Overdrive January 2010 Issue Preview

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January 2010 Volume 12 Issue 05 Rs 100

India’s best driver’s Cars

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WFION RD our

138 Detoapv age EN Turn

STARRING Lambo gallardo lp560-4 porsche panamera 4s merc sl63 amg audi tt bmw z4 audi a6 3.0 bmw 530d merc e350 audi a4 3.2 bmw 320d skoda laura 1.8 vw jetta ford fiesta 1.6s honda city bmw x6 porsche cayenne turbo

Toyota Land Cruiser Prado diesel

preview 2010 AUTO EXPO

Tata Grande MkII Bajaj Pulsar 135 LS

All the cars and bikes you must see

TVS Jive TVS Wego vs rivals RE Bullet Classic 500 Honda VFR1200 BMW S1000RR New Audi A8 New BMW 5 Series

EXCLUSIVE!

first drive

Road Test

We go for a drive, in India!

GM plays with the big boys

Fun and smiles aplenty!

VW Polo

Chevrolet Beat

VW Beetle

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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/

All-new A8 breaks cover India launch expected in late 2010

In Europe Audi is now comfortably ahead of both BMW and Mercedes-Benz and is the fastest growing luxury car brand

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erhaps the best indication of a manufacturer in rude health was the setting for the world premiere of the new A8.

Some 800 journalists from all over the world were flown in for the unveiling at a temporary museum on the grounds of Miami’s iconic Fontainebleu hotel (recently renovated at a cost of a billion dollars), Lucy Liu (of Charlie’s Angels fame) playing

host while champagne flutes clinked as the crème of Miami blew kisses amidst works of contemporary art from the Rubell family collection. Clearly for Audi the recession is but a speck in the rear-view mirror. In Europe Audi is now comfortably ahead of both BMW and Mercedes-Benz and is the fastest growing luxury car brand. And now there’s a new flagship, a car that promises to set new benchmarks when it goes on

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News to share?

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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

The Chetak, and its more recent siblings, are now formally a part of Indian two-wheeler history

Bajaj leaves scooters behind Scooter production to close, BAL to focus only on motorcycles

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ajaj formally exited the scooter market at the launch of the Pulsar 135LS. The last Kristal will roll out of Chakan at the end of the fiscal. India’s former scooter king is going to focus exclusively on motorcycles.

Rajiv Bajaj, MD, Bajaj Auto said, “We make hardly 1000 scooters a month and mostly for export.” In the last six months Bajaj scooter sales fell 57 per cent and they exported 728 scooters; scooters grew 15 per cent in the same period overall.

Used to be that people waited years for iconic Chetak. But the high demand masked the need for the product to evolve. The tide turned without warning and the motorcycle - a market suddenly full of modern Indo-Jap alternatives - took over. Geared scooter sales nosedived. Then, Honda showed that the automatic scooter could work. As Activa sales skyrocketed, Bajaj renewed their scooters. Unfortunately, none of them clicked. Honda continued to consolidate their dominance and Bajaj’s efforts - Saffire,

Wave, Kristal and the unreleased Blade came to naught. Other contemporary scooters, notably the TVS Scooty Pep did gain traction, and Kinetic remained a small player until Mahindra stepped in. Suzuki has seen good and rising sales for them 125cc Access. Yamaha is considering scooters. But Bajaj is making a clean break of it, choosing to forego a hard climb to the top of the scooter market in their quest to dominate motorcycles. The Chetak is now formally a part of Indian two-wheeler history.

JAN 2010 www.overdrive.in

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F e at u r e

Exclusive

VW p olo

Game on

The Polo marks VW’s India invasion in earnest. We go for a spin Words Sirish Chandran Photography Gaurav S Thombre

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he Volkswagen Group is in a hurry, in a hurry to topple Toyota from the World Number One position. Just recently, in a dramatic turning of the tables, Volkswagen completed the takeover of Porsche making it the tenth brand in the stable. But Porsche wasn’t ever going to add to overall volumes; no, that required buying or partnering with a manufacturer with expertise at making small cars cheaply, in huge volumes and with a significant presence in the developing world – the three things Suzuki excels at.

The much rumoured alliance finally happened this month, wth VW picking up a 20 per cent stake in Suzuki with an eye firmly on India where Maruti is of course numero uno.

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A day after the ground-breaking alliance was announced we presented ourselves at Volkswagen’s sprawling Chakan facility for an exclusive tour around the factory and to witness pre-production Polos rolling down the line – a significant milestone in VW’s plans for world domination. The Passat, Jetta and other CBUs have been but brand building exercises to introduce India to the VW roundel; the serious business begins with the Polo and we were the first journalists to be given access to the car, to touch, feel and even be driven in the final validation prototypes by the man behind the Polo.

At its launch in Sardinia in Italy, I was hugely impressed with the quality of the Polo’s interiors and a similarly high quality cabin stared me in the face when I climbed

into the passenger seat of the Indian-built Polo. The controls have a premium feel to them and the dashboard uses soft-touch plastics of a quality you won’t even find on the Honda City, forget small cars. And the cabin feels even more upmarket than the European Polo that gets full black interiors; the Indian car, even the base version with wind-down windows at the rear, has beige upholstery and rather expensive looking two-tone black-and-beige interiors. I remarked on the same to Dr Ulrich Hackenberg, the father of the Polo and VW’s Board Member responsible for R&D and he said, “It does not only seem the same, it is the same. All the surfaces, the texture, looks very wealthy. We are producing cars in Germany, South Africa, South America, in China – all those cars have the same

VW’s board member Ulrich Hackenberg responsible for R&D, takes Sirish and VW Group India head Joerg Muller for a spin in the Indian-built Polo

The Polo looks stunning, an eye-catching yet mature design that will sit well with Indians

Volkswagen quality. That is one of our core competencies, one of our major principles.”

