#84 | SEPTEMBER ’20 | `200
2020 NEXON v VENUE, XUV300, WR-V & BREZZA
LUXURY ELECTRICS Mercedes-Benz EQC
997.1, 997.2, 991.1 & 991o.2f n Every generaintioIndia Turbo sold
O B R U T v O B R U T M N O C I S ’ 0 7 PORSCHE’S
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Mahindra Thar review: The all-new Thar is here and it makes you smile like nothing else
Hyundai Venue iMT Review: Your questions about this ingenious gearbox answered
Nexon v Venue v Vitara Brezza v WR-V v XUV300: Which compact SUV wins?
Vitpilen & Svartpilen 250 reviewed: KTM’s Swedish cousins have left us impressed
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#84
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Ed speak SIRISH CHANDRAN
THE ALL-WEATHER ISSUE! I DON’T THINK WE had a single clear sunny day over the month that we put together this issue. On the runway where we assembled every generation of the 911 Turbo sold in India, to go with the cover story on the 930 and 992 Turbo, it rained non-stop for the entire day. Rained as in torrential monsoon showers. Our cameras started to malfunction. We were shivering and soaked to the bone. The wind destroyed our umbrellas. There were small rivers running across the runway. Yet the Turbos kept hammering away. And once done, they were driven back to Mumbai in rain, fog and outright atrocious weather. As a testament to the all-weather supercar, there couldn’t have been a better day. As for the mad-enthusiasm of their owners, members of our new partner club SpeedFest, I only have deep respect. I also have deep respect for what Mahindra have done with the new Thar. Now we journalists have to shoulder part of the blame for hyping it up, going bananas every time we saw a test mule being thrashed, speculating to high heavens about its suspension, engine and even its transmission just by looking at the way it was being driven while trying to shake us off. But it does full justice to the hype. I only missed grab handles to haul myself in and a dead pedal to rest my left foot. That’s it. It is the best Mahindra I have ever driven. It is the best thing to happen to Indian automotive enthusiasts in the longest time — an affordable, fun car that’s safe and properly engineered. I can’t praise it enough, and yes, this probably sounds like we are over doing it. To reconfirm our first opinions from the Freedom Drive on Independence Day, we got our hands once again, on both petrol and diesel versions, for an extensive thrashing on the road and off it. If anything, we are now even bigger fans. That VIN plate on the dashboard, embossed with ‘Made In India, With Pride’ — it makes my chest swell with pride. Mahindra have delivered, and how!L
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Contents
#84
REGULARS
014
051
149
164
IGNITION
CONNEC T
E VO FLEE T
E VO ENCYCLOPEDI A
Headlining the news this month is Mercedes-AMG’s most hardcore variant of the GT yet – the Black Series. We also have a peek around the upcoming sub 4m SUV from Kia Motors, the Sonet, introduce our exciting tie-up with SpeedFest and bring you all the latest launches this month
Your opinions on the new Thar from our social media channels!
78 SUBSCRIPTIONS
Get 12 issues of evo for just `1800 – each delivered early to your door – and enjoy a free gift too!
133
028 FIRS T DRIV ES 028 SKODA SUPERB 034 MARUTI SUZUKI S-CROSS 038 MERCEDES-BENZ EQC 044 HYUNDAI VENUE IMT
FAS T BIKES 134 UPFRONT
All the motorcycling news you need
138 HUSQVARNA 250s
Svartpilen and Vitpilen 250 ridden
145 TVS NTORQ BS6
048
TVS’ scooter gets even better
COLUMNS
Small changes, big difference!
Bijoy Kumar, Richard Meaden & Richard Porter
8
www.
146 HERO XPULSE BS6
148 YAMAHA FASCINO 125
Neo-retro Yamaha is now BS6
evoIndia.com | September ’20
While being the Ed’s daily driver, the Volkswagen Tiguan has doubled up as a handy support car on our shoots in the last month. Meanwhile, Abhishek has been floored by his Royal Enfield Interceptor 650
160 MOTORSPORT
e-Sport seems to be the way forward with OEMs getting in on the action – both VW and Toyota are conducting official tournaments in India with great prizes!
162 TRIED A ND TES TED
This month, we get our hands on Rowe’s engine oil, and a watch that happens to be endorsed by Bear Grylls
We look at O-P
168 DE A D ON A RRIVA L
A mid-engined Audi Quattro: an ambitious project started by employees aiming for the next Group B Rally star, but ultimately killed by a rogue spy shot
169 NE X T MONTH
Our 7th anniversary issue – it’s going to be a big one!
170 GONE BUT NOT FORGOT TEN
The OG Thar that began a cult following like no other
Contents
#84
F E AT UR E S
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080
108
M A HINDR A TH A R
911 TURBOS IN INDI A
ROA DTRIP IN THE NE W NORM A L
The Thar gets completely overhauled – new platform, new engines, new suspension and even a new look! We get behind the wheel to give you the lowdown
The true all-weather supercar raises its head and along with some enthusiastic owners, braves the Indian monsoon like no other supercar would dare
A drive out of town in the Hyundai Verna, taking every precaution necessary in a time like the one we are living in
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094
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VOLKSWAGEN A ND THE T SI ENGINE
NE X A : 5 TH A NNIV ERSA RY
GM A T.50
The 1-litre TSI and 1.5 TSI Evo engines are brilliant, and we scratch beneath the surface to see what makes them tick
066 PORSCHE 992 v 930 TURBO
The first ever 911 Turbo meets the latest generation. Can the 992 match how special the original feels, and take the legend forward?
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Nexa has been around for five years, and has not only added more cars to its showroom but built a strong lifestyle brand around it
100 NE XON v V ENUE v V ITA R A BRE Z Z A v W R-V v XU V300 With the Sonet arriving next month, we take a refresher course on the sub four-metre SUV segment to see which one is best suited to take the fight to Kia
NEWS The best resource online for the latest car, bike and motorsport news
TUNED
We’re kicking off a new section dedicated to the tuner community and its wildest builds!
152 TUNED: OFF-ROA D HERO
A true successor to the McLaren F1, Gordon Murray’s T.50 weighs under 1000kg, gets a V12 engine, a manual gearbox and a central driving position. Should make for a really pure driving experience!
Sarbloh Motors makes some of the most insane off-roaders in the country and this modded Rainforest Challenge spec Gypsy (that you will barely recognise) is no different
156 TUNED: SUZUKI G13B
124 TRIBER A MT ROA DTRIP
The Triber gets an AMT, and we take it out on a drive to explore the convenience of this ingenious package
VIDEOS Sideways cars, bikes on one wheel and interesting people (YouTube.com/c/evoIndia)
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The Suzuki G13B engine was a close relative of what we saw in the Esteem, but with its twin cams, it had proper motorsport pedigree. No wonder it is a favourite among tuners!
REVIEWS Full multi-page in-depth reviews of the cars and bikes that matter
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IGNITION N E WS , I NTERVI E WS , TEC H A N D E V ERY N E W C A R TH AT M AT TERS
Wing and a slayer Setting up a showdown with McLaren’s upcoming 765LT, Mercedes-AMG’s newest Black Series model takes the GT to the extreme
UST WHEN YOU THOUGHT AMG’S ultimate sports car couldn’t get any more intimidating, beastly and generally good at giving the impression that it wants to munch through everything in front of it, including the road – that’s you, GT R Pro – along comes this, the GT Black Series. You’ll note it doesn’t get the GT R name, and with good reason, because while the family resemblance is clear, this is much more than merely a GT R with a bit more power and a larger wing. In fact, it has an awful lot more power: an incredible 143bhp to be precise, joined by 100Nm more torque, and as you’d imagine, this hasn’t come from simply turning up the boost on the M178 hot-V turbo V8. AMG’s engineers refer to this new engine as ‘the third member of the family’ (the M177 is the wet-sump engine in cars such as the C63, the
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M178 is the dry-sump unit for cars such as the GT R). It’s known as the M178 LS2, and only the briefest of chats with those involved in its development is required for you to discover that it was a real labour of love. Those engineers sought a lot more power, but also revs, and a new sound; they wanted more efficient gas paths and to maintain efficiency while running a heady 1.7bar boost. So, for the first time ever at Affalterbach, the traditional roar of a cross-plane-crank V8 has been replaced by the harder, higher-pitched, higher-revving configuration of the flatplane crankshaft, as per V8s from Ferrari and McLaren. AMG has also moved the exhaust valves to the inside of the ‘V’, developed new camshafts and exhaust manifolds (naturally), and fitted larger turbochargers with lowfriction bearings (as used on the GT63 S 4-Door), and bigger intercoolers. The result
M ER C ED E S -A M G GT B L AC K S ER I E S WORDS by ADAM TOWLER
is a 7200rpm red line, 720bhp from 6700 to 6900rpm, and 800Nm from 2000rpm right the way through to 6000rpm. This astonishing engine is connected to the usual seven-speed twin-clutch transaxle via a carbonfibre torque tube containing a carbon propshaft. The ’box itself has been beefed up to cope with nearly 813Nm, features a slightly higher final drive ratio than the GT R, and has additional cooling. Its shifts have been made faster, too. The GT is a big car, but AMG has nibbled away at the weight despite increased technical content, losing 21kg over the GT R Pro to take the total down to 1540kg. There is a lot of carbon in use, as you might expect, with AMG engineers stressing that, bar fundamental changes to the core chassis of the car, there’s not a lot more they can do to lower that figure significantly. The Black gains a carbon bonnet (with large vent holes), carbon roof, thinner windscreen and rear window, and a carbon
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IGNITION
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M ER C ED E S -A M G GT B L AC K S ER I E S
bootlid. As well as being lighter, it’s also a good deal stiffer, thanks to a raft of measures including carbon shear panels at the front, under the centre and at the rear. Most of all, you will probably have noticed the Black’s aggressive aerodynamics, developed in the wind tunnel and with CFD simulation, and claimed to offer over 400kg of downward force at 250kmph (300 per cent more than the GT R Pro). The huge front splitter is manually adjustable with ‘Street’ and ‘Race’ positions. When extended for ‘Race’, it creates a venturi effect underneath the front of the car, pinning it to the road. At the rear is a two-level wing, both elements of which can be adjusted manually. However, the upper tier also includes an electronically adjustable flap that can move by up to 20 degrees and is tied to the overall vehicle dynamics concept of the car. This can be adjusted by the driver either independently or as part of four modes – Basic, Advanced, Pro and Master – within which the ESP, traction control and active aerodynamics contribute in different ways. An almost completely flat underbody also cuts drag, while you’ll notice the gaping mouth is now even larger, like that on the GT3 racers. As a result it can swallow enough air to mean the GT R’s separate wider front air intakes are not required. After a good deal of testing, AMG decided to
adopt adaptive damping for the Black, unlike the passive and manually adjustable setup on the GT R Pro. It offers the usual three settings and works alongside fully forged suspension and three-way adjustable carbon roll bars. Spherical bearings rather than rubber are used for steering joints, while the electronically adjustable dampers feature separate valves for rebound and compression, and the pre-load on the springs is adjustable. AMG recommends Comfort and Sport settings for the road, the latter perhaps for wet racetracks too, while in Sport Plus the damping automatically adapts to different types of circuit based on the incoming data from the multitude of sensors. The Black’s tracks front and rear are also wider than on other GT models, and there’s a wide range of adjustment for camber settings to make the most of some very extreme rubber fitted to forged 19-inch front and 20-inch rear wheels. The 285/35 and 335/30 tyres are Michelin Cup 2 Rs, but available in two unique compounds: MO1A is the super-soft compound that the car is delivered on, but owners can also choose an MO2 compound that’s slightly harder and aimed at circuit use in higher temperatures (think the Ring on a summer’s day). Trying to preserve the life of those tyres is AMG’s nine-stage switchable traction control system, accessed once the regular ESP net has been cast aside. The set-
up, controlled from an emotive yellow twist knob, has been further developed for the Black and controls slip via the engine’s ECU and rear diff, not with any brake intervention. Inside, there’s an evolution of the already purposeful GT R Pro’s interior, with orange highlights, plenty of Alcantara, carbon bucket seats and lightweight door cards with fabric pulls, while an optional Track Package adds a titanium half-cage, four-point harnesses and a 2kg fire extinguisher. Phew. The GT Black Series looks like being quite some car, then, and quite a send-off for outgoing AMG boss Tobias Moers as he takes up his post at Aston Martin. Whether it’s a car worthy of it’s eye-watering price tag may be harder to justify, but there’s going to be one almighty scrap against the McLaren 765LT later this year.
S PECIFICATIO N Engine Power Torque Weight Power-to-weight 0-100kmph Top speed Price
V8, 3982cc, t win -turbo 7 20bhp @ 6700 - 6900rpm 800Nm @ 2000 - 6000rpm 1540k g 475bhp/ton 3. 2sec 325kmph `3. 3 crore (excluding Indian ta xe s and dutie s)
Below left: Rear wing’s upper tier is electronically adjustable by up to 20 degrees based on the situation and driving mode
THE RIVAL S McLAREN 765LT The already supersonic 720S is receiving McLaren’s increasingly impressive Longtail treatment this year. Expect 754bhp, less weight, more downforce and a price around `2.80 crore (in the UK).
