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June 2010 Volume 12 Issue 10 Rs 100
s e i r 5 sE NEW
? s s a l -c E s p o t l l i st
I N D I A’ S
N O . 1
C A R
&
B I K E
M A G A Z I N E
VOLKSWAGEN
POLO CUP INDIA fREE 64-page Booklet
VW Polo Cup India 2010 MEDIA GUIDE
Exclusive full test of Polo race car New Porsche Cayenne Superb vs Passat 1.8 Jetta vs Laura 2.0d BMW X6 3.0d Honda VFR1200
tested
first drive
Feature
The tall boy grows up
Q5 rival due late 2010
To the wilderness
New WagonR
Volvo XC60
Land Cruisers
News to share? Call us on +91 20 33223341-50 or Fax us on +91 20 33223322 Email us at editorial@overdrive.co.in
motoringnews L o g o n t o w w w. ov e r d r i v e . i n / n e ws/
Radical Verna replacement imminent Verna sheds its conservative cloak for a flashy new design language. India launch expected next year. Verna to be more frugal, more powerful and more spacious too; Hyundai offers new petrol direct injection motor for Elantra
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yundai’s been very busy. The company revealed its new Verna at the Beijing Show billing the car as five years in development, and aimed solely for the Chinese market followed in days by the new Elantra at the Busan Show in Korea. The cars will get their market debuts later this year in China and South Korea (as the Avante).
Both cars feature strong, flowing shoulder lines that rise towards the rear and neatly rounded features that are part of Hyundai’s new Fluidic Sculpture design philosophy. It is no surprise that many parallels are being drawn between the lines on the new (US) Sonata that was revealed a few months ago, and these two cars. The Verna, which is also known as the
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News to share? Call us on +91 20 33223341-50 or Fax: +91 20 33223322 Email us at mailbox@overdrive.co.in
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
The Ninja 650R (left) and Z750 (right) will most likely follow the Ninja 250R into the Indian market
Kawasaki sets up Indian subsidiary CKD and CBU launches on the anvil. Bajaj to assemble and sell Kawasakis in India
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uilding on the success of the Kawasaki Ninja 250R, Bajaj and Kawasaki Heavy Industries have set up a new company called India Kawasaki Motors (IKM). The company will manage liaison for and product planning of Kawasaki’s motorcycles in India with the objective of building Kawasaki’s
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presence in the 250cc and higher displacement segments. Bajaj currently assembles about 100 Ninja 250Rs a month and IKM expects to sell 1000 units - CKD as well as CBU - by the end of 2010. IKM chief Yoshihiro Tanigawa said that the exact products are still being studied but hinted that the first bike would be a supersport motorcycle, while mentioning
that cruisers as well as other motorcycles are also being actively considered. IKM hopes to launch its first product by June 2010. IKM is also looking at local sourcing where possible and the Ninja 250 already uses a small amount of Indian aggregates. IKM will use Bajaj’s Chakan plant for product assembly and Bajaj’s Probiking
T e st
ROAD TEST
Bajaj d i scove r 1 5 0
Cube route
892
OD Rating Price Rs 46,000 ex-showroom Delhi
+ Comfortable ergos + Power styling distinction - No - Tyres
Bajaj launches one more Discover. And this time, it’s a 150 Words Abhay Verma Photography Gaurav S Thombre
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ajaj’s history is pretty convoluted. And its product line, according to everything we’ve read on internet forums and blogs, grows more so. Bajaj’s assault on the commuter segment will probably make a fat book with many, many chapters at some point in the future. And it’s a developing story. Bajaj’s commuter list seems unending 4S Champion, Caliber, Caliber Croma, Wind, Boxer, Platina, XCD and of course, the Discover. Of the lot, the Discover is one of the few brands that has found a substantial number of buyers. The 125cc engine’s values found consonance with the demand in the market. Bajaj even roped in Jackie Chan for the ads. Then came the move that Bajaj is famous for - displacement variants.
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Since the XCD’s performance remained stubbornly below expectations, Bajaj decided to build the Discover into a primary commuter brand. It was already a successful seller, being popular in semi-urban and rural areas thanks to a practical and reliable nature. The 135cc version was supposed to allow customers to upgrade to a faster but similarly frugal commuter, but that didn’t work out. Then came the Disco 100, which sold beyond all expectations. Now that Bajaj has a successful Discover at the bottom of the rung, it’s aiming for the top. Bajaj believes that there are older customers who want big commuters, but don’t want the Pulsar’s weight, flashy styling and perceived lower economy. It is at these buyers that Bajaj has targeted the Discover. The bike’s USP, according to the
company, is 150cc performance with great economy, light weight and subdued styling. In concept, it’s a proposition Bajaj has attempted before.