So how do you take cost out of the car, to keep pricing competitive? “It’s the localisation of the parts,” insists Hackenberg. “We take the same designs and construction but produce the car and the parts in India and so we are able to give this car to customers at a competitive price. We have a very high code of localisation (50 per cent at launch) and we can stabilise it for the big volumes of the car.”

Certain components have been specifically developed for India, the horn for example that is louder and has been tested through 500,000 cycles, twice as much as is the norm. Even the steering wheel is an India-specific design with easy to reach and use horn pads.

If there’s one thing I feel the Polo will be criticised on, it is space. Hackenberg is a tall man, over six feet, and behind him squeezed in Joerg Muller, the head of VW Group India, himself a tall German at six foot two. Despite protestations that he was comfortable, “I can sit here very comfortably and I could now drive from the South to the North for the space is enough,” he didn’t look very comfortable with just enough headroom and not enough knee room. In comparison a Fabia is a much more spacious car, to say nothing of the Jazz.

I was driven by Hackenberg in a petrol-engined Polo which uses the same three-cylinder powerplant as the Skoda Fabia (which is already being built at Chakan). Final specs have yet to be announced but Hackenberg said the engine has been tuned specifically for the Polo and

The suspension has been tuned for Indian roads and has higher ground clearance. “You have very rough roads in the rainy season, you can have deep water, you may have to go through a river and the quality of the car has to make it possible.

For us it is very important that our customers have very high confidence in the car that it can go everywhere without problems. That’s the most important thing that we are engineering into our cars and also to have fun while driving.”

Rumbling over a broken patch of road the car felt firmly set up though not uncomfortable. The Polo runs on meaty 175-section 80-profile 14-inch Apollo Accelere tyres and from past experience we know that Acceleres don’t sacrifice grip for low rolling resistance. It also saves the Polo from looking undertyred and spoiling the rather lovely, mature and grown-up lines of the car. In fact I have to confess, in red, this is the most attractive small car you could buy today and that itself will ensure strong initial sales of the car.

What will sustain sales is pride of ownership and customer satisfaction – one of the main reasons why VW is so successful internationally. Hackenberg says, “It is important for the customer to be proud of the car. He has to demonstrate the car to his friends, to say ‘oh I have the Volkswagen and this car is very nice, very sporty, very high value!’”

Of course the proof of the pudding will be in the driving (and also in the pricing!) and our turn to test the Polo will come next month. Can’t wait!

also for Indian petrol. “We have made a special set-up for the Indian conditions but not with less performance. We have different gear ratios because we are driving in different speed ranges so we can make the gearbox a little bit shorter.” It will all make for a torquey powerplant well suited to city driving conditions.

There will also be a diesel engine – a newly developed 1.2-litre TDI 3-cylinder common-rail diesel, not the Fabia’s 1.4-litre pumpe duse diesel. There are already whispers that this engine will eclipse the Fiat Multijet diesel for efficiency, performance and

in red, the polo is the most attractive small car you could buy today crucially refinement. In time, as the VW-Suzuki alliance strengthens, Maruti could also move to this engine for their small cars.

Admittedly from the passenger seat there’s not much you can make out on dynamics.

Hackenberg did try a few slalom maneuvers (driving in India requires it all the time) and the car felt very stable. In fact he stressed on the stability of the car repeatedly while recounting a drive from Bangalore to Pune in a validation example of the Polo. “I am very satisfied because the Polo has very good handling, is very stable, has very good brakes and has good comfort and gives a very safe feeling on Indian roads.”

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C hev rol e t Be at

Beat it

The Chevrolet Beat aims to send Japanese and Korean hatchbacks scurrying for cover Words Shubhabrata Marmar Photography Gaurav S Thombre

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he new Chevrolet Beat is a dramatic departure for General Motors India from its usual products. And I don’t mean the styling either. To put it succinctly, the Beat feels so natural to drive that it will fit right into the Maruti- and Hyundai-dominated hatchback market and put up quite a fight for the sales numbers. But we’re getting ahead of ourselves, no?

The talking point has to be the styling. GMI believes that the Indian customer is tiring of cookie-cutter hatchbacks that try so hard to blend in, choosing low-intensity, widespread attraction to what the Beat prefers to do, a high-intensity, all-singing alldancing sense of style. GMI officials believe that Indian tastes are changing and while a hatch that looked this bold would probably have been overkill a few years ago, they believe that the hatch buyer will respond to the unique appeal of this car. Most of the journos at the launch drive, me included, did. Initially in the bright colours - red, blue and the original green - before the usual Indian colours - black, white, maroon etc start asserting their quiet presence on the Beat.

And presence is something this Chevy has in spades. The red and blue cars we had easily outshone the Cruzes and the Captivas that were the chase/camera cars for the drive. The muscled bonnet lines, huge split grille, oversize bow tie and the chrome trim on the fog lamps combine to give the car a tall bonnet line and an aggressive, chunky stance. The side body also has sculpting but less intense while the rear approaches a normal hatch save for the chrome-rimmed tail lamps which look a bit aftermarket-ish.

The whole car has this manga-hero style - and the oversize headlamps are only the first

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Earth mover With the power and the will to dislodge planets, the new oilburning Land Cruiser Prado sets its sights on India Words Bertrand D’souza Photography GauravS Thombre

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here’s a lot of movement happening in Toyota these days, and preparations are underfoot for a slew of cars from now till next year. It started off with the Land Cruiser and was followed by the Fortuner which swept through the market like a whirlwind and upset every other manufacturer’s apple cart. Now Toyota unleashes its second wave with the new Prado, which I drove in Bangalore. Early next year, at the Auto Expo, Toyota will have its third wave breaking on our shores dubbed the Prius, followed by a concept of Toyota’s mass market hatch and sedan based on that hatch.