FERRARI 488 PISTA A ruthless, pin-sharp driving machine, with an explosive 710bhp turbo V8 and formidable chassis electronics, the `5.2 crore Pista is a car that gets better the harder you push it.
PORSCHE 911 GT2 RS The 690bhp 991.2 GT2 RS can drain the blood from your eyeballs when it’s on full boost, but it’s also a car of depth and subtlety. Now off sale, but you may find some in the used car market.
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F O U N D E R , CA N N O N BA L L C U B
IGNITION
Breaking the barrier Kia is all set to break into the lucrative sub four-metre SUV class, and the Sonet looks to be packing enough to be a benchmark
HAT LOOKS SCARILY SIMILAR TO the concept, I thought, as I walked in to the room with a production-spec Kia Sonet under bright spotlights. You have to hand it to Kia. I thought the styling would be diluted to deal with the challenges that come with packaging an SUV under 4 metres. But no, it has stayed true to concept. Like it or not — that’s on you, styling is subjective after all — but there’s no taking away from the fact that this little SUV has presence and will grab eyeballs when it rolls down our streets. I won’t dwell too much on how it looks, you draw your own conclusions. But I do need to point out that the car pictured here is the GT
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Line. There is a Tech Line trim of the Sonet, that does away with the red accents on the exterior, along with those large (fake) vents right above the skid plate and gets dual tone interiors instead of the all-black treatment. The front looks cool with the Tiger Nose grille, and the face and stance is supposed to be inspired by a baby elephant. I guess I see some resemblance. But my favourite angle is the rear – the taillamps with the reflector bar between them do look cool. On the inside, there’s some familiarity if you’ve been in a Seltos before — the steering wheel and the slab that rises out of the dashboard holding both the instrument cluster
and the infotainment screen is identical. The instrument cluster has been restyled with a 4.2-inch MID, and a large digital speedo flanked by the tacho and the other gauges. The infotainment screen is a large 10.2-inch unit, same as the Seltos, and below it are the buttons for climate control. While everything else looked great, I felt like these buttons looked a bit bland with its lack of knobs. There are Drive and Traction modes too. But while Traction modes look great on paper to fatten up the features list, with the Sonet being FWDonly, it is unlikely to have any major bearing on what it does to the driving experience. What does warrant mention are the ventilated front
KIA SONET WORDS by AATISH MISHRA & PHOTOGRAPHY by ROHIT G MANE
THIS LITTLE SUV HAS PRESENCE AND WILL GRAB EYEBALLS
seats, the connected car features from the UVO Connect Suite, the Bose audio system and keeping with the times, an air purifier with virus protection. In the backseat, I found myself with just enough space in terms of knee room and headroom, exactly like in the Venue. There’s no panoramic sunroof here just a regular-sized one, however that is on par with its rivals in the segment. The seats themselves are comfortable with a good amount of support, though I did find the headrests to be a tad bit too firm. I suspect the Kia Sonet will be to the Hyundai Venue what the Seltos is to the
From top to bottom: GT Line gets all-black interiors; digital speedo takes centrestage in the cluster; AC controls look rather basic www.
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IGNITION D RIVE TR AIN O P TIO N S 1.2 petrol 1.0 turbo-petrol 1.5 turbo-diesel
82bhp / 114Nm / manual 118bhp / 172Nm / manual, DCT, iMT 99bhp / 240Nm / manual, automatic
Creta. It will, after all, get the same drivetrains — a 1-litre turbo petrol, a 1.2-litre naturally aspirated petrol and a 1.5-litre turbo-diesel engine. And yes, it will get a diesel automatic and the iMT manual. Considering how good the Venue is, I can only see this working in the Sonet’s favour. Obviously it brings to the table its own styling and visual character, and having being showcased a whole year later, it does have more equipment as well. Expect Kia to price it aggressively — starting at `7 lakh and going up to `12 lakh. The Sonet holds huge potential for Kia. It allows the brand to break into the sub-10 lakh rupee price bracket after establishing itself
strongly with the Seltos, thus opening itself up to a whole new audience. The road ahead for carmakers is still uncertain, but sales are quickly picking up and the Sonet might just be enough to get Kia’s momentum up again.
KIA WILL BREAK IN TO THE SUB10 L AKH RUPEE PRICE B RACKET
IGNITION
E VO I N D I A x S P EED FES T WORDS by KARAN SINGH
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Speed Fest evo India’s new partnership with SpeedFest kicks off from this issue
NDIA IS NOT SUPERCAR COUNTRY”, scream the naysayers. “Where can you drive these cars?”, they cry. Reality check. Those days are gone! India has a surprising number of really cool cars — a regular BIC or MMRT track day alone has more Porsches than you can count on your hands and toes, plus the half dozen Ferraris, Lambos, AMGs, Ms and whatnot. We have our fair share of unicorns in the country too — the Porsche 911 GT2 RS, a limited-run supercar honed on the Nurburgring, sits pretty in multiple garages in India. And later in this issue you’ll see some bonkers 911 Turbos that don’t mind getting out in the wet. There’s no shortage of these poster cars in our country then, and no shortage of people who drive them either. But we don’t see them all too often! This brings us on to SpeedFest, a sportsand supercar owners club, comprised of
I
3
4
1: The first 718 Cayman GT4 in the country. 2: Porsche 911 GT3 chasing a tuned M5 at the BIC. 3: Plenty of BMW M cars at the SpeedFest including this M3. 4: A mint Ferrari F430. 5: 997.1 Turbo has the ES Motors 1000bhp motor. 6: SpeedFest members at the BIC... 7: ... and the cars that lined up for the last track day. 8: 911 GT3 RS laying donuts in the pitlane
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enthusiasts who drive their cars hard. From track days at the Buddh International Circuit to casual meet-ups and drives across the country, this bunch isn’t scared to shred their tyres and get their paint dirty. As India’s leading enthusiast-focused magazine, we’ve partnered with them to bring these unique performance cars to the limelight — starting with the brace of 911 Turbos in this issue. All this content will lead up to SpeedFest’s next track day at the BIC in December. And if last year’s SpeedFest trackday is anything to go by, you can expect some seriously drool-worthy machines this year too. Their winter session in 2019 saw an F10 BMW M5, a total of six (yes, SIX!) C 63 AMGs and an extensive lineup of Porsches. There was even my childhood poster car, the Ferrari F430. Other awesome cars in the SpeedFest lineup include a Ford Focus RS, a Mitsubishi Lancer Evo 8 (among other Evos), a Chevrolet Corvette ZR1 and — as of going to press — the country’s first Porsche 718 Cayman GT4. Nope, you don’t see these in everyone’s parking lot. Our collaboration with SpeedFest also opens up opportunities for up-andcoming car spotters and photographers to showcase their work on our platform, and for us to bring out India’s supercar culture! Expect epic stories over the next months with the enthusiasts behind SpeedFest — exclusive coverage of drives, trackdays, new additions to their lineup, and so much more. Stay tuned!
7
IGNITION FERRARI F8 TRIBUTO Ferrari decided to replace the 488 GTB sooner than expected but rather than having an all-new model in the lineup, the Italians went ahead with a major overhaul to the chassis; fresh styling that takes cues from the previous-gen Ferrari V8s including the F40, and of course, that multiple awardwinning 3.9-litre V8 with power figures breathing down the neck of ambitious rivals including the mental McLaren 720S. The 711bhp monster comes with Ferrari’s clever staged system, gently building up to peak torque via the ‘box giving a more naturally aspirated feel to the whole powertrain, also reducing turbo lag in the process. The result? 0-100kmph in just 2.9sec and a top speed of 340kmph! And of course, it comes in scarlet red at a starting price of `4.02 crore, ex-showroom.
New arrivals
A Ferrari that costs more than an apartment in Mumbai and a bunch of special editions for the festive season
Variant Price F8 Trib u to
`4.02 cro re
Price ex-showro om , In d ia
TOYOTA FORTUNER TRD
RENAULT DUSTER TURBO-PETROL You may have already heard about the Nissan Kicks turbo-petrol that was launched recently. Thanks to the RenaultNissan alliance, the same 1.3-litre, direct injection, turbo-petrol motor has made it under the hood of the Duster after Renault decided to ditch the popular K9K 1.5-litre diesel motor earlier this year. It has 154bhp and 254Nm on tap and the motor is mated to either a 6-speed manual or a 7-speed CVT. In terms of the design, there’s not much to look for except for some red garnishing on the grille along with the turbo badge. But considering the Duster is cheaper than the Seltos by a hefty 5 lakh rupees, undercutting the Kicks even; the Renault makes for great value.
For those who remember, yes, Toyota had launched the TRD Celebratory Edition last year as well but this one is BS6-compliant albeit with more features. The ‘Special Technology Pack’ will get you head-up display, automatic-folding ORVMs, a dash cam, 360-degree camera, puddle lamps, air purifier, TPMS and finally — a door-mounted wireless smartphone charger for the rear seat passengers. To please the babus, Toyota has launched the TRD only in this white colour scheme which gets blackedout 18-inch wheels, new front bumper with a faux diffuser, black-maroon colour scheme on the inside with several TRD logos pasted all-around. And it’s sold only in the diesel automatic guise. Variant Price 4x 2 4x4 Prices ex-showro om , In d ia
`34.98 la k h `36.88 la k h
BMW 3 GT SHADOW EDITION It’s still here! The 3 GT had disappeared from the lineup for some time after BMW had confirmed the suspension of production. We are soon to get the new-gen 3 Series LWB which has already been on sale in China. However, the 3 GT has made a comeback in the form of this Shadow Edition as BMW seems to be clearing the stocks. The Shadow Edition gets a blacked-out grille and tailpipes, 18-inch alloys, M-badging on the front fenders and the M aero package which includes the front apron, side skirts and rear apron, all finished in Dark Shadow Metallic paint. It gets certain goodies on the inside too – of course – all in black.
Variant Price
Variant Price
RxE RxS Rx Z RxS Rx Z
Shadow Edition
(AT) (AT)
`10.49 `11. 39 `11.99 `12.99 `13. 59
la k h la k h la k h la k h la k h
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`42. 5 la k h
L AU N C H ES WORDS by
A BHISHEK WA IR AGA DE
JEEP COMPASS NIGHT EAGLE Jeep launched a limited-edition variant of the Compass on the SUV’s third anniversary in India. Based on the Longitude Plus trim, the Night Eagle costs `45,000 extra for all the three variants — petrol manual, diesel manual and 4x4 automatic. For the extra money you’re shelling out, you will get black inserts on the grille and window line, black 18-inch wheels along with blacked-out Jeep badges. Same story continues on the inside with an all-black dash plus part-leather seats, again, in black. It comes fullyloaded, being based on the top-of-the-line Longitude Plus trim. This is the final hurrah for the Compass before the major mid-life upgrade gets launched sometime next year. The updated Compass is expected to get a more powerful diesel motor along with a 7-seater option alongside the 5-seater as well. Variant Price 1. 4 P AT 2 .0 D MT 2 .0 D 4x4 AT
`20.14 la k h `20.75 la k h `23. 31 la k h
Prices ex-showro om , In d ia
BMW 320d SPORT BMW has revived the base diesel variant of the diesel-powered 3 Series quietly after having taken it off the website back in March 2020. The entry-level Sport variant gets a similar features list as its petrol counterpart. You get launch control, cruise control, automatic headlamps, auto wipers, 3-zone climate control, electronically adjustable front seats with memory function, sunroof and an 8.8-inch touchscreen. You do miss out on features such as Apple CarPlay, digital cluster, 10.25-inch touchscreen infotainment and hands-free parking. But then you’re also saving almost ` 5.5 lakh over the Luxury Line variant. Mechanically, the 320d remains the same with its 2-litre motor churning out 187bhp and 400Nm, paired with an 8-speed torque converter. Variant Price 320d Sp or t Price ex-showro om , In d ia
`42.1 la k h
MARUTI SUZUKI S-CROSS PETROL Maruti Suzuki’s decision to abandon diesels has led to the 1.5-litre petrol motor which also does duty under the hood of the Ciaz, Ertiga, XL6 and Vitara Brezza, finally making it to the S-Cross. The naturally aspirated, four-cylinder motor churns out 103bhp and 138Nm while also being paired to a tiny battery (SHVS mild-hybrid in Maruti Suzuki terms). The introduction of the four-speed torque converter transmission is an addition to the pre-existing 5-speed manual and thankfully both the variants come with the SHVS system. There are no cosmetic updates at all, however, you get the latest-gen Smartplay Studio touchscreen infotainment on the inside. Variant Price Sig ma Del ta Ze ta Alp ha Del ta AT Ze ta AT Alp ha AT Prices ex-showro om , In d ia
`8 . 39 `9.6 `9.95 `11.15 `10.8 3 `11.18 `12. 39
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FORD FREESTYLE FLAIR The festive season is right around the corner and to make the most of it, Ford has launched a special-edition variant of its peppy cross-hatch — the Freestyle. Based on the fully-loaded Titanium+ variant, the Flair costs an extra `30,000 as compared to the corresponding Titanium+ variants. For the extra money, you get funky red and black elements — black roof and alloys paired with red roof rails, ORVMs and faux skid plates. There are decals on the outside to go with the dual-tone scheme. On the inside too, the seats get Flair crests, red accents on the door handles and a black /gray colour scheme. Other than that, it gets all the features already present on the Titanium+ variant. Available with both diesel and petrol motors, the Freestyle Flair is sold with only a manual gearbox and there’s no automatic option. Variant Price Flair P Flair D
`7.69 la k h `8 .79 la k h
Prices ex-showro om , In d ia
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WHY WE WEAR WATCHES WORDS by SHAMI KALRA
Going Beyond
Watches are an essential part of the explorer’s kit, and here’s what makes them significant
The Rolex 6098 Oyster Perpetual was worn by Alfred Gregory during the 1953 Everest expedition, seen here in the auction catalogue of Antiquorum Geneve in 2010
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to gain access to the crown. The introduction of the automatic movement has since revolutionised the production of modern explorers’ watches, providing reliability and durability. The explorer is, for the most part, going to be consistently moving allowing the watch to wind and retain a power reserve. Rolex has continued the trend, providing exploring watches for both deep-sea diving, mountaineering and aviation. The Rolex GMT, Explorer, Submariner and Deep Sea have all continued in production. Rolex need not take all the glory in the exploration arena. In early 2014, Ben Saunders, a professional polar explorer, successfully attempted an expedition from the coast to the South Pole and back entirely on foot and ski. The watch used for the expedition was the Bremont Terra Nova. The Bremont diving watch was a titanium version of Bremont’s Supermarine 500, featuring a 25-hour GMT for navigational assistance in 25-hour daylight. We are now faced with a modern conundrum, hung between the traditional exploration timepiece and its digital counterpart. Smart adventure watches are extremely practical, offering data capture, measuring tools, and interactive information gauges which far surpass the offerings of a GMT or Chronograph. Garmin and Suunto both offer extreme exploring watches, both of which that are able to provide high levels of data and GPS navigation. Ultimately, these watches are built for light use in relatively low risk environments, but when it comes to true exploration and extreme and dangerous environments, the traditional counterpart offers the greatest level of technical support. For centuries, men and women have dedicated their lives to exploration and as a result the relationship between the individual and their gear is powerful and profound. The bond that one has with his watch is strong and unrivalled. Whether it be needing to keep time accurately to catch a transfer or extraction, to measure intervals between rest and exercise or simply to keep accurate track of time in the moment, the adventure watch comes alive through the heart and soul of the wearer.