Design and Quality The Discover 150 looks exactly the same as any other Discover. This ‘stability’ in styling is a conscious effort on Bajaj’s part. The 150 sports that very set of panels and if you didn’t spot the badge near the grab rail or the 100/90 tyre at the back, you won’t realise this is a new bike. There’re some stickering differences but they’re kept on the subtle side as well. We would have liked a lot more differentiation in the 150 from other Discos, but Bajaj clearly believes otherwise. On closer inspection, you’ll find basic clocks, the all-black powertrain and wheels
C om pa ro
BMW 535 i
vs
Me rc e d es - Ben z E 3 5 0
Black or white? More like shades of grey. With the E-Class taking on a sporty demeanour and the 5 Series pulling off an admirably comfortable ride, where to park your 50 lakh rupees has become a rather difficult question
Location Courtsey Ishanya Mall, Pune
Words Sirish Chandran Photography Gaurav S Thombre
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T
ime was when comparisons like these were a foregone conclusion. The BMW would win on dynamic ability, the Merc on comfort, an Audi, if present, would slot somewhere in between. Wind back a few years though and such comparisons just didn’t happen in India. Doesn’t seem like it but it has only been three years since BMW set up shop in India and, as its ‘joy’ communication has so effectively conveyed, that’s all the time it needed to steam past a snoozing Mercedes-Benz. And, in the main, the model that did the business was the 5 Series that sold 3500 units in just under three years. On the other side of the fence it was sliding E-Class sales that saw Mercedes slip up. The new E had already been launched in Europe but for nearly a year India was saddled with the old E and everybody with enough cash to afford one knew they were looking at a run out model. And either waited or bought BMWs. The tables should have been reversed this year. Traditionally there has always been a long gap between a new model being launched internationally and we Indians getting our hands on it but just two months since we drove the sixth generation 5 Series (F10) at its world launch in Portugal it’s here, with an Indian number plate, and ready to do the good battle with the E.
DESIGN If there’s once criticism you’d instantly level at the new 5 Series it’s that it has lost the design mojo that made BMW, well, BMW. The softening and toning down of BMW’s design vocabulary started with the 7 Series and now the 5 drops all those in-your-face details for subtlety; as designers would airily say - sophisticated details and light and shadows effects. Pictures don’t do as much justice as an hour spent walking around it, absorbing all those (yes) subtle details, the tightly pinched shoulder line running from the front wheel arch all the way to the tail lamps that stretches out the passenger cell, the ever so slightly concave sides and
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T e st
M a ruti Wag onR vxi
More wagon India’s very own people’s wagon gets an upgrade Words Vijayendra Vikram Photography Gaurav S Thombre
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ROAD TEST
896
OD Rating Price Rs 3.81 Lakh ex-showroom Delhi
+ Interior space + Practicality + Fuel efficiency speed ride - High - Inadequate boot space
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f e at u r e
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Mammoth encounter
A summer safari through the jungles of Coorg for an encounter with a friendly female elephant Words V ijayendra Vikram Photography Gaurav S Thombre
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Dr i v e
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Po rsc h e Cay e nne t ur bo
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Cayenne and able
The world’s best-handling SUV just got better Words Sirish Chandran
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ndia’s obsession with fuel efficiency is legendary. It’s the reason why we don’t have any decently fast motorcycles because every manufacturer is preoccupied with getting an extra 0.001kmpl out of a 100cc engine. It’s the reason why every hatchback is saddled with a wheezing 1.2-litre petrol engine, further strangled for one more kmpl. And it’s the primary reason for our secondary obsession – diesel engines. But, would you believe it, the rest of the world seems to be have taken a leaf out of our book and has got all pre-occupied with – and of all things for Porsche – fuel efficiency. As I sat through the presentation on the new Cayenne, eager to hear how much quicker the already insanely quick Turbo had become, the head of the project droned on, slide after slide, on how fuel consumption has gone down. Improved thermal management on the engine and transmission cooling circuit, standard start-stop, variable engine cut-off, lightweight construction, a new eight-speed automatic gearbox – all contributing to a whopping 23 per cent drop in fuel consumption compared to the outgoing model. It was a presentation a marketing bloke from our small car manufacturers – Maruti, Hyundai, et al – would give an arm and leg to present. But Porsche? Banging on about fuel consumption? What’s next, a diesel Porsche? And a hybrid? We’ll get to that in a bit. First the main issue, probably the only issue with the Cayenne – that nose. The old Cayenne, particularly the first generation, was a shocker – it drew gasps of horror and made little girls cry. The new Cayenne isn’t exactly handsome but it is appealing in a strange JUN 2010 overdrive
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Dr i v e
Vo lvo XC 6 0