But coming back to the Land Cruiser Prado, this isn’t an all-new SUV; rather it’s more of a considerably reworked and refreshed Prado. It’s obvious that the exteriors have gone under the designer’s scalpel with extensive work done to give it an all-new image. This new-for-2010 Prado looks nothing like its predecessor, it’s the typical big and brutish American block of granite on wheels. I actually liked the older Prado; it had soul and some semblance of design, while this one is all cold muscle and sinew. At first glance you know it’s the kind of SUV that will get the job done and do it well; you just would not want to be seen piloting the thing.

That’s because the new Prado draws several design cues from the new Land CruisJAN 2010 www.overdrive.in

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ROAD TEST

TVS Jiv e

Dance partner TVS’ new entry-level product, the Jive has new technology, the right stuff and a spring in its step

847

OD Rating Price Rs 41,000 ex-showroom Chennai

+ Refined engine + Convenient gearbox + Wheelies in first gear! is undistinguished - Styling need to get used to it - You - Wheelies in first gear

Words Shubhabrata Marmar Photography Gaurav S Thombre

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e’ve settled in. We’ve calmed down. And we’ve gotten into the rut. Rarely do we see a product that does ground-breaking things any more. And it is always ironic that this is despite the fact that we’re so far behind the world in some ways that a dohc four-valve engine is a marvel of technology. That’s a bit depressing. But thankfully, the motorcycle industry never settles down.

Just a couple of months ago, Sirish was on my case about doing a 100cc comparo.

Why? Because we hadn’t done one in ages. I kept dodging the story like an expert boxer.

Who wants to compare a series of nearly identical machines, all of which do the waltz

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well enough for you to have to pick and choose a winner based solely on the fit of the tuxedo and the wax on its shoes, eh? I think Vikram ended up doing that story.

But now I’ve good reason to revisit that story. Enter the TVS Jive.

Sitting in the audience at the launch of this TVS, I wondered what the fuss was about. The company was obviously as kicked as a kid with a free candy coupon, but I wasn’t. We’ve been here before - 100cc motorcycle (okay, 110cc), check. Rotary gearbox (okay, it didn’t catch on), check. So what? And about an hour later, riding around, first in the hotel parking lot and then on the crowded, slightly mad streets of Chennai, I realised that TVS was on to something with the Jive.

It’s a simple concept really. Entry segment motorcycles are expected to be cheap, cheerful, rugged and easy to live with. Period. And if you see the template-ised competition in the segment, it isn’t a hard motorcycle to get right either. Converting that into sales being a far greater challenge than the engineering itself. But TVS took some learnings from their ongoing adventure in Indonesia with the excellent Neo step-through and brought home the rotary gearbox. It allows you to change gears without using a clutch lever - see the box for a detailed explanation. To help this kind of powertrain work efficiently, TVS needed an engine that made a great amount of torque low down to prevent stalling and sluggishness. Which they did. The result is pretty damn good.

design & quality The styling, on the other hand, isn’t all that great. It’s an evolved version of the Star in many ways and one of the (few) aspects of the bike that tends to be distinctly vanilla flavoured. It’s pleasant enough.

One shouldn’t, I’m told, expect entry segment motorcycles to be really startling designwise. But, if you noticed the Motorcycle

roll to a stop... you could shift into neutral. Or you could leave it in any gear you like News section, the Honda CB Twister doesn’t agree. More importantly, I think the staid, safe design tends to hide the fact that the Jive is actually very different from the normal entry-level motorcycle. On the one hand, that tears me up - why hide exceptional ability under a nun’s habit? On the other hand, it’s probably the right thing to do. To give you an example, all fuel cell prototypes try as hard as they can to look normal - they’re so different as it is that they can’t ‘afford’ to look super different in addition.

So, design-wise, the Jive has the usual set of panels. The tank has some interesting lines, the fairing looks like an evolution of the generic bikini fairing and the powertrain and suspension bits are painted in a nice dark grey-ish shade. Fit-finish is excellent and like the Star, the TVS feels a little spindly, but strong. During the styling process,

TVS managed to incorporate space under the seat for a small umbrella, a half-litre bottle of water in addition to the usual toolkit and papers - a thoroughly good idea. One of TVS’ talking points was the fact that the target customer for the Jive is a person who has to - in the course of the business day - make a series of short trips. The comfort, the features and indeed, the underseat space is aimed at easing his requirements of convenient transport.

But I also think that the underseat storage isn’t convenient to get to. I’ve tried it, and removing the seat to get to stuff is a hassle. It might only need the turn of a key, but it’s still not convenient. What I would have done instead, is something like the Yamaha RD350’s sweet side-hinged seat. It would have completed the idea perfectly.

Basic meters, RHS pod has big gear indication

Small motor packs a punch. And two clutches

powertrain & performance But once you get past the styling, the fun truly begins. Before you ride off for the first time, TVS’ engineers tell you weird things.

Don’t roll off in first - it’s a bit sudden the first time round, use second gear. Or maybe third. They say that when you roll to a stop, you might want to shift into neutral. Or you could leave it in any of its four gears if you like. Once stopped, you can shift from fourth to neutral as well. When the light turns green, just roll back on the throttle.