Marchand Grandsport Chronograph `22,358* marchandwatches.com Aimed squarely at drivers, this new threesubdial chronograph is available with either a leather ‘rally’ strap in three different colour options or on a metal bracelet.
Junghans Meister S Chronoscope `2.2 lakh* junghans.de This sporty new piece from Junghans combines brushed stainless steel and a black PVD coating for its case, which is mated to a synthetic rubber strap. Limited to just 888 units.
TAG Heuer Carrera 160 Years Montreal `5.4 lakh* tagheuer.com Another month, another limited-edition TAG Heuer, this one is an unlikely mash-up of a 1960s-style Carrera case with the cheery dial theme of the lesser-spotted 1970s Montreal.
*Prices excluding Indian duties and taxes
XPLORATION AND HOROLOGY HAVE long been intertwined with one another, with the explorer needing to precisely measure the passing of time, as well as the tool being a vital aspect of navigation and communication. Exploring the world, trying new and exciting physical pursuits, and appreciating nature’s beauty are all values that one aspires to achieve over their lifetime. With this in mind, the choice of the gear used by explorers must be physically durable and be able to withstand harsh conditions, high altitude, and rough terrain for a long time. A good starting point here would be the summiting of Mount Everest. The very first Explorers to climb Everest did so with Rolexes. The Rolex Oyster Perpetual Explorer were issued to all climbing members of the early 1953 expedition and featured the world’s first self-winding movement, created to protect the watch from the harshest of elements and assist in practicality while climbing. The early Oyster Rolex wristwatch had to be manually wound, its crown needing to be unscrewed first, which left the watch vulnerable and requiring the wearer to remove items of gear
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Driven OW QUIETLY CONFIDENT DID Skoda have to be to name a car Superb? Very, I guess and in all fairness the Superb has really been superb all these years. There’s very little to fault in it and as the old saying goes: if it ain’t broke, don’t fix it. That is exactly what Skoda has done with the Superb for 2020. On the face of it, very little has changed. There are some minor tweaks to the styling and equipment, with a major change being the new 2-litre TSI engine under the hood. But the Superb is a sedan (well, a notchback
H
SKODA SUPERB // MARUTI SUZUKI S-CROSS // MERCEDES-BENZ EQC // HYUNDAI VENUE iMT
technically) and the sort of car that has seen better days on the sales charts. The relentless onslaught of SUVs from all sides — from the likes of the Toyota Fortuner at one end, and the Compass, Tucson and even Skoda’s own Kodiaq at the other, and even from premium offerings like the BMW X1 and Merc GLA has left old-school cars like the Superb a bit lost. In my time with the Superbs, I took it upon myself to answer key questions — between the Sportline and the L&K, which is the better buy? And more importantly, is a car like the Superb still relevant any more?
Test location: Pune
Photography: Rohit G Mane
Skoda Superb
With a mild facelift and a new engine, we’re trying to figure out which of these two new Superbs you should be putting your money on
I had to Google an image of the old car and hold it up in front of this one to spot the differences between them. I’ll save you the trouble — as with any facelift, the headlamps are refreshed, they now extend all the way up to the grille. The grille looks slightly larger as well, though I didn’t take a measuring tape to it so don’t attack me on social media if it isn’t. The front bumper is slightly more chiselled, but the easiest way to tell the new Superb from the old one is by looking at the fog lamps. They are by far the most noticeable change — they’re sleeker on the 2020 model. At the rear,
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things are even more subtle. The taillamps look rather similar but the Skoda badge has been replaced by Skoda lettering — something you can expect across Skoda’s new cars in the future. There are a few minor tweaks in the bumper but I’d rather not bore you with them. Instead, lets talk differences between these two trims — the Sportline and the L&K, because that’s where things get interesting. The L&K is the bling-ier of the two. It has chrome on the grille, fog lamp surrounds, window surrounds and even between the taillamps. The Sportline is more youthful — all those bits are blacked out along with the badges and it even gets a cool boot lip spoiler. And that theme continues on the inside with all-black interiors and a liberal dose of Alcantara on the Sportline. The sporty touches don’t end there — it gets a flat bottom steering wheel and sportier seats with integrated headrests. I won’t lie, it looks and feels quite cool and quality of the materials used is faultless, though I think the appeal lies Left: The L&K gets dual tone interiors – beige here, but there’s also a coffee brown on offer. Above: 8-inch infotainment screen is common to both variants. Above, left: The L&K gets analogue dials
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Right: The new engine comes mated to a 7-speed DCT. Far right: Both variants run on 17s, albeit with different alloy designs. Right, below: Backseat space is never going to be an issue in the Superb
in the fact that we’re starved of performance cars in this country. Personally I think the beige and black leather interiors of the L&K fit better with the Superb’s luxury car intentions, and there’s also a coffee brown option that I think would look real good. When it comes to equipment, they’re both very well specced — three-zone climate control, a sunroof, a large infotainment screen (no connected car features, mind you), eight airbags, electrically adjustable seats — all that jazz. However, there are some bits that perplexed me. The Sportline gets Virtual Cockpit, which is great because it is the more driver-oriented of the two, but the L&K which costs a whole lot more gets analogue dials. On the other hand, the L&K gets driving modes that do nothing to the suspension but tweak steering weight and throttle response — something only the driver can feel — and the Sportline misses out on it. Strange. I wonder what that does to the driving experience…
The easiest way to tell the new Superb from the old one is by looking at the fog lamps
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First, let’s start with the engine. The 2-litre TSI is a real peach. Quick, refined and a hoot to drive. There’s no more 1.8 TSI and the much-loved 2-litre TDI has also been shown the door by BS6 norms, but in terms of sheer grunt, this new engine certainly seems up to the task. There’s an urgency when you stamp on the throttle, that has to occasionally be
reigned in by the electronics if you’re being an absolute nutcase with your right foot. And I love that. I love that you can do silly things in such a dignified looking car. The engine likes to rev, and will do so happily to the 6000rpm redline, pulling right from 1450rpm with proper urgency. This engine makes 187bhp and 320Nm — the same as the Tiguan Allspace — but it feels far more suited to the sort of car the Superb is. When you aren’t asking too much of it, the Superb hums along silently and this is well-suited for commuting in cities or even out on the highway. It can do the limousine bit
really well — keeping the cabin quiet and the passengers inside relaxed. But a couple of tugs on the left paddle sends the DSG hunting for a lower cog, the revs rise with a growl and the Superb takes off. As for the ride quality, the Superb is set up for comfort. There’s a slight firm edge over sharper bumps, but the suspension is pliant and it soaks up our roads well. It can get slightly floaty with a hint of vertical movement at speed, but it doesn’t unnerve you. Handling, well, you can feel the length of the car in the corners but that aside, the front
You can feel the length of the car in the corners but the front end bites well
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end bites well and it feels eager to respond to your inputs. The steering lacks feel but there’s a confidence-inspiring directness to it. You can drive the Superb hard, and not strain the Alcantara. Or the leather, if you’re in the L&K. The Superb betrays its comfort-oriented intentions a little bit when you really push it, but then the Superb is not a car you need to be driving that hard. And you certainly wouldn’t want your chauffeur driving it that hard with (or without) you in the back. Do the driving modes on the L&K make a difference? The Superb runs steel springs so it doesn’t change the ride quality in any way — both cars feel identical on that front. However, the modes do add some weight to the steering and give you more confidence especially on twisty roads, or at high speeds. It also makes the throttle a little more urgent, or dulls it to save fuel. In that sense, the L&K does put its nose out in front of the Sportline just that little bit when it comes to the driving experience. Do I miss the Virtual Cockpit behind the wheel of the L&K, though? Hell yes, the Skoda Virtual Cockpit is one of the best in the business and its versatility makes it hugely convenient on the go. It also does well to elevate the cabin experience, and to make the Superb feel worth the money you are paying for it. So when it comes to which of these two cars you should pick — you need to weigh
SKODA SUPERB Engine 1984cc, in-line 4-cyl, turbo-petrol Power 187bhp @ 4200-6000rpm Torque 320Nm @ 1450-4200rpm Weight NA 0-100kmph 8.3sec Top speed NA Price Sportline: `29.9 lakh, L&K: `32.99 lakh (both ex-showroom)
+ Extremely comfortable, fun to drive - You’ve got to choose between them
evo rating ;;;34
what you want versus what you’re willing to give up. If the backseat is a priority, shut your eyes and go for the L&K. You can adjust the front passenger seat from the back itself to free up even more room than there already is, and it gets the ingenious headrests that come with the Power Nap package. But if you are someone who wants to drive, you’re going to have to make a decision — firstly, between the
aesthetics of the cabin, then whether your budget allows you to stretch for the additional equipment. Me? I would pick the L&K because I can live without Virtual Cockpit, but don’t want to miss out on drive modes, not to mention the Canton sound system and the ventilated and heated seats that the Sportline doesn’t get. Now coming to whether the Superb is relevant any more. I think it is, more so now than ever before. The backseat is more spacious than anything from even a segment above, the boot is large enough for not one but two human beings and the driving dynamics are well-sorted too. The only criticism I could level at it is that it doesn’t have the snob value of the luxury brand, but it checks every other box. I didn’t have any ground clearance issues either, but I do admit, I was babying it over patches I can hammer an SUV through. And it may not fill up the rear view mirrors of the car ahead as much. But that aside, I find it a car that is hard to ignore because of the value it offers. We once put it up against a MercedesBenz E-Class in a comparo, and it held its own. That is the capability of the Superb, and it remains even today. L Aatish Mishra (@whatesh) Middle: The new 2-litre TSI is the most significant change to the Superbs
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Test location: Pune
Photography: Abhishek Benny
Maruti Suzuki S-Cross Once only available with a diesel, this premium crossover from Maruti Suzuki is now only available with a petrol!
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FEEL LIKE I’VE BEEN HERE before. A Suzuki badge on the nose. A 1.3 turbo-diesel swapped out for a 1.5 petrol. A manual now supplemented with the option of an automatic. It’s just… the last time around I was looking out over a beach and this time, I'm trying to avoid a deadly virus. The Maruti Suzuki S-Cross has been given nearly the same treatment that we saw on the Vitara Brezza at its first drive in Goa — BS6 forcing out the diesel and having it replaced by the naturally aspirated 1.5 petrol engine. Not much else has changed. On the face of it, the S-Cross looks the same right down to the hybrid badge since the diesel also had mild-hybrid technology. There’s a new infotainment screen, but the big change is under the hood. The engine is a familiar one, and one I have driven rather extensively on the Ciaz I ran as a long termer. It’s a naturally aspirated unit that displaces 1462cc, and puts out
On the face of it, the S-Cross looks the same right down to the hybrid badge
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103bhp and 138Nm. It comes paired to a fivespeed manual and a four-speed automatic, finally giving the S-Cross the option of the automatic. The S-Cross also comes with the mild-hybrid system across the model range, unlike the Brezza that only has it on automatic variants. The engine is actually rather nice! The 4-cylinder is refined and quiet at low revs, but enjoys being pulled to the redline. Being a naturally aspirated engine, it builds power linearly. That’s not to say it is dead at low revs, it is strong enough but there’s no kick like you would get from a turbocharged engine when it comes on boost — it gradually builds up power to the redline. The mild-hybrid system also improves fuel efficiency and fills in torque under hard acceleration, though it is not something you can perceive from behind the wheel. Then there’s the automatic gearbox. The four-speed torque convertor has been the go-to automatic transmission for this engine.