Second helping Volvo gives its India plans a second chance with the XC60 Words Bertrand D’souza
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ndia lacks stereotypes such as the soccer mom or the WAG (wives and girlfriends of sports personalities). So who would you recommend a Volvo, the safest car in the world, to? A soccer mom or a WAG would after all appreciate safety highly. While one would be concerned about the safety of the kids sitting in her vehicle as she drives them to yet another game, the other stereotype would see it as good PR. After all getting plastered at the post game party and then wanting to drive home is a concern. But not if you are in a Volvo, in which case not just the people inside but also the outside world can breathe a sigh of relief. Which I guess is why Volvo did not fare as well in its first innings in India. Consumers here lavish more attention on fake aftermarket accessories and glass shattering audio systems. Safety is at best last priority, even though we like to voice dissent on the increasing number of road accidents. Unfortunately for Volvo, people around the globe too have not accorded it the kind of importance it should be getting. And that is largely because every car manufacturer worth its salt has also accorded prime importance to safety. Perhaps not in the same league as Volvo, but enough to ensure that even the thrill seekers mostly drive home safe. So put aside the issue of safety and Volvo was left with a range of cars that were neither inspiring nor made good investment sense. Which of course led to Volvo suffering major losses across European markets to the extent that Ford finally decided to sell off the brand which will later this year be picked up by Chinese auto maker Geely. So now the problem seems to have grown two-fold. How do you attract buyers when all you have as bait is safety and given the global lack of faith in the Chinese automotive industry, largely perceived as rip-off artists, how would them being at the helm of affairs help? Help however is on its way and it’s coming from markets such as Russia, China and perhaps in the future, India. Volvo is already one of the largest auto makers in Russia and it is doing far
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C om pa ro
J e t ta 2.0T D I C R
vs
L aura 2 .0 T D I C R M T
Engine summer Volkswagen’s Jetta and Skoda’s Laura receive the same 2.0-litre TDI common-rail motor. Which one’s the deal?
Words Shubhabrata Marmar Photography Gaurav S Thombre
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W
hen platform sharing began, in the history of human civilisation, it was mostly about many people standing in one place waiting for a train to arrive. Today, it’s a whole lot more complex than that. And I could argue that it’s way more beneficial than that too. But I won’t. I have other skewers in the grill as it were. One of the tangible results of platform sharing are cars like the duo in the pic. The Volkswagen Jetta platform spawned the eponymous car and the Skoda Laura. Volkswagen just rolled out the 2.0-litre TDI common-rail engines for both in India. Pumpe duse did produce some enjoyable automobiles, but the engine was known to be a bit on the vocal side and it produces relatively narrower power spreads too. The new 1968cc TDI CR common-rail four-cylinder engine is a likeable motor. Once you’re inside, both the Jetta and Laura are relatively quiet, but obviously the Volkswagen is a bit - a noticeable bit - better at keeping the world out and the silence in. The engine makes 110PS at 4200rpm, but more importantly, you get 250Nm of torque from 1500 to 2500rpm - should make either car easy to drive. In the Laura, you can have the same engine in 140PS/320Nm tune if you opt for the DSG automatic - and that’s the one we have here. If you choose the 110PS engine from the Jetta, then your Laura has a manual gearbox. Volkswagen have chosen to not offer the DSG twin-clutch gearbox on the Jetta now, while Skoda are offering it with a more powerful motor. The manual transmission on offer is a five-speed job and it’s a likeable unit. Shifts are slightly heavy in feel, but the throws are short-ish, engagement is slick and positive and the simple round gearknob looks classy. The DSG, of course, is scintillating. It never fails to stick you in the right ratio no matter what mood you’re in and as we have said over and over earlier, it’s one of the slickest gearboxes in the world. And the DSG gearbox does make its presence felt. The Jetta and the Laura weigh nearly the same, wear the same tyres (our Laura is in Elegance trim and both tyres have 205/55 Eagle NCT5 on 16-inch rims) and obviously have identical engines. But point a stopwatch at the two and the Skoda runs away with it. JUN 2010 overdrive
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C om pa ro
S koda sup e r b ts i
vs
v w passat ts i
Combat cousins The Skoda Superb TSI finally has competition in the form of the VW Passat TSI Words Halley Prabhakar Photography Gaurav S Thombre
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S
koda has come a long way since it became a subsidiary of VW in 1991. It entered India much before VW and is one of the few premium car makers to have done well here. Skoda and VW cars share similar platforms and powertrains and are rivals often. In this very issue the Jetta takes on the Laura as the two brands continue to battle for marketshare. The Passat and the Superb are based on the PQ46 platform. VW has now launched the Passat with the same TSI motor that does duty on the Superb. We put both cars to the test to decide which makes more sense for prospective buyers.