What’s all this about, then? This rather confusing number game falls pat into place in traffic. TVS deployed most of the right side pod of the instruments into telling you which gear you’re in and then the engine takes away all reasons why you should need

Useful underseat storage has been designed in

Equipment levels are good. Has a day flash too Hero Honda Street vs Jive A lot of people were worried at the launch that TVS was going down a cul de sac. After all, the Hero Honda Street had flopped in India, while it set markets all over South-East Asia on fire, right? Not quite. The crucial reason given for the Street’s failure was never the gearbox. Urban Indian is upwardly mobile and while they will accept the practicality and utility of a scooter, and the image and charm of motorcycles, the step-through has never caught on. The Street’s lack of traction - and there’s other examples like the excellent Hero Sting, various Kinetics and so forth - was a function of its format, not its gearbox. Even today, Pune happens to have Streets on the streets and their owners offer pragmatic, appreciative comments on what a good ride they’ve been. The Jive will initially, in our estimation, be treated as a quirky motorcycle before the word gets out on how easy the gearbox makes the bike in traffic. Then there should be a fair queue to get them.

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bajaj pulsar 1 35 LS

Bread winner New smaller Pulsar bristles with new technology, lower price tag and new styling. Can it shake up the 125cc segment?

848

OD Rating Price Rs 50,965 ex-showroom Pune

+ Performance + Styling + Handling Size - Small tank capacity - Fuel - Vibration

Words Abhay Verma Photography Gaurav S Thombre

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rom the time the first Discoverbranded Bajaj arrived, the company has been trying to crack the 125cc segment. The year was 2004. The Discover took off, but sales never quite reached where Bajaj hoped they would. Then came a succession of updates, upgrades and refreshes, including the impressive Discover 135, all of which met with varying degrees of success. Then Bajaj changed tack and tried the XCD 125. That didn’t work. So then came the XCD 135, which again, did well initially before settling in to decent but under par numbers. The Bajaj Pulsar 135LS then, is the motorcycle that has to do what the Discovers and the XCDs before it have not managed. Make no mistake, when it comes to volumes the 135LS is a

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mission critical motorcycle.

As you would expect, Bajaj has given the motorcycle everything it thinks it needs to succeed. A brand new motor, brand new styling - well, it’s new for a production motorcycle, but it did appear in very nearly the same form on the sweet XCD Sprint concept motorcycle that graced the Bajaj stand at the 2008 Auto Expo. Not quite done, Bajaj gave it the ultimate weapon. A name on the tank that is guaranteed to get you attention. A name that’s taken the upper end of biking by storm, that has evoked reverence since it arrived in 2001. The latest 135cc motorcycle from Bajaj wears the fearsome Pulsar name.

But that’s just one way of looking at it.

Bajaj says the 135LS was, from the word go, a genuine Pulsar. In many ways - engine tech-

nology and styling being just two of the most obvious attributes - the 135LS is a revolutionary Pulsar. Not only does it take the brand into an arena where you wouldn’t normally expect it, it also shows the way forward for a brand which we ourselves have said needs some spicing up to come back to throbbing, vital life once more.

There are two questions that need to be answered. First, how good a motorcycle is the Pulsar 135LS. This is the central question of every road test we do and the one question we absolutely have to answer at the end of the exercise. The other, and perhaps the more important one is whether this 135cc motorcycle is a genuine Pulsar. If it is, does it actually dare to point the way forward for India’s premier performance motorcycle brand?

design & quality The Pulsar 135LS breaks some fresh, welcome ground on the styling front. As you’ve read in OVERDRIVE before, we’ve noted the fact that Bajaj has (thus far) shied away from radical changes in the design of the Pulsar (but for the 220 with its distinctive front with the quarter fairing), most evident in the reluctance to play with the fuel tank’s shape. So seeing the Pulsar logo on a completely differ-

LS’ denotes Light Sports and Bajaj is calling it the entry-level Pulsar ent set of lines and shapes is pretty dramatic.

Bajaj has carefully preserved similarities in the design elements - you won’t miss the contrast coloured side panel that’s a tightened-up replica of the current Pulsar unit and the tank extensions, which became a Pulsar trait after the erstwhile Pulsar 200, have been reshaped into a more fluid, more evocative shape. I don’t really like the fact that the Pulsar 135LS reminds me of the XCD Sprint (the concept showcased at the 2008 Auto Expo) so strongly. But I also realise that I liked the XCD Sprint’s design in the first place - so I find it easy to describe the Pulsar 135LS as a good looking motorcycle. The headlamp design, for example, is practically the same as the concept and it’s an interesting shape which you can neither term as bi-

kini faired, nor naked. The tank is sleeker and smaller in visual volume and the knee recesses are well-defined and purposeful. It’s also interesting that the 220/180’s split seat hops clean over the 150 and lands straight into the 135LS. The tail piece is a sleek bit of plastic that ends in twin LED strip tail lamps with strong XCD cues, made to look sportier by the split grab rail. The slick number plate hanger - it reminds me of the Yamaha R6’s equivalent is a nice touch and adds another sporty cue. I must point to the rear tyre hugger which is plain ugly, though I imagine it must be practical in the rains.

When you sit on the bike, you will notice the familiar sit-on-top-of-the-motorcycle feel that all Pulsars have, and you will spot the new two-piece handlebar and the new meters. The bars are slightly taller than the 180’s or the 220’s, but they create that same Pulsar-spec canted forward, feet slightly back riding position. It’s familiar, and that’s good.

I loved the meters. They look fresh, clear and information is easy to read. They’re a bit deja vu, though - the housing looks the same as the XCD 135’s; but I mostly miss the fact that it still refuses to allow a clock to enter the picture. It isn’t hard to do, and a clock is useful - that’s why practically everyone I know wears a watch in the first place.

Like every new Pulsar we’ve seen in the past few years, the 135LS gleams. Fit and finish does feel better than usual and the new switchgear feels fresh too. Especially when you notice that someone finally mounted the engine kill switch the right way. The whole motorcycle feels like a Bajaj, like a Pulsar even.