I’ll be honest, it feels quite archaic in a time where sub four-metre cars have DCTs. There are some things to appreciate about it, no doubt — the shift quality is good. It may not be the quickest, but it is smooth and is without the head toss effect that is so prevalent in AMTs. It crawls perfectly well and is effective in traffic, particularly when combined with the stop-start function. But then it has its drawbacks — the fact that there are just four ratios means it has to be spaced out very wide and that accentuates the lack of punch of the engine. Forget steering wheel paddleshifters, there’s also no manual override for upshifts or downshifts — you have got to control it on the throttle. Floor it for a downshift (and wait). Let off for an upshift. I seem to come to the same conclusion about every car with this enginegearbox combination — if you’re keeping it restricted to the city commute, you’ll be fine but out on the highway, you’ll be left wanting. The good thing about the S-Cross is that
Below: The S-Cross now gets the K15B petrol engine. Far below: The dash remains unchanged save for the infotainment screen. Below, right: Simple analogue dials with the MID are clear
it comes with a manual gearbox, and doesn’t miss out on the hybrid system. Now we haven’t driven that combination in this car yet, but I am familiar with the setup from the Ciaz and Brezza and it should be much nicer to drive. The shift quality is generally very good, clutch action is light and the extra ratio, combined with the control you have over it makes it far more fun. Another addition is the new Smartplay Studio that has Android Auto and Apple CarPlay connectivity, with an overall interface that is far nicer to use. While it doesn’t get connected car features in-built, you can get the Suzuki Connect pack as an accessory with many of the same features. Another change that Maruti Suzuki has made for the S-Cross are the icons that indicate what the hybrid system is up to on the MID. On the Vitara Brezza, they were really tiny but they are larger
and more clear on the S-Cross. However, you still need to take your hands off the wheel to toggle through the MID menu with the button on the cluster. The S-Cross interiors are well-appointed and it has a rather well-stocked features list. Automatic LED headlamps, auto wipers, automatic climate control along with dual airbags and hill hold assist. Space, both in the backseat and the boot is impressive but by far the most impressive bit about the S-Cross is the ride quality. It remains extremely composed even on rutted tracks and trails, and the 180mm ground clearance allows it to tackle bad roads with confidence. The steering is a bit weighty, but apart from that it is a very easy car to drive around. With prices starting at `8.39 lakh, the S-Cross is now `50k more affordable than before. However this particular variant comes
in at `12.39 lakh which puts it up against the likes of the Honda WR-V on one end and the Renault Duster on the other. The S-Cross’ space, refinement, ride and Maruti’s vast network are certainly what stand out and the entry price is also appealing. But I’d stick with the manual. L Aatish Mishra (@whatesh)
MARUTI SUZUKI S-CROSS Engine 1462cc, in-line 4-cyl, petrol Transmission 4-speed automatic Power 103bhp @ 6000rpm Torque 138Nm @ 4400rpm Weight NA 0-100kmph NA Top speed NA Price `12.39 lakh (ex-showroom)
+ Refinement, ride quality, space - Dull gearbox, no diesel
evo rating ;;;;2
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OBODY, LEAST OF ALL Mercedes-Benz, positions the EQC as a performance car. This, after all, is the start of Mercedes’ ‘sustainable luxury’ push to have CO2 neutral car production by 2022; electrify 50 per cent of its portfolio by 2030; to have a CO2 neutral fleet by 2039. They are calling it Ambition 2039, a mission that — on the face of it — goes in the opposite direction to what we enthusiasts want. Yet… the first time I step on it, the EQC takes my breath away. And I don’t mean figuratively or anything. It physically, via an application of considerable g-forces, takes the breath out of me. This is incredibly fast! There obviously is no noise and no drama, but that just heightens the absurdity of the EQC’s turn of pace. Here’s a car whose goal is to keep the grass greener, air cleaner, water clearer and children happier. Yet it goes like a fire-spitting AMG. It has
some form of launch control logic that, when your left foot is on the brake and right on the accelerator, primes up the two motors and, when you get off the brakes, catapults you into the horizon. 0-100kmph is in a claimed 5.1 seconds, but it feels faster, at least that’s what my kidneys are telling me. And it is relentless. IC engines have a power band, the torque rises and falls as you rush through the revs, even the fastest twin-clutch gearboxes have a micro-second of pause before the next wave is unleashed — all of this gives combustion engines their inherent joy and character. EVs though… it is relentless. There is no ebb and flow. No shifting of gears. The EQC’s full 760Nm of torque is deployed at launch and stays flat, consistent and vehement — punching a hole through the air — till it hits a wall at 185kmph. There’s so much torque the nose visibly lifts from the outside and you can feel the tyres scrabbling for grip — that’s despite the torque-
Test location: Karjat, Maharashtra
Photography: Rohit G Mane
Mercedes-Benz EQC Launching in October in time for the festive season, the EQC 400 4Matic will be India’s first fully-electric luxury vehicle
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vectored four-wheel-drive. But because everything is electronically controlled, there’s a super-intelligent management of traction. You don’t feel that tell-tale cut in power that you do when either the brakes are applied or power is cut to the wheels to restore traction in conventional combustion-engined cars. With the EQC there’s no opportunity to catch your breath. Honestly, it is great fun. Of course EVs are a one-trick pony. Once you get used to the mad acceleration there’s nothing else. There’s no activating rear-drive only mode, switching off traction control and smoking rubber. No hooligan antics apart from rocketing to the horizon. But for first impressions, on a day-long drive, it has you laughing like an idiot. And making your passengers dog-sick. Incidentally the same team that handles AMG in India will be responsible for the EQC, and they definitely know how to sell fast cars. But performance is only one aspect of the EQC; in fact it is only in this enthusiastfocused magazine that you will find the test devoted to the EQC’s turn of speed. Let’s now get sensible. THE EQC IS ADAPTED FROM THE MID-SIZE GLC’s platform and is 100mm longer with an 85kWh lithium-ion battery pack, made by Mercedes-Benz at their own factory. In India Mercedes will offer an 8-year warranty on the battery pack which sits under the floor between the axles. 80kWh of the capacity is deployed between the two axles, each with its own electric motor and planetary gearbox.
The EQC is mostly front-wheel-drive using the less tightly wound stator motor for better efficiency while the rear is more tightly wound for more torque and to deliver on dynamics that we will come to later. The battery pack weighs 650kg, the biggest contributor to the significant 2495kg kerb weight, and it delivers a claimed range of 450km on the European NEDC cycle. A full charge on the supplied wall box (7.4kWh, AC) takes 10 hours, on a DC fast charger it takes 90 minutes, and on your regular 15Amp 3-pin home socket it will take 21 hours. As for the design, I was quite taken aback by your not-so-flattering remarks when I posted pictures on my Instagram. A surprising number of you are not fans of the way the EQC looks! Personally I think it looks quite distinctive with that imposing face that’s becoming the norm. Anyway, styling is personal. The interiors are far better resolved and both look and feel expensive. There’s a Jaguar-like sweeping arc (which itself is inspired by yachts) across the width of the dash that runs into the door pads, a lovely mix of materials and an obvious lack of wood to highlight the modernity. This 1886 edition we tested gets beautiful copper-coloured air-con vents and a fantastic
0-100kmph is in a claimed 5.1 seconds, but it feels faster
Bottom: Dash looks and feels S-Class levels of expensive with a fantastic digital screen. Below: 1886 edition would have been the launch spec but the delay due to the pandemic has put paid to that
Driven
In Comfort, you will enjoy what is a calm, relaxed, serene and very easy-going driving experience Burmester sound setup. And like all new Mercs, all the information is presented on a massive slab of digital real estate, now combining both the central infotainment and the digital cockpit into one big (floating) screen. It is not only bloody cool but works very well. The digital cockpit is among the best, particularly since it continues to have regular dials that sweep clockwise and not an anti-clockwise tacho. MBUX, in my opinion, is now the best operating system for the infotainment in the luxury segment and also gets voice activation. Every time you say Mercedes it wakes up so you’ll have to banish the word from your vocabulary when driving any new Mercedes! There’s also a new EQ menu that shows range, which motors are being used, how you are using the energy, location of the nearest Left above: AC wall charger will be supplied by Mercedes with every EQC. Left: Considerable attention has been paid to aerodynamics to reduce road, wind and tyre noise and drop the Cd to 0.27
charger and more. Space too is good for four (three abreast at the rear is a pinch) — a little better than a GLC. The only downside is that Mercedes no longer considers it fit to install normal USB slots; everything is USB-C. You start off like you would in any regular car. Press the start-stop button, a big message pops up saying you’re ready to get going, depress the regular Mercedes column shifter into Drive and drive off. Nothing complicated. And of course no noise. Obviously no electric car makes any noise apart from the artificial noises at low speeds to warn pedestrians. But the EQC has fantastic sound insulation and excellent aerodynamics so you don’t have any wind and barely any tyre noise. This is deathly quiet! And that means the 80/120kmph speed buzzer drives you absolutely mad. The ride quality is good, slightly better than the newly updated GLC, but its ground clearance is a problem. I exited the Mercedes factory, drove 10 metres and shocked myself
M E R C E D ES - B E N Z EQ C 4 0 0 4 M AT I C
(and caused my passengers to wince!) by slamming its underbelly on the first speed breaker. It goes like an AMG but it also has the ride height of an AMG! Once you get on to the highway the EQC is lovely to drive. There are five driving modes ranging from Sport to Maximum Range but, like always, Comfort is the best. The paddles behind the steering wheel are to adjust between the 5 levels of regeneration, of which the mid-way setting is the best. There are semi-autonomous modes and the EQC can alter its battery regeneration using data from the navigation and cruise control but none of that will work in India. Stick it in Sport and the throttle responses become more urgent, the acceleration is even more brisk and the motor on the rear axle comes to play. What this does is makes the EQC feel rear-wheel-driven. Accelerate hard out of corners and it squats on the rear and the torque vectoring accelerates the outside rear wheel to get the EQC turning on the rear axle making it feel more dynamic. It’s a million Iines of computer code deciding what sensations to deliver to your palms and backside, but these coders are smart! We got plenty of wet winding roads on our drive and the EQC was not only damn quick but also delivered the chassis polish and responses
to make it great fun to throw around. Plus those heavy batteries are sighted low down in the chassis making for a lower-thannormal C-of-G. In fact the EQC is so quick, the acceleration so neck-snapping, my own stomach got a bit queasy from my application of a heavy right foot post lunch. Stick the EQC in Comfort and you will definitely enjoy what is a clam, relaxed, serene and very easy-going driving experience. I did mention the sound insulation but it is worth repeating because it trumps even that of the S-Class. Which is important because while the EQC is of the GLC’s size, it will ask for S-Class monies when it is launched in October, in time for Mercedes to get enough cars to quench strong demand, particularly from S-Class owners. After all, the innumerable EV headlines have built up an appetite but the Kona still remains the most premium EV in India. Last year Jaguar had announced they’d be bringing in the i-Pace, then Audi showcased the e-Tron but, unless somebody springs a surprise between now and Diwali, MercedesBenz will be the first to launch a luxury electric car in India, cementing their number one position not just in terms of volumes but also innovation and technology. All while not compromising on driving thrills! L Sirish Chandran (@SirishChandran)
Below: Nothing to see here under the hood. Bottom: EQC’s cabin is beautifully resolved and a wonderfully calm place to be, unless you’re hotfooting it – in that case it is a (silent) rocket
MERCEDES-BENZ EQC 400 Powertrain 80kWh, lithium-ion battery pack, twin motors, AWD Power 408bhp Torque 760Nm Weight 2495kg 0-100kmph 5.1s (claimed) Top speed 180kmph Price `1 crore (estimated)
+ Incredibly quick, incredibly silent, fun to drive - Expected price, low ground clearance
evo rating ;;;;4
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Driven
H Y U N DA I V E N U E T U R B O i M T
Test location: Pune
Photography: Rohit G Mane
Hyundai Venue Turbo iMT First-of-its-kind clutchless manual seems like the ultimate cost-effective solution for hassle-free driving. We get behind the wheel
T
HE HYUNDAI VENUE IS AMONG the best-selling compact SUVs in the country, helped by the vast range of engines and transmissions on offer. Now the brand has widened its appeal — the Venue Turbo can now be had with an Intelligent Manual Transmission (iMT), a first-of-its-kind technology in India that eliminates the clutch pedal from the manual gearbox. This clutchless manual transmission aims to address the two reasons why the automatic transmission is still niche in India – the cost differential over a regular manual and the impact on fuel efficiency. These are also the two reasons why the automated manual transmission has become popular but the head toss and slow responses are major letdowns on the AMT. Hyundai though seem to have hit on a novel solution. Automate the operation of the clutch and remove the hassles of clutch-in, clutch-out and clutch-slip in stop-go traffic while retaining the regular manual gear lever. How does the iMT work? For starters, the system does not fire the engine if the car is in gear. Slot it into neutral, press the start-stop button and get going. To take off, slot it into the first gear, release the
brake and you’re good to go. With no clutch pedal to operate, your left foot remains idle. Shifting gears is done the same way as a regular MT, but without the hassle of pressing the clutch. There’s even a creep function, like in a normal automatic, where the car crawls at slow speeds after releasing the brake —ideal in traffic. Move the gear lever by 10 per cent of its travel and sensors signal the actuators to operate the clutch (almost like an invisible foot pressing the invisible clutch pedal) and after the lever slots into the next gear, the clutch closes and drive is sent to the wheels. It is quick and hassle-free. Moreover, the components of a regular manual and an iMT are similar, except for the actuators and sensors for the automatic clutch operation. It does not shift as quickly as a regular manual when driven enthusiastically, but in regular driving conditions, the shifts are seamless, smooth and jerk-free. There’s no aggressive wheelspin Upon launching the car, with the left foot on the brake and right foot on the throttle (like you would do on a regular automatic), there was no aggressive wheelspin since there’s no way to slip the clutch. But get going and the power delivery feels similar to the regular Venue Turbo; peppy and eager. In our VBOX
Driven Right: Classic feel of a stick shift without the pain of clutch-in clutch-out, great for use in stop and go traffic. Right below: Paired to the brand's now staple 1-litre turbo petrol engine
tests, 100kmph was clocked 0.9 seconds slower than the Venue DCT. The launch on the DCT and iMT is almost on par but the DCT has quicker 1st to 2nd and 2nd to 3rd shifts which make it almost a second quicker to a 100kmph. On the upside, the shifts in the iMT are not as lazy as they are in an AMT or a CVT. You cannot stall with an iMT After bringing the car to a halt in the first gear, the system automatically disengages the drive and depresses the clutch for you, avoiding stalling. If you want to get going in higher gears, the clutch does not engage. A reminder alarm to shift down the gears displays on the instrument cluster and you have to slot it into second or first to get going.