POWERTRAIN The Superb and Passat share the Audi developed 1.8-litre turbo-
charged TSI petrol engine that first made its Indian appearance in the petrol Laura. The engine produces a max power output of 160PS from 4500rpm to 6200rpm. The DOHC unit with direct fuel injection is very responsive and the turbo hardly has any lag. The Superb and Passat weigh almost 1.5 tonnes but the TSI engine delivers instantaneous power unfailingly and is as responsive as on the lighter Laura. In fact the loads of power makes one wonder if there is only a 1.8-litre engine under the hood. The maximum torque rating for both cars is a healthy 250Nm and is available from a low 1500rpm to 4500rpm.This smoking hot engine is unlike most petrol engines of its size and does not need to be stressed or kept at the redline to extract all of its power. It is a revelation and a sheer delight. The Superb has had this engine ever since it was launched albeit only with a DSG
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t r av e lo g u e
rajast h an
Royal Abode
a journey into the heart of Rajasthan in the Newly upgraded Maruti Suzuki SX4 VVT Automatic Words Halley Prabhakar Photography Gaurav S Thombre
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Advertorial
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T e st
ROAD TEST
B M W 52 5d
893
OD Rating
D-lite speed
Price Rs 39,90,000 ex-showroom, Mumbai
+ Incredibly fuel efficient + Under 8 seconds to the ton + Perfect option to 530d shift paddles - No behind steering wheel
BMW introduces the 525d to India
Words Bertrand D’souza Photography Gaurav S Thombre
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iesels are popular in India, is a cliché used too often. By now it’s a given, that any manufacturer wanting to benefit from high volume sales must look at diesels with strong intent. Yet another well used cliché is that diesels are increasingly getting better than their petrol counterparts. BMW has introduced the 525d, a diesel engine option for the 5 Series for the first time in India. How is that significant? It brings the flavour of BMW’s world renowned award winning diesels for a lot more people to sample. And quite frankly the diesels are where the fun is at these days!
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But does that statement hold for the comparatively smaller diesels? Actually it does, which is what makes BMWs appealing. The sense of dynamism remains in tact no matter how small the engines get because it is the overall experience gained by the sum of all its parts coming together that heightens the sense of driving one of these machines. The last generation 5 Series also had a choice of two diesels but it was always older sibling, the 530d that proved to be the prime mover and shaker, not the 520d. But now the 525d is not just about BMW placing a never before seen in India engine. There’re numerous aggregates that are new and you will read more about how each of
these shape up in a comparison test conducted by Sirish a couple of pages away.
ENGINE This is a short test that will primarily focus on the merits or lack of them, of the diesel engine on the 525d. This car utilises a conventional BMW straight-six displacing 2993cc with a generous 204PS max power and 450Nm of max torque on tap. While the power peaks at 3750rpm, max torque can be got at just 1750rpm. Between 1700rpm and 4500rpm the torque curve is absolutely flat which gives it fantastic driveability but more importantly it’s tuned to maximise fuel efficiency.