Sharp headlamp design is reminiscent of European design, and of the XCD Sprint

Clocks similar to the XCD 135’s with a refreshed tacho. They look neat and prove easy to read

New tank design is pleasing, with matching tank flanks bearing 4-valve stickers

New 4-valve DTSi engine looks compact and points the forward for all the Pulsars

Sleek, sporty rear end marred slightly by the practical but dowdy full length hugger over rear tyre

Sleek LED tail lamp very similar to XCD. Looks sporty on the sharp rear-end. Lovely grab rails JAN 2010 www.overdrive.in

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tata gra nd e m k i i gx

Grandstand

849

OD Rating Price Rs 7,60,000 ex-showroom Delhi

Spit shine, clever thinking and curious tinkering. Do they make the new Grande Mark II a force to reckon with?

+ Buff styling + Decent mileage + Ride quality braking - Poor and finish - Fit - Handling

Words Bertrand D’souza Photography Manas Parekh

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he Tata Group’s diverse investments make for some incredible statistics. Now I’m not going to go into how and where they have spread the money, but what I would like to say is that a large chunk of that investment is global. And there’s also a large chunk invested in the domestic market, case in point the new projects from Tata Motors. With so much money riding on them from various parts of the globe, it is but 0bvious that their products and services have to get better, especially since the international community is watching them very closely.

And after decades things are certainly looking up for investors, customers and employees of Tata Motors. It started with Tata

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Motors and Fiat forming a highly successful symbiotic bond in India for sales, services and technical support. Then came the big one when the Nano made headlines in every corner of the globe. I doubt anybody anywhere on this planet (even the remotest corners of the Congo) missed that event. They then went and bought off the Jaguar-Land Rover marque. Sometime later there were also talks of a stake being bought in Pininfarina (what’s with the Italian connection?) and while plans have been shelved for the moment I’m sure the thought of owning a reputed design house has not evaporated.

Then Tata Consultancy Services grabbed global sport headlines by tying up with the Ferrari Formula One team, yet another asso-

ciation came up with the Ducati Moto GP team and now CRL, a wholly owned subsidy of Tata Sons has recently bagged a commission from the Force India Formula One team for critical CFD work on the team car.

With all eyes on them it is but obvious that the products and services at the heart of their business are going to improve. And that is exactly what we saw this October in the Manza, a tremendous engineering effort that has truly elevated Tata Motors into the ranks of global car manufacturers. Exactly a month later they have rewoven the Sumo Grande launched at the 2008 Auto Expo with the same thread as the Manza. It’s now called the Grande Mark II and it reveals a whole new direction Tata Motors has set off in.

DESIGN & QUALITY Tata Motors sent a minor shock wave to the assembled media when they took the covers off a glowing burnt orange Sumo Grande at Auto Expo 2008. I loved it, both the drama of the moment and the fact that the Sumo Grande was sensational, eye catching and contemporary. I thought it only looked good in that particular colour but not everyone

the Grande Mark II reveals a whole new direction Tata Motors has set off in shared the same sentiment. Fair enough, it’s a personal opinion, but now to my consternation that particular colour has been discontinued. That took the colour out of me!

That particular paint scheme however is about the only thing that has been taken off the Grande; the overall styling incorporates several new design ideas which make the Grande more pleasing to the eye and add several comfort features as well.

The front grille for instance incorporates chrome strips on the horizontal slats and the lower air dam with the fog lamp pods is now body coloured. This gives it an elegant air and reduces the stark butch effect as seen on the last generation Sumo Grande where the external adornments were black plastic.

The side profile reveals a scratch strip running along the length of the car. It’s a vis-

ible waist line breaking up the monotony of the featureless side panels that received a fair amount of criticism before. Indicators pods now find themselves on the wing mirrors adding a small detail touch to the overall ensemble. Another smart and cost effective touch are the pressed steel wheels which look just like alloy wheels be it in motion or standing still. The style revisions however are just restricted to these two areas and the rear end stays just the same.

Nevertheless the overall effect all these minor changes creates is similar to seeing someone like Stallone get a Vidal Sassoon haircut, a Kevin Aucoin makeover and Ralph Lauren duds. It looked good, all it needed was a little polishing creating a clean and classy image.

The interiors have also been revised comprehensively starting with beige and black two tone colour schemes. The seat fabric is softer and fake wood inserts give the interiors some amount of richness. There are however two significant changes. The first is a smaller steering wheel which makes it look modern and car-like and also benefits driving. The second is the gear lever knob which has gone from being fat, chunky and ungainly to sleek with rounded edges making it nicer to grip.

One of the biggest criticisms regarding the Sumo Grande was that the quality of fit and finish was lacking. Shut lines were not just evident they were in your face obvious.

Build quality was also targeted with several features feeling flimsy and unable to stand the test of time. So this is one area I would have liked to see considerable improvements

Smaller steering wheel, smooth gearshift knob, two-tone upholstery and soft touch plastics and fabric add high quality feel to the interior. Fit and finish however needs to be looked into finely

Deep sunglasses holder does not scratch lenses

Faux wood trim encloses iPod compatible stereo

Glovebox flap doubles up as shallow cupholder

Rear styling is impressive from certain angles and is still good enough to need no revisions JAN 2010 www.overdrive.in

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Bull e t 500 C l ass ic

Pointblank The Clasic is the most modern Royal Enfield Bullet ever Words Vijayendra Vikram Photography Gaurav S Thombre

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t the first sight of the Royal Enfield Bullet Classic 500, I couldn’t help but imagine myself riding it, togged up in baggy trousers tucked inside leather boots, an army jacket and most importantly, a soldier’s bowl helmet. Yes, the Classic teleports you to the halcyonic WW II era, a time when springy seats and fat fenders were in and aerodynamics were unknown. Back to the future, where the world is chin on tank, flat out behind razor sharp designs, compact forms and the rush of ever higher revs, Royal Enfield decided to resurrect the nostalgia and the old British charm and thus the Classic was born. It’s something they’ve done before in various ways, of course. But never this well!