Shifts are smooth In an AMT transmission, the head toss can be bothersome. Is it the same in the iMT? Absolutely not. Lifting off the throttle between shifts (like you would when shifting manually) smoothens the gear changes and that makes the drive seamless. If you’re shifting with your foot mashed on the throttle, there’s naturally a cut in inertia and that causes your head to toss but not in a pronounced manner like the AMT. To avoid this, the best way is to let the foot off the throttle while shifting gears. Reliability of the iMT There’s no proof of the iMT’s long term reliability yet. But there’s no reason why it will not last. It is equipped with the same components as a regular manual setup, with the only difference being the addition of an actuator that’s operating the clutch. The clutch life might be 10 or 15 per cent less than
a regular unit, but that’s an acceptable trade off. There’s no possibility of slipping the clutch, burning it and damaging the components. Hill Hold Assist Reversing up a slope seems like a tedious task but is rather effortless with the iMT. It’s all about modulating the throttle while reversing and that itself is very easy to learn. Hill hold assist prevents it from rolling back when you are on a steep slope. There are sensors that detect the incline angles, automatically applying brakes when needed. There’s no need of using the handbrake and the system is smart enough to know when exactly to engage
There's no possibility of slipping the clutch, burying it and damaging the components 46
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H Y U N DA I V E N U E T U R B O i M T
the clutch so you get traction and move. This is the same when you’re driving up a slope, the hill hold prevents the Venue from rolling back. Cost benefits Prices for the Venue Turbo iMT start at `9.99 lakh for the SX variant, going up to `11.08 lakh for the SX(O) Sport Trim. This makes the Venue Turbo iMT just `20,000 more than its regular manual counterpart with the same turbo-petrol engine. There are no common variants for the DCT and the iMT where we can draw a spec-to-spec price comparison, but the Turbo DCT is approximately `1 lakh more than the Turbo iMT. Next up on the cost of ownership front is the fuel economy. Given that most of the gearbox components of the iMT and the regular manual are the same, the fuel economy will naturally be the same. Under regular driving conditions, there’s no reason
for the iMT to consume more fuel. Manual transmissions are preferred over automatics for their better fuel efficiency. With the iMT, there’s the convenience of clutch-free gear operation along with the fuel saving benefits of the manual. Is the iMT worth it? Absolutely! Buyers want an automatic but they hate the traits of the AMT. The head toss is bothersome and the irregular shifts unpleasant. These problems don’t exist in the iMT. The iMT also makes sense especially in stop and go traffic, where constantly operating the clutch can tire out the left foot. The iMT reduces this burden as it eliminates clutch operation while retaining the slick nature of a regular manual. If you are an enthusiast who fancies a quick turn of speed, then the iMT is not ideal and you should go with the DCT or the regular
manual. But for sheer convenience, this is an excellent option – as it only demands a `20,000 premium over the regular manual. The upcoming Kia Sonet will also get the iMT option and we won’t be surprised if other carmakers follow suit. Big thumbs up to Hyundai for introducing another smart solution that makes driving in stop-go city traffic so much easier. L Suvrat Kothari (@suvratkothari)
HYUNDAI VENUE TURBO iMT Engine 998cc, in-line 3-cyl, turbo-petrol Transmission 6-speed automated manual Power 118bhp @ 6000rpm Torque 172Nm @ 15004000rpm 0-100kmph 13.4sec Top speed NA Price `11.08 lakh (ex-showroom, Delhi)
+ Hassle-free shifts, clutchless, punchy engine - Not for enthusiasts
evo rating ;;;;d
With the iMT, there's the convenience of clutch-free shifts along with fuel saving benefits of a regular manual
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BIJOY KUMAR Y
SUV or ADV? Bijoy is trying to get his priorities right amidst the pandemic
B
EING PART OF THE ALL-NEW THAR REVEAL means I know perfectly well how it feels to be a potato inside a pressure cooker. We had to handle three ‘Freedom Drives’ in three cities, and that too without leaving Mumbai. Well, to shorten the story, all went well and the new Thar has been received pretty well by the media and going by the responses I have been getting, a lot of people who would have never considered the Thar are now waiting to get one for themselves. Well, I won’t plug the Thar more in this column. Promise. Desperate to let the steam off, I called the Ed and requested him to organise a KTM 390 Adventure for me to ride. I think he understood my need well, because the very next weekend I was riding an orange and black motorcycle in the torrential monsoons. I was wearing my summer jacket without the rain-liner, my denim was sticking to the skin and there was ample water in places where it is not comfortable. But it was liberation of the damp kind! Muscles that got lazy during lockdown toyed with inputs from the brain so that I kept the test bike right-side up! And I was loving it all. Like scores of other motorcycling enthusiasts, I have been patiently waiting for KTM to launch the 390 Adventure in India. Because I desperately want an on-off roader that can handle short touring duties. My H-D Iron 883 is a beautiful machine to ride when the roads are good, but for rides that involve two to three days on the road, the good old spine takes a beating. And yes, it hates speed breakers too – something we religiously build on to our roads! Well, there is a solid option of the Royal Enfield Himalayan to choose, but I wanted to see if the peppier, more agile Austrian could impress me in tackling the terrible road conditions our country presents. And in case you are wondering, I have tried the Tigers and Multistradas of this world and realised that either they are too big, or I am too old to handle them. Well, I must pick up the motorcycle when it falls, right? Trust me they do fall, eventually! The 390 Adventure ticks all the boxes. It is not too heavy, not too tall, has adequate oomph at 43 odd horses and 37Nm of turning force. I don’t think I will have much use of the MTC (motorcycle traction control in KTM speak) but cornering (and off-road) ABS will come in handy for sure. But the moot question was whether it would make me smile when I decided to swing a leg over it. I am not a big fan of its styling, function over form et al, but over the weekend it kind of grew on me. I don’t have an aesthetically
designed human body, but the motorcycle takes care of the ergonomics well. Once on the go, everything falls into place and you are ready to explore your limits. And the first time I hit a speed breaker, I instinctively stood up on the pegs and rode over it. If I must crib, it is the handlebar – it is nice and wide alright, but I would have preferred an even straighter unit that puts less strain on the wrists. Now, that is something that I can get used to. The motor borrowed from the 390 is not ideal for slow-speed riding as it keeps egging you on to go faster. Rev her up and the motorcycle gets into its element and the suspension smothers potholes and no-road conditions superbly. So much so, that soon I was hunting for bad terrain! How I wish it sounded a little louder and crisper. So, did I feel bad when it was time to return the bike? Yes. Will I put my money on one? Yes. But for the time being another on-off road vehicle, a four-wheeler, is occupying my mind completely. I don’t like breaking promises! L
Everything falls into place and you are ready to explore your limits on the KTM
@bky911
Bijoy Kumar is the founding editor of BS Motoring magazine and now heads Mahindra Adventure
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evoIndia.com | September ’20
RICHARD MEADEN
The car world will be a less colourful place if motor shows are driven to extinction
T
HAT THE 2021 GENEVA MOTOR SHOW HAS already been cancelled isn’t a huge surprise, but it does reinforce my feeling that one of the most dynamic and colourful industries is becoming greyer and more homogenous by the day. I am by no means an ‘industry’ journalist. I don’t enjoy interviewing car company bosses, pay little attention to the way the global automotive business functions and only glance at news pages when there’s nothing else to read in Meaden Towers’ throne room. This should mean I couldn’t give two hoots about the demise of a motor show, yet the thought I could well have been to my last Geneva show – perhaps my last motor show full stop – is decidedly sad. Geneva was special for lots of reasons. The ritual gathering. The sense of occasion and shared experience. It had an energy about it. If you attended at the invitation of a manufacturer it usually meant driving out from the UK in something nice and staying in one of the swanky lakeside hotels, each with criminally cranked nightly tariffs during motor show week. If you went on your own ticket it usually meant a red-eye SleazyJet flight and, if you were lucky, a night in a cruddy (but still extortionately expensive) hotel next to the railway goods yard. But still you went. Mercifully, because I’ve rarely engaged in news gathering I never went to Geneva filled with dread. Not for me the writing of a hundred news stories. Nor fighting my way onto slowly revolving turntables in an attempt to deliver a piece to camera while a Chinese engineer with industrial espionage on his mind barges me out of the way. Dodging those bullets means I’ve had the luxury of enjoying Geneva more as a car enthusiast would, with wide eyes, aching feet and the buzz of seeing new supercars unveiled, just as visitors clamoured to see the world debut of the E-type or Miura half a century ago. Along with the history and glamour, Geneva also has quirks. The weirdness lurking on the Rinspeed stand. Automotive atrocities perpetrated by Mansory. It’s all part of the fun. So what will replace Geneva? Or indeed the other few remaining blockbusting motor shows that will almost inevitably fall by the wayside? Chances are journalists will henceforth endure an endless succession of stilted and soulless ‘virtual’ launches. And because no motor shows means no motor show calendar, they’ll be happening continually throughout the year. Manufacturers and publishers will
love the idea of this. Less expense and greater share of voice for the former; cost savings and a means of sidestepping the feast or famine news cycle for the latter. Freelancers will also say it makes far better use of their time, as they can ‘attend’ from home. Me? I’d rather be sentenced to death by a thousand cuts. After four months of endless Teams, Zoom and Google Meet gatherings I need more time in front of my laptop like I need a hole in the head. Assuming we ever escape the clutches of Covid-19, a professional life spent logging in to virtual events strikes me as profoundly depressing. The great thing about actual motor shows is you can touch, feel, smell and sit in actual cars, talk to actual people and read the room for a barometer of how ‘Car X’ is being received. Then 20 minutes later you get to repeat it with another car. And another. And another. Followed by dinner with your colleagues while you let the whole experience percolate through your brain. What was so wrong with that? It saddens me that car companies and motoring media have committed fratricide against motor shows. They weren’t perfect and undoubtedly cost exhibitors a fortune to attend, though given big car companies are compulsive willy wavers they can’t help but spend fortunes trying to outdo one another. Perhaps if those same manufacturers hadn’t also abused and undermined the purpose of exhibiting at or attending a show by conducting endless teaser campaigns – with all the information and images issued in advance under embargo – the shows and the content they generate would have remained compelling. Instead, shows have been consigned to peddling yesterday’s news. Regular exposure to impressive things inures you to their impact. Doubtless if I was riding the motoring media merry-go-round I’d be jaded by attending Another Bloody Motor Show, but that betrays a blinkered, selfish view which ignores how those same shows are a rare opportunity for thousands of regular car enthusiasts to get close to metal they would otherwise never see or engage with. I’m increasingly cynical about most things car-related, but I always found it impossible to stand on a balcony in one of Geneva’s huge Palexpo halls and not be awed by the spectacle of an entire global industry laid out before me. If we really have seen the end of Geneva, and the international motor show in general, then I think we’ll come to realise we are ultimately the poorer for their demise. L
The thought that I could well have been to my last Geneva motor show is decidedly sad
@DickieMeaden
Richard is a contributing editor to evo and one of the magazine’s founding team
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RICHARD PORTER
Porter seeks enlightenment on one of the most mystifying issues in motoring
I