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ROAD TEST
bmw X6 xd r i v e 30d
Sixth sense The BMW X6 gets a diesel engine
891
OD Rating Price Rs 66,90,000 ex-showroom
+ Style + Performance + Handling - Versatility - Space - Ride
Words Sirish Chandran Photography Gaurav S Thombre
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f ever an award were to be given out to the most impractical car in the country, the BMW X6 would win it without a fight. Here’s an SUV that thinks it’s a sports car, an SUV that doesn’t even pretend to have any off-road ability, an SUV with gigantic proportions but with seating only for four, no third row of seats and the less said about rear headroom the better. For all its size there’s a rather inadequate boot and trying to get heavy bags
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into it will definitely give you a hernia. The twin-turbo V8 hemorrhages petrol at a rate that would make even an Arab sheik baulk. It shouldn’t have a place in the motoring world but I just love the X6. There’s no logic to it but it appeals on a level that no other car does; probably the kid inside me is jumping up and down in excitement. You either love it or hate it and if it’s the former you build an instant connect with the SUV (or as BMW calls it, SAC – Sports Activity Coupe). And
now there’s a touch of practicality in the form of the 3.0-litre diesel engine. This is the same straight-six turbocharged diesel as in the X5 and previous generation 5 Series that develops 235PS of power and 520Nm of torque. Like we’ve said before this engine gives you all the performance you will ever need. In fact the dynamic nature of the X6 does see it post quicker acceleration times than the X5 with which it shares the engine. It could also be
F e at u r e
te n y e ars of volvo saf e ty c en tr e
Safety first
Volvo’s crash test lab illuminates its top priority for safety Words Bertrand D’souza Photography Volvo Cars
V
olvo’s Torslanda crash test lab has to be the unsafest place on earth. Every year around 400 accidents take place in a building as big as a football field. And this has been going on for ten years. But ask any of the 100-odd employees the reason behind the horrific crash record and they tell you it’s ‘ in the best interests of driver safety!” Weird? Actually no, because it is these very same accidents that help Volvo engineers develop systems that make driving environments safer. Volvo’s tryst with safety began well before the company was formed. That sort of makes them more than pioneers in the field. In 1927 when Assar Gabrielsson and Gustav Larson decided to start manufacturing cars under the Volvo brand name they had already decided that safety would be the mainstay of the company. “Cars are driven by people. The guiding principle behind everything we make at Volvo, therefore, is and must remain safety,” claimed Assar Gabrielsson and Gustav Larson in 1927. With that end in mind they went on to build a firm which revolved around safety. Over the last 80 years, Volvo has stayed true to this philosophy, pioneering safety technologies for cars. This philosophy has also been selfless. For instance when in 1959 Nils Bohlin a Swedish inventor and engineer employed with Volvo designed the 3-point seat belt, Volvo decided the technology was too valuable to be kept to themselves. So they did not apply for a patent allowing every car manufacturer in the world to adopt the technology and introduce it in their cars as well. And the world has been a much safer place ever since. By that same measure Volvo over the years has developed innumerable safety technologies that are standard or offered as options in cars of today. Crumple zones, childproof locks, laminated windscreens and a host of other technologies made their way into Volvo cars long before the rest of the world adopted them. At the turn of the century, on March 29, 2000, King Carl XVI Gustaf of Sweden
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F e at u r e
tapa 2010
A wide range of aftermarket rims specially made for step-through’s
TAPA 2010
The Bangkok automobile parts and accessories show Words & photography Halley Prabhakar
T
he fourth Thailand Auto Parts and Accessories (TAPA 2010) exhibition was held at the Bangkok International Trade and Exhibition Center with the theme of ‘ASEAN auto parts sourcing hub’. On display were the latest auto parts and accessories from leading companies from the ASEAN (The Association of Southeast Asian Nations) region with emphasis on ecofriendly and energy saving technologies. TAPA 2010 is the largest auto parts and accessories show in the ASEAN region. The show brought together Thai and regional manufacturers of vehicles, auto parts, spare parts and accessories and buyers from all around the world. The biennial event was organised by the Department of Export Pro-
A souped-up Honda City complete with a custom body kit and snazzy wheels One of the many custom off-road Toyota Hilux’s on display. Pickups are plenty in Thailand
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R i de
Ho n da V F R 1 200F
Let it roll Is Honda’s VFR1200F the ultimate sports tourer? Words Harriet Ridley
A