The Bullet has stayed virtually unchanged since inception so is the Classic like hitting the rewind button for RE? Not at all. In fact, the Classic is the most modern Royal Enfield motorcycle to date with its Unit Construction Engine (UCE, seen on the Thunderbird Twinspark) and, heaven be praised, fuel injection. Gone are the days of the cast iron block and the AVL designed aluminium head. The UCE sports twin spark plugs to provide the fireworks and it is heavily reworked for smoother performance. The engine

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TE ST

TRAC K AT TAC K 2010

Flat-out in the Lamborghini Gallardo LP560-4, Porsche Panamera 4S, Merc SL 63 AMG, Audi TT, Bmw Z4, Audi A6 3.0, BMW 530d , Merc E350, Audi A4 3.2, BMW 320d, Skoda Laura 1.8, VW Jetta, Ford Fiesta 1.6S, Honda City, BMW X6 and Porsche Cayenne Turbo

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I nd ia’s

best driver’s

Cars

At the limit

The fastest cars in India, the most expensive cars in India, the most desirable cars in India. 5249PS of total power, Rs 16Crore worth of exotica, all primed and ready for action Location MMST Race Track, Chennai

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Volkswag e n Beetl e

A Bug’s life

The VW Beetle aims to spread the message of love in India Words Halley Prabhakar Photography Gaurav S Thombre

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Model Nivedita Kelkar Make-up Komal Jadhav Costumes 3G, Pune.

he Love Bug has landed in India and if you love being the centre of attention, Volkswagen’s Beetle is the car for you. Everywhere you go people will wave, point, stare and smile. They’ll hang out of their cars or stop their motorcycle and scream, “Your car’s so cute!” And you will feel like a celebrity. You’ll feel like you’ve entered an exclusive club of Beetle owners.

When you stop in a parking lot curious onlookers will swarm around, peek in the windows and bombard you with questions. Don’t be in a hurry to get anywhere; you’ve got to schedule extra time for your fans. Don’t bother asking anyone for directions; you won’t get an answer until they’ve finished with their marveling. If you are in a public place and start to tell a friend that you’re driving a Beetle, suddenly you’ll have everyone

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ROAD TEST

850

OD Rating Price Rs 21,47,250 ex-showroom Mumbai

+ Cute looks + Brand value + Build quality - Pricey Underpowered - Cramped rear -

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f e at u r e

auto e xp o p r ev i ew

Show time!

The 2010 Auto Expo in New Delhi promises glitz galore

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he biennial Indian motor show, the Auto Expo is back. And as you will read in the following pages this is going be the biggest Indian motor show ever, eclipsing the likes of the Tokyo Motor Show in both scale and importance. The buoyant automotive markets appear to have turned the recession into a fading memory and manufacturer after manufacturer is readying big announcements at the Expo. Here is our preview of the 2010 Auto Expo listing out the confirmed and guesstimated show stars. We’ve also included manufacturers who will not be at the show and their plans for the calendar year.

AUDI you’re probably expecting to see the brand new A8 at the show but unfortunately that will make its show debut at Detroit instead.

The star of Audi’s stand will be the gorgeous R8 Spyder, complete with the 5.2-litre V10 engine so ready those fat cheque books. Flanking it will be the monstrous V10engined RS6 Avant (estate) while the S6 will bring a more affordable bent to the Audi performance line-up.

Also on stand will be the A4 Avant and the new A5 coupe, probably signalling an Indian launch. What we’d dearly like to see in the metal is the E-Tron electric sports car - it would be stunning, and would fit right in with the green theme of the show.

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CNBC -TV18 OVERD R I V E Awards 2010

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elcome to the 11th CNBC-TV18 OVERDRIVE Awards, India’s most coveted platform to acknowledge and reward automotive excellence. The contenders have been lined up and the ‘Speedshift’ has been slotted into top gear to select this year’s winners. Like every year, an elite jury comprising of senior editorial staff from OVERDRIVE and automotive experts and motorsport personalities of national and global repute will be exhaustively evaluating the vehicles based on various parameters like quality, value and relevance to the Indian automotive context. The scores are sealed and the winners will only be disclosed at the glittering awards night, to ensure fair and unbiased verdicts.

OVERDRIVE continues to promote and reward eco-friendly initiatives by car manufacturers and agencies with the Green Award and the Safety Award.

Keeping in mind consumer benefits, the OVERDRIVE Awards will run separate categories to pick the compact, mid-size and executive cars of the year, along with the most coveted Car of the Year.

Just flip through the the class of 2009 and let loose your guesses.

Eligibility criteria All vehicles homologated and introduced in India, in the calendar year 2009 are eligible for the OVERDRIVE Car, Bike, UV and SUV of the Year Awards. Engine changes to an existing vehicle will not make the vehicle eligible though a mechanical change or body style alteration which significantly alters a vehicle’s positioning will make it eligible. CBU imports introduced in India in 2009 and with a run under 250 units for cars, 100 units for SUVs and 200 units for bikes qualify for the Import of the Year award.

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C om pa ro

H onda av i ator

vs

mah ind ra d u ro

vs

TVS Wego

Sex no bar

The Mahindra Duro, Honda Aviator and TVS Wego set sights on the urban male commuter

Words Abhay Verma Photography Gaurav S Thombre

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wo months ago, Vikram was working on the Honda Activa versus the Mahindra Rodeo comparison test.

We got into a bit of a debate. Vikram believes that the current scooters are good enough to handle whatever the commuting needs of the urban working male are.