T TOOK THREE DAYS TO WALK FROM Ranghot. I had a guide for that section. You’ll need one, they said. The tracks are confusing, the forest gets dense, you want someone who knows the place until you get to the shelter at Gundgoh. From there it’s a single track to the monastery, you can’t go wrong. Besides, the guide won’t come with you. Only those with the genuine need to seek the truth can continue on the lone path into the mountains, to the monastery where you’ll find him: the guru. The one who knows all. I thought I’d be doing the final leg of the trek alone but when I got to the shelter at the start of the monastery path I discovered another man already spreading out his sleeping bag inside. Jesus was Brazilian. He came from Belo Horizonte and spoke good English. ‘You are going to find answers?’ he asked as we huddled in the shelter while evening rain pattered on the leaves of the surrounding trees. ‘An answer,’ I said emphatically. We agreed we would walk together. It was safer that way. The path was well travelled, they said, but treacherous in places. A person would do well to make it up there in one day, but we resolved that we would try. The air was still hazy with blue dawn light when we set off, the path climbing immediately upwards through the thick trees and undergrowth. My shoulders were already sore from the straps on my backpack, their constant friction scuffing at my flesh. My feet were faring no better, blistered and beaten by the journey so far, with no respite from the relentless grinding of the tattered shoe lining against my skin. Every so often we would stop, take a breath and swig some water, but these were only brief moments of relief. Still the path kept climbing, the ground getting less damp with altitude, the air becoming colder and thinner. At one point we walked into a band of low-hanging mist, shrouding the trees in an ethereal cloud. Not seeing where the path went next made walking harder, while the air felt thicker, each breath like suffocation. Even Jesus, younger than me by some years, seemed to be suffering. At one point I had to stop. ‘I can’t,’ I panted involuntarily, the stabs of pain in my feet and shoulders sending pleading signals to my brain. ‘You cannot stop now!’ Jesus shouted
through the veil of fog. ‘Your soul will not rest if you do not find the answer you need!’ He was right. We escaped the band of mist but then the path became more rocky and slippery, and at one point had fallen away entirely. We had to pick our way through the trees, grasping at vines knowing that one slip would send us plummeting into the ravine below. On and on we went, hour after hour, my feet now bleeding inside my disintegrating shoes. And then, at last, we broke over the top of a ridge and there it was, distant in the trees just below the next peak: the monastery and, within it, the man who would know. That last two hours sawed at the backs of my legs and made my lungs feel ravaged and raw as we raced against the fading light until finally, we were there. With the last of the sun’s rays gently glowing against the monastery’s dull brown walls and picking out the monks working on the stepped terraces beyond, we reached our destination. I had read so many things about this place yet still had no idea what to expect. Fanfare? Ceremony? The truth, fittingly, was more modest. A man in robes simply approached us and spoke in English. ‘You are here to seek answers?’ he asked. ‘An answer,’ I replied. ‘Please,’ said the monk. ‘Follow me.’ After such a journey it seemed almost surreal. No fuss, no complication. The pain in every fibre of my body seemed to lift as we were led through a courtyard, up a short flight of steps and through a door into a dark anteroom. Without pausing, the monk opened another door and gestured for us to pass through. ‘Please,’ he said softly. ‘The guru will see you.’ And there he was, sitting cross-legged on a raised centre section of floor in a modestly-sized room, festooned with candles and little else. The air smelt sweet and fresh around this slight man in a brown robe who slowly lifted his head and fixed me with a benign stare. When at last he spoke his voice was soft and warm. ‘Your question?’ he prompted. I knelt before him, as I had read it was respectful to do. ‘Guru,’ I said slowly. ‘Why does SEAT try to market Cupra as a separate brand?’ There was a pause. The guru, the knower of all things, the font of all knowledge, the answerer of all questions, took a long breath, then lifted his head again to speak. ‘I have no idea,’ he said. L
‘“You cannot stop now!” Jesus shouted. “Your soul will not rest if you do not find the answer you need!”’
@sniffpetrol
Richard is an astronaut, stuntman and liar
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evoIndia.com | September ’20
Special bits from the incredible conversations we have with our fans on social media
Mahindra Thar
The new Thar nearly broke the internet when the wraps came off of it on Independence day. Across social media and YouTube the interest in the re-born legend was incredible. Our stories went up across our digital handles and your reactions were brilliant, to say the least. Most were flattering though many of you didn’t like the grille. Here’s a selection of your comments.
Uthkarsh Naik As a teenager I dreamt of this. Now I see owning a Thar as a reality. 2020 has been such a roller coaster ride due to the pandemic. But with the launch of Thar, guys if this isn’t a good time to live then when? Seeing Sirish sir emulating our joy and enthusiasm is priceless. @evoindia, looking for more exciting content. “THE” home of Indian automobile enthusiasts. Shashank Kadam What a fun review! Sirish you made my day. I owned a Mahindra Thar for a couple of years. I could relate to your excitement in experiencing those improvements. Can’t wait to test drive it in October. Who knows I might buy one again!
Lincoln Thomas Two variants: AX as adventure and LX as Luxury/Lifestyle. Why no LED lights for headlamps and fog lamps other than brake lights or at least remote fuel lid opener for the so-called LX variant?
Amit Saraswat Mahindra has done a phenomenal job with the Thar. I never ever thought a Thar would impress me this much. It looks astonishing, 150bhp T-GDi in a Thar? I would have laughed if I heard this three years ago. If this is the crude Thar, I am just looking forward to the 2021 XUV500 and Scorpio. Can’t wait to drive the Thar.
Bhattacharya Partho This will indeed sell like hot cakes. It has got best of both the worlds. Off-road capability coupled with creature comforts.
Chitrajit Ganguly “The ultimate measure of a man is not where he stands in moments of comfort and convenience, but where he stands at times of challenge and controversy,” quoted Martin Luther King, Jr. The Mahindra Thar is at the epicentre of this goddamn controversy and I can’t wait to get messy and dirty.
@cly3d Looks good. Except the wince “with pride”. Made in India is a bold statement. With pride tacked on, that plate on the dash looks like a boiler plate website footer.
@vishwapotdar5888 The grille should be included in overall metal front like previous Thars. The plastic grille ruined the overall design and doesn’t give aggressive look from front, hope @mahindrathar updates its grille in upcoming facelifts. Overall loved the new design and interior! @oh_ flambuoy I’m in love with the Thar but one thing that I wish for is a good aftermarket soft-top for the convertible, which would kind of look even more premium and which definitely would not make “khadkhadkhudkhud” noises and more safer maybe? The wind in the hair is the best deal that you can have… @apurverma This looks so fab and great improvement in overall design. Striking balance between an off-roader and domestic comfort. @dhanushjithdj Super design looking like a Jeep Wrangler but the front grille could have been a bit bigger.
evo.editorial@gtopublishing.com
Corrigendum
In our last issue's 'Addressing the uncertainties' motorsport story on page 132-133, B Selvaraj, team manager, TVS Racing was misquoted. What he actually said was,"Going by the rules set by both the Indian authorities and by FMSCI, we must ensure regular testing for the athletes, mandatory medical checks, adequate social distancing, and even minimise events, if needed."
evoIndia
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2020 MAHINDRA THAR
GREAT EXPECTATIONS GREAT It’s finally here, and the new Thar impresses the hell out of us WO R D S b y S I R I S H C H A N D R A N P H O T O G R A P H Y b y RO H I T G M A N E
2020 MAHINDRA THAR
NOT ONE BOLT, NOT ONE PIECE OF PLASTIC, NOTHING IS SHARED WITH THE OUTGOING THAR
ALL THE ANTICIPATION, THE GAZILLION CAMO’D test cars, the endless wait, all culminated on India’s 74th Independence Day. On a wet and overcast day in Mumbai the wraps came off what you termed, ‘the greatest suspense movie of all time,’ on our social media handles after we posted yet another image of a test car. I don’t remember anything having had such a long — and public! — gestation period; the Covid-19 situation not helping matters. But it is finally here, the all-new Thar, and I really do mean abso-spanking-lutely new. Nothing, not one bolt, not one piece of plastic, nothing is shared with the outgoing Thar. Except for its visual DNA. Of course the flood of spy images ensured we had a fair idea of what the Thar would look like, and it is exactly what we expected. It looks like a Thar, which means it traces its visual DNA all the way back to the Willys CJ3A that Mahindra started their journey with, way back in 1949. Of course with a shared back story, that also means the new Thar is a dead ringer for the Jeep Wrangler. Mahindra’s design team haven’t done anything radical with the new Thar, the focus being on updating and modernising the classic lines and proportions, and avoiding any legal complications. “Designed by the legal team,” is the best description I heard for the grille, admittedly the least appealing part of the design. It lacks character, definition and presence — clearly to avoid any legal wrangles over Jeep’s classic 7-slot grille. Not to worry though, the aftermarket will come to the rescue before you even take delivery of your new Thar. As for the rest of the Thar, it looks properly Jeep. It has a more of a four-square stance than the outgoing Thar with a similar length but 130mm wider for better proportions. The wheelbase is 20mm longer and while the base Adventure (AX) variants get 16-inch steel wheels as before, these top-end Lifestyle (LX) variants get big 18-inch alloy wheels shod with Ceat Czar 255/65 R18 all-terrain tyres, complete with prominent white lettering. Imagine if they’d gone with Goodyear Wranglers! Anyway, there’s zero resemblance any more to your old milk man’s jeep. The best way I can describe it is that it looks familiar, yet brand new. And we have to talk about build quality. www.
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MAHINDRA THAR mHAWK 130 CRDe Engine 2184cc, 4-cyl, turbo-diesel Transmission 6-speed MT/AT, 4WD Power 130bhp @ 3750rpm Torque 300Nm @ 1600-2800rpm LxWxH 3985 x 1855 x 1896mm Track 1250mm Wheelbase 2450mm Weight NA Price `12-15 lakh (estimated, ex-showroom)
MAHINDRA THAR mSTALLION 150 TGDi Engine 1997cc, 4-cyl, turbo-petrol Transmission 6-speed MT/AT, 4WD Power 150bhp @ 5000rpm Torque 320Nm @ 1500-3000rpm LxWxH 3985 x 1855 x 1896mm Track 1250mm Wheelbase 2450mm Weight NA Price `12-15 lakh (estimated, ex-showroom)
2 0 2 0 M A H I N D RA T H A R
Panel gaps — those are tight and consistent, like any modern SUV. The paint finish is excellent. The doors shut with a modern thud. The plastic parts don’t look or feel like afterthoughts. The dash doesn’t look like it was sawn by hand to fit. It is thoroughly modern, sharing nothing — absolutely nothing! — with the old Thar in this regard. And not that you will mistake it for anything else but Mahindra thought it prudent to plaster ‘Thar’ in 16 places all across the Thar, 18 if you include the floor mats. The best remains the VIN plate, prominent on the fascia on the passenger size, which has ‘Made in India With Pride’ stamped on it. It made my chest swell with pride. Interestingly, the Thar is just under 4 metres in length and while they’ve smartly resisted the urge to put in smaller engines and avail of compact-SUV tax breaks, and thus price it really well, that option is always available for the future. Hard top, soft top and the convertible Finally, the Thar gets a factory-fitted hard top and it makes a world of difference to the refinement. The hard top you see on these pages runs the diesel engine and the refinement is astonishing – not only when you compare it to the old Thar but by modern standards too. And you no longer have to worry about stuff left behind in the Thar getting pinched. For the ultimate in cool you must check out the convertible soft top. Getting the roof down takes a minute — unzip the two side and the rear panels, chuck it into the (very small) boot, unlatch the two hooks above the windscreen hidden neatly behind the sun visor and drop the top. A little organising of the folded canvas behind the spare wheel to make it look neat, and you are ready for the full wind-in-the-hair experience. I can confirm the soft top doesn’t rattle away when folded down and when you have a beautiful overcast day, like we had on our shoot, it is the best feeling in the world. For all other times the hard top is brilliant. This too comes off but it requires a fair bit of unbolting and then you have to store the hard top somewhere. And there’s no guarantee it will remain waterproof when you bolt it back on. The soft top convertible too is completely waterproof — I drove it in the rain in Mumbai and had no problems. It goes back up easily but zipping back the panels takes considerably longer, though with practice it shouldn’t take you more than two minutes. A modern cabin! With forward facing seats! On this LX trim your passengers no longer sit like prisoners on extended jump seats. The Thar now gets forward-facing rear seats, accessed by sliding and titling the front seat forward. Is access to the rear seats easy? Not particularly, and especially not so if you’re well-endowed round the waist. But once in, there is plenty of knee and head room. The rear wheel arches do intrude into the space, making the rear seat narrow and the Thar, thus, only a four-seater. And the creature comforts! This is like a Rolls-Royce compared to the old Thar. There’s air-conditioning that works really well. It has power windows. Power mirrors. Bottle holders in the doors and cup holders on the centre. A 7-inch touchscreen infotainment system with an Adventure mode that has displays for on-road, off-road and even a customisable
setting. You will get all the mandatory connectivity options like Apple CarPlay and Android Auto, and the system is splash proof. The speakers are on the roof, on the roll cage and I’m assuming are also waterproof. In fact the entire cabin can be hosed down, it has plastic floor mats, and I’m assuming there are drain holes like the Wrangler to drain out the cabin. You can take off the doors too but, unlike the Wrangler, it’s not something you can do in a jiffy. The seats are nice and comfortable and the driving position is spot on (the steering only adjusts for rake, not reach). Forward visibility is excellent, the wing mirrors don’t create big blind spots and rear visibility is not a big worry. This top-end variant gets reverse parking sensors, no camera. And it gets an automatic gearbox!
