert also tells me that the new 5’s suspension is more compliant but I really hope they haven’t messed with the 5’s DNA – the communication, involvement and brilliance. I can’t wait to find out how the new 5 turns out. Sirish Chandran
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Gear & Gadgets To p - n o t c h t o y s f o r t h e m o s t d i s c r i m i n at i n g t a s t e s
Tag heuer for ladies Maria Sharapova flaunts her Tag Heuer
Tag Heuer has launched watches specially for the ladies. Take your pick from the Monaco with white alligator strap (on Maria) or the Formula 1 that sports 60 diamonds. Also available are stylish eyewear to beat the summer sun. Price: Rs 99,000 onwards (for watches) Available at leading watch stores across India
Oakley MotoGP
Zippo Harley collection
Dorna communication has official tied up with Oakley for the MotoGP collection. Currently available in four models. Suit yourself.
The bikes are here and so are the Zippos with cool HarleyDavidson logos. Time to flaunt ‘em. Caution: They may just be an excuse to smoke more!
www.oakley.com
www.zippoindia.com.
Rs 4,800 onwards (excluding duties) 196
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Rs 2500 onwards
Ferrari 458 Italia 1:4 scale model This super detailed 1:4 recreation of Ferrari 458 is true to the minutest detail and was also displayed at the car’s world premiere. It costs more than a small car but for the price you get everything as it is on the real deal. Available in a limited run of only 50 pieces, so hurry up. Price: Rs 4.15 lakh (excluding duties) www.amalgamcollection.com
Motorola Milestone
Motorola’s Milestone is probably the first Android 2.1-powered phone for India. It offers the ability to use multiple applications at once and is one of the world’s thinnest QWERTY sliders around in the market.
Rs 32,990 approx www.motorola.com/in
Porsche Design Diver’s watch
Furniture on wheels Hyderabad based designer Sudhakar Yadav’s office furniture collection is inspired by vintage cars. So you get sofas inspired by Fords and Buicks but the real show stealer is the office table built like a 1908 Ford Model T.
This is only the second diving watch by Porsche, the first being 25 years old now. The unique steel case hinged on to a titanium bracket makes it absolutely shock proof.
Price on request
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