The age of ‘Hamara Bajaj’ and the LML Vespa may be over, but the automatic scooters that have taken (some of) their place are more than adequate. I think not. I think the urban male would rather be seen on a motorcycle - even if that comes at the expense of practicality. I think today’s scooter market is little more than entry-level offerings targeted at college-going youngsters, senior citizens and the

fairer sex. Male executives, if at all, are in the minority here, whether they be twenty-somethings like me, or thirty somethings.

But I think I’m going to have to take my argument back. As I pen this comparo, I had to pick between three new unisex scooters, the Mahindra Duro, the face-lifted Honda Aviator and the TVS Wego.

Riding the trio about town has altered my perspective on them and their kind, so much so that I don’t mind riding an automatic scooter to work everyday. What I would miss, at best, is that you can’t do much with them when it comes to stunting, heh heh. Then again, that Aviator does have a cute little disc brake up front. What I would gain if I switched, would be the comfort in stop and go traffic, the JAN 2010 www.overdrive.in

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ho n da v f r 1 200f

Photography Rishad Cooper, Autocar

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Easy rider

Meet the Honda VFR1200F, the future of motorcycling Words Vijayendra Vikram

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iding is all about split second decisions. Things can get tricky sometimes and then you wish you had a dual-core, Rossi-spec Pentium up in your head. This is the prime reason why superbikes are constantly becoming easier to ride. But what’s next after making the power delivery tractable and manageable for the average riders? Consider this - I hit 160kmph on the speedo before getting distracted by tyre marks going off the track and realised I was headed there too. The sharp left-hander sure needed much more than a couple of Rottweilers biting the brake discs. Thanks to the presentation minutes ago, I knew just what to do. I squeezed the brakes, tapped the downshift button (yes) and threw the bike into the corner. I’m no Rossi but then I had C-ABS (Combined ABS) that means no wheel locks and shorter braking distance. The electronics in the DCT (Dual Clutch Transmission) eliminate the need of a slipper clutch and cut back torque effectively to

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Ho n da U3-X

Wonder wheel In between designing racing engines, Fireblades and Civics, this is what Honda engineers do Words Vijayendra Vikram

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Small wheels rotate sideways, large one rotates normally. Together they allow the U3-X to move in almost any direction you choose

ASIMO family now includes the robot, walking assist gizmos and the U3X

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magine: some time in the near future, you wake up and you’re just too lazy to move. It could be too much boogie on the dance floor, or you may just want to conserve energy.

Then you discover that your personal ASIMO robot doesn’t have enough juice to bring you the coffee. This is when the U3-X steps in.

Slide the tiny 10kg device out of the bedside cabinet, open up the twin seat, push the start button and it will propel you straight to the coffee machine.

This is just one (and the laziest) of the various applications of Honda’s latest personal mobility device. Possibilities are unlimited for the U3-X. It can assist people with walking disabilities, can be used in old age homes, hospitals, work spaces and even on well paved streets. I was thrilled by its very looks. The U3-X is a cute as can be, shaped like an ‘8’ and is only slightly bigger than a briefcase, so it’s easy to tote or stack. Sharing its roots with ASIMO, it is intelligently designed too. Two circular discs neatly fold out from the top half to rest your butt on while the footpegs at the bottom are very bike-like.

It is not only designed for the rider but also the people around him. It not only makes it

Seat folds into the hole, and a neat carry handle makes U3-X portable

easier for the rider to reach the ground from the footrest but also places him roughly at the same eye level as others.

I was quite reluctant at first to put both my feet up - it’s a unicycle after all and I’ve never ever balanced myself on one wheel.

But this is the beauty of its design. Sophisticated tech inside helps the U3-X to do all the balancing on its own. It runs an incline sensor that detects the incline of the device based on the weight shift of the rider and can also sense where and how fast the rider wants to go, based on the slightest of body movements. This makes sure that the control unit is constantly working to keep the device upright, based on this data. I discovered that the device can be balanced by very gentle weight shifts and the joyride began.

The sensors are absolutely accurate and

The U3-X is cute, shaped like an ‘8’ and at 10kg is slightly bigger than a briefcase

sense even the most natural gestures whether you want to go forward, backward or sideways. Oh yes, the U3-X can move even sideways. This is made possible by Honda Omni Traction Drive System (HOT Drive System), which is world’s first omni-directional driving wheel system that enables movement in all directions. The U3-X’s single wheel is actually made up of multiple small-diameter motor-controlled wheels that are connected in-line to form one large-diameter wheel.

The U3-X moves forward and backward by moving the large wheel while the small-diameter wheels rotate to move it sideways. By combining both, the device moves diagonally. Knowing all this, all I had to do was to point out to the desired direction by simply shifting my weight a bit. Lean a little more and the device picks up some speed as well.

The U3-X can reach speeds up to 6kmph, which is safe enough for general usage and the battery can run up to three hours depending on usage.

There are no plans for the mass production of the U3-X but the research and technology might sprout technologies that can be implemented in cars or mobility solutions of the future.

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Nemesis

The BMW S1000R has what it takes to make the Yamaha YZF-R1 and Aprilia RSV-4R flinch in fear Words Harriet Ridley

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TOP PRESS! BMW has done it. Or at least, it probably has. The Bavarian manufacturer appears to have created a 1000cc superbike to rival the best in the class, including Yamaha’s mighty crossplane crank YZF-R1, and Aprilia’s fierce RSV-4R. No one really believed the S1000RR would be a true contender to the title in its first year of production. After all this is BMW’s first serious attempt at creating a true World Superbike racer with production credentials.