THE THAR NOW GETS FORWARDFACING REAR SEATS, ACCESSED BY SLIDING AND TILTING THE FRONT SEAT FORWARD
Facing page: The Thar’s dash looks good, is well-built, well-equipped, and splash proof. Top: Access to the rear isn’t easy but once there it is comfortable. Above: 0ff-Road modes on the 7-inch infotainment
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2020 MAHINDRA THAR
New turbo-petrol and 6-speed automatic Words I never thought I’d use when talking about a Thar! This new Thar gets a brand new 2-litre turbo-petrol engine and is mated to a new 6-speed torque converter. There’s also the 2.2-litre mHawk diesel upgraded to BS6 emission norms. And all engines and transmissions get the low-ratio 4-Low transfer box as standard. The Thar might have grown up but it has lost none of its go-anywhere capabilities and there isn’t going to be a cut-price non-4x4 version. I also like that the 4x4 lever is a proper lever next to a proper gear lever (now with better accessibility), not a switch like what other brands are doing. On the fly you can shift from 2-High (rear-wheel-drive) to 4-High, and you have to stop to shift to 4-Low. And in age-old fashion getting it from 4-Low to 2-High involves a good left arm workout. The new engine is the direct-injection, 16-valve, turbo-petrol that makes 150bhp of power, 320Nm of torque and delivers — for the first time ever in a Thar! — silence. Crank it up and you barely hear it. You do not feel any vibes. And it delivers a proper turn of speed, making the g-force meter work. It even sounds good when revved, a nice note that reminds me just so much of the Wrangler. On both occasions that we drove the Thar it was raining and so we couldn’t VBOX test it, but the Aisin 6-speed automatic doesn’t sap the engine of too much power and it feels quick
enough for the dynamic abilities of the chassis. The throttle response is particularly excellent and the engine mapping is really good, in stark contrast to the XUV300’s turbo-petrol. As for the diesel, I was in for a shock! The refinement is fantastic. You hear but a distant and totally non-intrusive rumble. You don’t feel any diesel vibrations. The 6-speed manual shifts very well. And 130bhp along with 300Nm felt quick enough. I have plenty of experience of this engine in the Scorpio and while it is evidently throttled by BS6 emission compliance it still has massive low-down grunt that suits the go-anywhere character of the Thar (along with a longer range, better fuel efficiency and significantly lower running costs). The excitement, rightfully, is around the new petrol-automatic combination but my ideal spec would be the diesel-manual with the hard top. Coil springs! The chassis is Mahindra’s third-generation ladder frame (from the Scorpio) with coil springs all round with an independent double-wishbone front and multi-link solid rear. Leaf springs have been consigned to history and it cures the terrible kickback from the rear the old Thar was notorious for. In fact the ride quality is astonishingly good for what remains a hardcore off-roader and together with the new cabin, makes the Thar a civilised beast. You no longer have to be a committed, hardcore,
THE RIDE QUALITY IS ASTONISHINGLY GOOD FOR WHAT REMAINS A HARDCORE OFF-ROADER
enthusiast to use a Thar as your daily driver. It is comfortable enough to be used on the daily commute — in fact in a city like Mumbai you will commute quicker in a Thar because while everything else will slow down for the million potholes, you can just accelerate through them. It tackles ruts and ditches beautifully and when you crash into an unexpectedly deep hole you don’t have to worry about puncturing the sump. It remains tough as nails and the raised driving position affords significantly better sight lines. Of course being a ladder frame the ride is never plush or settled and the steering does kick back over bigger imperfections. It faithfully transmits all road imperfections and, while no longer uncomfortable or unbearable, it isn’t like your monocoque mid-size SUVs like the Creta or Seltos. Nor is the handling like a Creta and on a twisty road you will be left behind. But then again the Thar no longer scares you and you can drive it up a twisty road at a bit more than a moderate pace without worry or significant doses of understeer. And, all said and done, the Thar delivers that king-of-the-road feeling that nothing can match. The Thar also meets current crash safety standards, has an in-built roll cage, twin front airbags, ESP (that you cannot fully switch off in the interests of roll-over mitigation) and even hill descent control. It is still a 3-door and though a 5-door is on the drawing board it isn’t coming anytime soon. Of course we had to take the Thar off-road, and though the rains had turned our trails into slush making the really difficult bits too slippery to access, we did get a fair idea of its capabilities. And it does its name proud. The Thar gets brake locking differentials on both axles, a mechanical locking rear differential and 650mm water wading depth. The approach, departure and ramp-over angle is 42, 37 and 27 degrees respectively and it has 226mm of ground clearance. The old Thar had a slightly better 44-degree approach angle but a worse 27-degree departure and only 200mm of ground clearance so in terms of pure specs they are probably on par. I’m told the old Thar had better wheel articulation but this has 50Nm more torque so that should even out. Anyway, only a full-fledged off-road test, preferably at Mahindra’s Off Road Academy near Nashik will give us the complete verdict. But on our first tests, and as you can see from the pictures, the Thar wades through pools, hammers over rutted dirt tracks and climbs up slopes in the quarries with ease. Whatever I had the
guts to put it through, it went through. The tractor on stand by never came into action and the only thing we broke were the two front number plates on both the Thars while driving through a small lake at indecent speeds. It won’t be exclusive Nothing in recent memory has generated as much interest as the Thar has. And, thankfully, the Thar is worth all the hype. The evening after our video went live, I had two dozen of my friends, most of whom own Porsches, asking me to speak to Mahindra to get them early delivery. And I wholeheartedly recommended the Thar to them. It is a brilliantly resolved lifestyle vehicle that is no longer desperately compromised. It can be your only car. I’ll even go ahead and say that if a test car weren’t coming to this magazine, I’d have put my money down on one. It is excellent — and I do not say that about too many new cars. Now, nothing is perfect so here goes. The soft top canvas flaps around above 70kmph and if somebody wants to help themselves to what you’ve left inside the convertible, they only have to unzip a panel. There is no dead pedal for the automatic which I find a strange omission. The ride is never plush or settled. It should have had rear disc brakes. Weirdly there’s no remote fuel lid release. There should have been grab handles to haul yourself into the Thar. I didn’t see more than 7.5kmpl on the petrol. Armrests like in the Scorpio would have been nice. Rear seat access isn’t easy. The boot is very small. And steering wheel paddleshifters for the automatic would have been nice. But that’s it. And when you consider the rumoured `12-15 lakh pricing, the Thar deserves to sell like crazy. The Thar is to Mahindra what the 911 is to Porsche. But from what they have now delivered, the Thar will also be to Mahindra what the Alto is to Maruti Suzuki. A huge volume spinner. L Below: VIN plate on the passenger side of the dash
BOOS
S P EC I A L F EAT U R E : T EC H B E H I N D TS I
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HE INTERNATIONAL ENGINE OF THE Year award is like the Oscars of the automotive industry; maybe even more prestigious. Automotive manufacturers around the world spend decades in research and development of their engines, trying to find the perfect balance between performance, reliability, efficiency and regulation compliance. And while it isn’t exactly easy to make a large engine efficient and powerful, it is certainly easier than doing it with a tiny one. There are packaging restrictions, a general limit on how much power you can extract from it and you also run the risk of overworking the engine, compromising fuel efficiency and reliability. In 2018, Volkswagen won the engine of the year award in the sub 1-litre class, with the 1.0 TSI engine – the very same engine we have spent some time thrashing rather recently. All it takes is a drive in the new Polo or Vento to understand why — a smaller, lighter engine, crammed full of technology
at a staggeringly good price point. But before we dive deep into the new TSI engines, let’s understand what TSI means. TSI stands for Turbocharged Stratified Injection, and it is what Volkswagen is using to spearhead its global downsizing effort, as well as the push towards new technologies here in India. Let’s begin with the first part of that — turbocharging. Put simply, a turbocharger sucks in air and forces it into the combustion chamber. More air means you can add more fuel, and the higher pressure air from the turbocharger also results in better combustion, all of which adds up to more powerrrrr. Comprende? Alright. A turbocharger also brings with it heaps of torque, allowing petrol engines to be driven at lower revs, usually peaking as soon as the turbo spools up, while returning great fuel economy. Now for the second part of it — stratified injection. Stratified injection differs from regular petrol engines by the placement of the injector and where it pumps in fuel. In a conventional petrol engine, the injector sends the fuel
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P H O T O G R A P H Y b y RO H I T G M A N E
With Volkswagen updating its lineup in India with all-new TSI engines that are more powerful and more efficient, we take a look at the technological marvels lying deep within
SMPAEC H IINADL RFAEAT T HUARRE : T EC H B E H I N D TS I
into the intake port and a mixture of air and fuel then flows into the combustion chamber. In a TSI engine, the injector directly charges fuel into the combustion chamber, this leads to a lot of benefits. For starters, it allows for higher compression ratios (10.5:1 in both the 1.0 and 1.5 TSIs) without a high risk of the engine knocking, since charge cooling keeps the temperature of the air/fuel mixture low. It also leads to a more complete burn of the air/fuel mixture, and allows for a much leaner air/fuel ratio, with the former giving more power and the latter aiding better efficiency. While all this sounds cool, you might be left thinking that it isn’t particularly new, the Polo GT had the 1.2 TSI engine for almost half a decade, so what’s all the fuss about?
Top: The Polo TSI is hotter and more affordable than ever before! Above: The Taigun lineup will feature both 1-litre and 1.5-litre TSI engines. Facing page, top: 1-litre TSI fits cutting-edge technology in a tiny footprint
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Classically German EA211 — the latest engine family from Volkswagen, is what the fuss is about. While the 1.2 TSI from the Polo GT was indeed a TSI engine, it was from the much older EA111 family. And the differences between the two are massive. Let’s start with the 1-litre TSI, doing duty in the Volkswagen Polo, Vento and the upcoming Taigun as well. The new three-cylinder turbocharged engine is more
THE 1-LITRE TSI CAN CATER TO THE ENTHUSIAST AND TO THOSE ENTHUSIASTIC ABOUT FUEL ECONOMY compact than before courtesy a smaller cubic capacity, and more modern construction. It is also lighter, weighing just under 90kg, thanks to aluminium pistons and hollowbored con-rod journals. The engineers have also done away with the balancer shaft to keep the weight low, and used lightweight components in the engine, which are also stiffer so reliability is not compromised. Speaking of reliability, the 1-litre TSI engine is also more robust with a forged crankshaft and con-rods, and integrated camshaft and valve covers. The crankshaft bearing has been coated with polymers to reduce friction during ignition and switching off the engine, while the cylinder head has been designed to ensure quick warm up in cold conditions, also aiding the longevity of the engine. Volkswagen has also modified the design of the intake port so there is a high flow rate, without affecting the quantity of the flow itself, while the swirling flow helps in ensuring a good air/fuel mixture to get more efficient combustion. The optimised pattern of injection also ensures that all load and speed conditions can be met with the least amount of fuel.
There are also multiple injection patterns depending on cold starts, or the engine being under load at low revs — while climbing a steep slope for example. With 108.5bhp and 175Nm of torque, the smaller 1-litre engine makes 5bhp more than the one it replaces, despite the lower capacity, and gets the Polo to 100kmph in just under 10 seconds making for one mighty quick car. The turbocharger is fairly small so it spools up quicker, and the circuit length of the intake system has been kept as short as possible to maximise responsiveness. The integrated exhaust manifold allows for the exhaust gases to be used more efficiently and quickly to spool up the turbo. All of this adds up to an incredibly engaging driving experience. The small engine has plenty of grunt and accelerates hard, it enjoys being revved out but at the same time, can be driven and enjoyed sedately. The three-cylinder layout also adds in its characteristic soundtrack – a rorty note that accompanies the bump in performance rather well. All of this means that the 1-litre TSI can cater to the enthusiast, as much as it can to those that are enthusiastic about fuel economy.