fter what can only be described as a never-ending freezing winter, I am finally a happy girl. The sun’s nestled in a blue sky and I’m riding to Wales on Honda’s new VFR1200F. Surely it’s the most hotly anticipated bike of the decade. I remember in 2004 taking part in the Top Ten Bikes panel for television channel Men & Motors, arguing the VFR800 was in desperate need of a bigger engine... And we had to wait until 2010 to get it, along with an all-new chassis. But rather than replace the VFR800, the VFR1200F runs alongside it for now, sharing precious little with its smaller sibling. Except the VFR name, which means everyone’s expecting big things from this latest addition to a model that practically invented the sports touring category when it first appeared in 1986, and gave Honda its reputation for reliability and durability. And while a bigger capacity VFR’s been a long time coming, perhaps it’s been too long - allowing for the hype to build. Honda fuelled this by drip feeding tantalising information to the press, promising a technological showcase that would “change the world of bikes for the next decade”. It would have
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motorsport F1 NEWS MOTOGP WRC INDIAN
Daredevil Bike stunter Chris Pfeiffer wows Mumbai Words Abhay Verma Photography Mayur Kadam, Red Bull
Chris Pfeiffer, one of the world’s top motorcycle stunt riders, performed 'live' in Mumbai
I
stared and stared without batting an eyelid. In front of my eyes a normal sitting wheelie is popped, and gradually the bike starts leaning over to one side and starts tracing circles. I lose count of the circles being formed, since now the rider has taken both hands off the handle-
bar. The circles go on; the angle gets steeper and slowly as the right palm comes back to the handlebar the left touches the ground. Insanity? But that’s Chris Pfeiffer for you. Who’s Chris? Well, to those in the know he is none other than a living legend in the world of stunting. As for those who don’t, he is to mo-
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bootlid similar vehicle in your garage? write to us at editorial@overdrive.co.in
Better riding
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G e a r & g a d g e t s H o t o n I c e Helpdesk
Car buyers guide
B i k e b u y e r s g u i d e S h a k e n n s t i r r e d
Maruti Suzuki R i t z
Smooth operator The Maruti Ritz is an ideal city commuter Total Mileage 21,672km Date acquired May ’09 THIS MONTH: MilEage 903km Fuel 59.4 litres eFFICIENCY 15.2kmpl
I
didn’t get much time behind the wheel this time due to my extensive travelling schedule but a month down the line and the Maruti Ritz seems like a perfect fit in my daily routine. I had been riding a bike so far and am not used to parking and rush-hour issues car owners face regularly. Thankfully, the Ritz is least bothered by these. It is actually very nice to drive in the city and good visibil-
ity all around minimises the parking headache. I’m so used to squeezing it in the city traffic that I also made a couple of trips to Mumbai, which I previously hated. On the flip side, the tyres have been losing grip and this made me a bit more cautious on the highway, keeping a check on my speeds (and fun). Driving with the window down at nights made me realise the diesel engine is pretty noisy but on the other hand, Maruti has done
quite a nice job at reducing the NVH levels inside the cabin with the windows rolled up. The engine also is very close to a petrol in terms of feel and I like its revvy nature. It’s pretty frugal too and returned over 15kmpl this month. There are a couple of things missing in the Ritz though. I wish it came with central locking and steering mounted controls for the audio system as standard. Gaurav S Thombre
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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
sony’s new Cybershots Sony overhauls their digicam range
Want to shoot super wide shots from your pocket camera? The latest range of Sony Cybershot cameras can do just that for you. Just sweep the camera as it catches the landscape at 10 frames per second and then joins everything automatically for that perfect panoramic picture. www.sony.co.in
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Reevu MSX1
Reevu MSX1 features a rear-view mirror on the temple that enables you to see what’s behind. Looks good too.
Price Rs 16,700 approx www.reevu.com
Vitesse riding boots
The Vitesse boots collection blends innovation with comfortable styling. The boots feature the patented V-Cockpit ankle management device that offers riders protection and comfort.
Rs 8,600 - 11,400 approx www.vitessemoto.com/boots/
Hublot F1 King Power F1 gets its own official watch
The official F1 watch is loaded with racing-inspired design features, a ceramic bezel made to look like an F1 brake disc, chronograph push buttons styled after an F1 steering wheel’s and rubber-coated Nomex wrist strap.
Price on request www.hublot.com
Wolverine replica race suit
If you are a fan of the cigar chewing, metal clawed immortal mutant, this is a replica from the second sequel of the X-Men franchisee. We hope Ironman’s next.
Price on request www.udreplicas.com
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