But the recent launch at Portugal’s Portimao circuit left the assembled press gobsmacked. To top it all off, the power of BMW’s S1000RR has since been independently measured on a dyno following the arrival of the first BMW press bikes in the UK. BMW’s S1000RR belts out a true 190PS at the back wheel. That’s virtually on a par with the 195PS claimed by BMW – and manufacturers quoting non-exaggerated power figures is virtually unheard of in itself – and by far the best power output in the class.

That’s even more power than a Suzuki Hayabusa!

We’ve seen the S1000RR being raced in the 2009 World Superbike championship (WSB) with Troy Corser and Ruben Xaus on board. And for a brand new superbike from a manufacturer with precious little racing experience, it hasn’t done badly. So why the scepticism?

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F e at u r e

OVERDRIVE t rac k sc h oo l

Classroom sessions focus on concepts before 45 minute drills let you practice them on track

All motorcycles are welcome. Indian bikes and Superbikes are segregated for safety

Instructors demonstrate the techniques and then follow and help students get it right

Flight lessons The inaugural OVERDRIVE presents TWO Track Schools by Indimotard is a well-attended success

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he first OVERDRIVE presents TWO Track School by Indimotard was a massive success. A cool weekend at the Kari Speedway near Coimbatore saw 20 students register for the classroom and track session spread over two days. The TWO curriculum is split into four levels and this one focused on the basics, or Tier 1.

Post registration and scrutiny, the day’s schedule quickly fell into place with the format being short classroom sessions followed by 30-45-minute drills that explained the concept and start skill development. Anand Dharmaraj of Indimotard, an ex-club racer in the US, led the classroom sessions, assisted by instructors who ensured that students were getting things right on track. For safety

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reasons, the superbike riders and the Indian motorcycle riders were separated into two separate groups through most of the drills.

The subject matter got more complex as the day wore on, but it was really on the second day that all the candidates finally began to string together the series of concepts they’d learnt in isolation. The improvements in riding were dramatic in most cases. The afternoon of the second day was mostly free practice where instructors kept a close eye on the pupils’ riding with helpful pointers and demos where needed.

The idea was to put everything learnt on track and in the classroom to use. In many cases, riders unlearnt bad habits picked up in the school of hard knocks - something the formatted classroom of OVERDRIVE’s TWO track school facilitates.

Second Track School dates announced The second edition of the OVERDRIVE presents TWO Track School organised by Bangalore based Indimotard will be on March 27 and 28, 2010 at the Kari Speedway in Coimbatore. Registrations are now open and if you would like to spend a glorious weekend at the track learning to ride your motorcycle better and faster, you should rush your registration in as soon as you can. TWO Track Schools limit the total number of entries to ensure that each student gets maximum possible individual attention from our instructors. The track school isn’t for racers only. It’s for anyone who is serious enough about motorcycles to want to ride better. Our experienced instructors will show you how to use the abilities of your motorcycle to the limit by expanding your skills on it - both in terms of actual machine control and the mental ones.

To register, send an email to mailbox@overdrive.co.in and we will contact you with a confirmation. You will need to transport your motorcycle to the track and make stay arrangements at Coimbatore - the earlier you register, the more we can help you in this regard.

motorsport F1 NEWS MOTOGP WRC INDIAN

Fighting finale Protest, suspension of results mar INRC finale at Chikmagalur Words Abhay Verma Photography Abhay Verma, Kishen Nanjappa

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...all the good work was undone by the protests and controversies that dogged the 2000cc class at Chikmagalur

he finale of the 2009 rallying season, the fifth and final round of the INRC, the Coffee Day Rally of Chikmagalur got underway with favourable weather conditions but culminated in an untoward furore in the Group N+, with a protest over flouting of regulations and consequently the withholding of results by the organisers.

The well designed Super Special Stage (SSS) with fast, flowing corners seemed tailor

made for eye-catching sideways action, accompanied by swirls of dust. It also featured one nasty bump, which caught many a driver unawares. The Esteem of Karan A M (co-driver Somaiah A G) in the RSC class, suffered considerable damage to the front bumper and sump guard on landing after the jump.

Having seen the toll the jump had taken on the Gypsys and Esteems, the Baleno and Cedia drivers navigated this section with discretion, averting damage before the special

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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

Porsche knick-knacks

Goodies to stack Santa’s sack to the brim this christmas Porsche’ s christmas collection has a variety to choose from. Although pens, bags, luggage and bob sleighs make great gifts. Be a little selfish and you can buy yourself a set of espresso cups or 911 tumblers with classic Porsche motiffs. Also on offer is an immaculate scale model of the Porsche 356. Splurge. porsche-design.com

BMW bouquet BMW’s got this really loud, like the cars themselves, M-division tie and a premium golf bag to make the most of this holiday season. bmw.com

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Ferrari loafers The Gommino driving loafers exude a vintage and stylish look and feature a template that reminds one of the original Ferrari GTO grid.

Rs 23,000 approx store.ferrari.com

Bentley child seat Part of Bentley’s new collection, this one’s for those born with a silver spoon in the mouth. The leather and stitching can match that in daddy’s car.

Price TBA

bentleymotors.com

BRM Abarth chrono

BRM has launched an Abarth version of its titanium-cased V12-T-44 chrono. Changes include a scorpion logo on the face, chrome hands and the brand-inspired strap with red stitching. Only 49 will be made.

Rs 3.40 lakh approx brm-manufacture.com

Lamborghini baubles

Light up the night and jingle all the way Very unlike Lambo, but the marque’s collection consists of slow-burning candles and baubles. There are wall calendars too. Available in Balboni edition colour schemes.

Carl F Bucherer Patravi

Carl F Bucherer updates its Patravi range with the EvoTec DayDate. The chunky rectangular watch gets offset day and date displays and a distinctive second counter.

Price on request

Available at Ethos Summit stores across India

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