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S P EC I A L F EAT U R E : T EC H B E H I N D TS I
THE EA211 EVO CAN (ALMOST INSTANTLY) SHUT OFF TWO OF THE FOUR CYLINDERS IF THEY AREN’T NEEDED The big brother While the 1-litre TSI is indeed an engineering masterpiece, the 1.5-litre TSI engine takes it to another level. Dubbed the EA211 Evo (we love the name!), it has a lot of the technology from the EA211 family and then some. It is already doing duty in the all-new T-Roc here in India, producing 148bhp and 250Nm of torque, and will also be under the hood of the top-spec variants of the Taigun when it launches next year. The T-Roc’s engine is punchy and refined, and combined with the DSG gearbox, makes the driving experience truly special. You can barely hear it in the cabin and at the same time, it gives you superb performance. With a Miller Combustion Process, variable inlet valve timing and variable exhaust valve timing, the EA211 Evo engine is truly state-of-the-art. It also gets an exhaust gas turbocharger with Variable Turbine Geometry (VTG) — common in diesel engines but among petrols it was only seen on the Porsche 911 Turbo till recently! It allows for much faster spooling of the turbo, as well as increased responsiveness even under sudden load change. This gives the 1.5 TSI engine the low-end grunt that makes it so engaging to drive. The plasma coated cylinders, VTGassisted charge air-cooling and cross-flow cooling in the cylinder head, keep the engine running cool even under heavy load. To help with fuel economy, it also gets active cylinder deactivation, which can (almost instantly) shut off two of the four cylinders if they aren’t needed and can also reactivate them the instant a demand for more power is made. Another nifty tool is the coasting function, which disengages the clutch when the car is in Eco mode and the driver has taken their foot off the accelerator. This not only saves the fuel that would otherwise be burnt in keeping RPMs up, but the friction from engine braking is gone and the car is essentially coasting in neutral. These two engines are at the core of what VW has planned for India in the next few years. With the first fruits of the massive India 2.0 investment being served up to us next year, these two engines will be at the heart of the Taigun mid-size SUV. Volkswagen is focussing on localisation, and that will allow these engines, and thus the Taigun, to be priced even more competitively. TSI. Those three seemingly unassuming letters pack so much of a punch, and never fail to get our heart rates up! L
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LUCK Y SEVEN
The big change in the Tiguan Allspace is the addition of the third row. This opens up the Tiguan Allspace to a whole new market! Ingress and egress is fairly easy and space will suffice even for adults on short journeys. The third row adds a lot more practicality to the Tiguan, and with it flipped down, a lot more cargo space is available than ever before! It gets a respectable 340 litres of luggage space with all three rows up, and goes up to a massive 1274 litres depending on how many seats are folded down.
SIZE MAT TERS
The Tiguan Allspace is a whole 215mm longer than the standard Tiguan, thanks to a 110mm longer wheelbase and longer overhangs. This translates to more space in the cabin for the people you love and extra space for luggage (if you fold the seats down). This means the Tiguan Allspace is more practical than before. Even with the added mass, the Tiguan Allspace retains the great handling dynamics that we’ve come to know and love from the standard Tiguan. That, paired with the punchy 2-litre TSI engine, makes it one of the most fun SUVs to hustle around.
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POWER PACK
Volkswagen’s clever 4Motion all-wheel-drive system, along with the brilliant DQ381 seven-speed DSG gearbox and the many driving modes mean that the Tiguan Allspace can handle the slipperiest of situations without breaking a sweat. The added grunt from the brilliant 2-litre TSI engine, putting out 187.7bhp and 320Nm of torque and surefooted ride mean that the Tiguan Allspace is as much at home on a trail, as it is on the open road.
SAVINGS MAT TER
The Tiguan Allspace comes equipped with a stop-start system to save fuel! One component of this system is regenerative braking. The Tiguan Allspace recovers energy from braking and stores it in the battery. Then, when the Tiguan is stationary, it cuts the engine out to save fuel. It works seamlessly with the automatic gearbox, with the engine coming on again when you get off the brakes, tug at the steering wheel or if the battery level runs low.
FLAG BEARER The first of Volkswagen’s new SUVWs in India was the Volkswagen Allspace, with a new 2-litre TSI engine, more space and a host of features
INSTRU-MENTAL!
Volkswagen’s digital instrument cluster — the Digital Cockpit: Active Info Display — is one of the best in the game. It has almost unmatched configurability and legible information thanks to a large high-definition screen. This helps provide all the information you need, right in your line of sight. It even allows you to choose a different view according to your preferences!
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C H A S I N G WORDS by R I C H A R D M E A D E N | P H O T O G R A P H Y by A N DY M O RG A N
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P O R S C H E 9 9 2 T U R B O S & 93 0 T U R B O
The arrival of a new Porsche Turbo is something to savour. But how far has this latest 992 ‘S’ variant come since the car that started it all, the 1975 930 Turbo?
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P O RS C H E 9 9 2 T U R B O S & 9 3 0 T U R B O
UARDS RED TURBO. THREE WORDS that mean little or nothing to most people, but everything to people like us. And with good reason, for the 911 Turbo has been the very definition of next-level performance since the original 3.0 930 Turbo arrived way back in 1975. Since then the 911 Turbo has continued in its forced-induction quest to humble more powerful and more obviously prestigious machinery. It’s safe to say it forever changed Porsche’s brand trajectory, not to mention the bedroom walls of generations of car-obsessed kids, such was the seismic effect this whale-tailed machine had on the fast-car landscape. As a result, few if any model lines have enjoyed such sustained and successful development. Forty-five years of continuous evolution have seen the Turbo rapidly morph from a homologation special that laid the foundations for Porsche’s dynastic dominance of endurance racing into a sporting flagship that propelled the company’s rear-engined sports car into new and more lucrative territory as relentlessly as the car itself hurled its occupants at the horizon. It’s all too easy to be blasé about the introduction of yet another ultra-fast Porsche, but the arrival of an all-new 911 Turbo is never less than momentous. A fact underlined by Porsche’s controversial decision to bestow Turbo and Turbo S names on its Taycan EV. This may have caused a few of us to grind our teeth, but it confirms the name resonates with enthusiasts of all denominations. In this the seventh generation of 911 Turbo we’ve been treated to the greatest leap in performance between old and new generations in the model’s history. Yes, this is partly to do with Porsche launching the flagship Turbo S ahead of the regular 992 Turbo, but whichever way you slice it the new car’s stats are sensational. The new 3.7-litre flat-six motor is an absolute powerhouse, punching out 641bhp at 6750rpm – an increase of 69bhp over that of the 991.2 Turbo S – while torque gets a 50Nm bump to reach a peak of 800Nm. Not only is this also 50Nm more than the rampant 991.2 GT2 RS, it arrives from just 2500rpm. This explains the beefed-up eight-speed PDK gearbox and revised front axle for the all-wheel-drive system. We don’t tend to fixate on the figures here at evo India, largely because the way a car feels is more important to us, but you simply can’t ignore the 992’s extraordinary numbers. Porsche claims 0-100kmph takes just 2.7sec. More eye-watering is the 0-200kmph time of just 8.9sec. Oh, and it doesn’t run out of puff until 330kmph. It’s an absurdly rapid machine, even by today’s warped standards. Above left: 45 years separates the original 3-litre 930 that kicked off Porsche’s turbocharged history and the 2020 992-generation Turbo S
F E W M O D E L L I N E S H AV E E N J O Y E D S U C H S U S TA I N E D DEVELOPMENT
P O R S C H E 9 9 2 T U R B O S & 93 0 T U R B O
THE VE RY E ARLIE S T 930 TURBOS H AV E R E M A I N E D SOMETHING OF AN ENIGMA
It’s fair to say the first 992 models received a rocky reception around these parts. More refined and capable they may have been, but their size, sophistication and – oh the irony – wholesale adoption of turbocharged engines in the series production range seemed to have left some of the 911’s core values behind. It’s reassuring, then, to find the brand new 992 Turbo looks every bit as suited to Porsche’s iconic scarlet hue as the car that started it all. A good omen? Perhaps. It’s certainly true to say that not every generation has rocked red quite so convincingly, nor that all Turbos have been true game-changers, but on looks and on paper the 992 Turbo S promises to be a rollicking return to form. We’re meeting on the North York Moors, 240 kilometres north of Meaden Towers, two-thirds of which is on motorways. It’s the kind of trip Turbos of all ages were designed and built to excel at. The 992 follows in this tradition. It’s so easy and painless to spend time in. Of course, there’s some road noise – what do you expect with tyres this wide and of such skinny profile – and the ride is firm even in the softest of the PASM modes, but away from lumpen low-speed urban surfaces there’s enough pliancy to take away the sting. There’s myriad settings for powertrain and chassis with which to dial in the car’s behaviour, but for many buyers the beauty of the Turbo is you can simply climb in and drive, with no thought given to the fact it happens to be one of the fastest point-to-point cars (a lot of) money can buy. If that doesn’t sound very evo India you’d be mistaken. At least in the context of 911 Turbos, for it’s this blend of effortlessness and otherworldliness that has built an unrivalled reputation over the last four-and-ahalf decades. As a consequence, self-restraint is paramount if you’re to stay within the limited bounds of a motorway police officer’s sense of humour. In many ways this neatly describes the dichotomy present in the Turbo S, for the more effortless its performance, the more effort you have to expend in preventing yourself from using too much of it. This said, there’s a sense of occasion to the 992 that’s gratifying in itself. The engine doesn’t have the vocal range of the lesser turbocharged models, but it does have a simmering, turbine-like note that captures something of the S’s steely potency. It devours miles in magnificent fashion. Leave the motorway and take to the A-roads and you discover a Turbo with more control weight and connection than recent predecessors. It’s a welcome discovery, for the steering is the one remaining touchpoint from which you can take a constant stream of connection. On the fast, flowing roads across the moors it’s really satisfying to thread the car down the road, suspension working with precision and pliancy as speed and loads increase. Through tighter turns there are real glimpses of Porsche’s GT 911s in the way it turns, grips and – if you disable the PSM stability control systems – slips. Time was all-wheeldrive Turbos could be prickly when provoked, but despite the monstrous amount of torque being put into the tarmac, the 992 breaks traction with progression and comes back into line with equal poise. It takes some unsticking, but once you understand how to time the arrival of all that torque and trust in the torque vectoring, it’s amazingly intuitive.
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P O RS C H E 9 9 2 T U R B O S & 9 3 0 T U R B O
I ’ M A FA N O F T H E 992’ S S T Y L E , B U T T H E R E ’ S N O
There’s no question the Turbo S is one of those cars you never fully unleash on the road. Stretch perhaps, but never completely, and rarely for more than a few mouth-parching minutes. Unsurprisingly, the brakes are never troubled. Hardly any wonder when you consider the carbon-ceramic discs are 420mm in diameter at the front – more than an inch greater than the 930’s Fuchs rims! – and gripped by incredible ten-pot calipers, with 390mm discs and four-pot calipers at the rear. That such prodigious stopping power comes with brilliantly progressive feel is testament to Porsche’s mastery of the middle pedal. Or indeed the left pedal if you’re too young to remember cars with a clutch pedal. Tactility and Turbos have not always gone hand in hand, but the 992 Turbo S has a greater degree of connection than its recent predecessors, combined with a superb chassis and palpable charisma. It’s a sensational car and exactly the kind of flagship a 911 Turbo should be. In these days of metronomic model cycles the relentless churn of new 911 generations is in stark contrast to the 930 era, when
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the first Turbos were built in ’75 with production continuing until ’89. Little changed visually over that period, but plenty changed beneath its skin. The motor grew from 3 litres to 3.3 and also gained an intercooler, the combined effects of which saw power increase from 256bhp to 296 and, eventually to 325bhp. The 930 also went from anachronistic four-speed to five-speed transmission, and steadily became heavier as Porsche not only realised it could charge a premium for the Turbo, but that it was appealing to a different type of customer. One who appreciated a level of comfort and refinement to match the Turbo’s increased performance. It was a pivotal moment for Porsche, and one which shaped the development direction of subsequent generations of Turbo. These later 930 Turbos are the ones that captured the wider imagination – the Top Trumps generation, if you like – but the significance of the very earliest cars was quickly overlooked and they have remained something of an enigma. Had I not been fortunate to drive this very car a few summers ago I’m sure we would have had a later 3.3 Turbo to represent
Q U E S T I O N I T PA L E S I N T H E P R E S E N C E O F T H E 9 3 0
the 930 in this test. However, once you understand the ’75 Turbo’s backstory you’ll know why it had to be one of these pure and very rare machines that drove to North Yorkshire to meet its 2020 descendant. It’s always the RS 911s that wear the motorsport halo. But this forgets that for many years Porsche dominated endurance racing with forced-induction cars. The car that facilitated this via official homologation was the 930 Turbo, a car developed in the same period as the 2.7 and 3.0 RSs and benefiting from much of their chassis improvements and obsessive detail engineering. The car you see here is chassis number 80 of the 400 3.0 Turbos built to satisfy Group 4 racing homologation regulations. A right-hand-drive example originally ordered by an important customer in Australia (where it spent the first 20 years of its life), it was subsequently purchased by a Mexican collector in the USA before finally finding its way to the UK, where it enjoys regular use in the hands of current owner John Brewer. Sitting on modest 15-inch Fuchs rims wrapped by period-
correct Pirelli Cinturato CN36s (early Turbos came too soon for the P7), it has covered 50,000 kilometres since new and is breathtakingly original. It looks every inch the Stuttgart icon. I’m a fan of the 992 Turbo S’s style, but there’s no question it pales in the presence of the 930. The old car just has such definition and proportion, with a physique that makes the new car look bulky and pebble-like. And no aero device, however effective, can beat that whale tail. Fabulous McLaughlin tartan swathes much of the interior for a wonderful ’70s vibe, while the long wand-like gearlever is topped with a simple black knob bearing a simple four-speed H pattern. No PDK here. Sitting in the driver’s seat it’s clear so much has changed. It would be easy to strain for similarities, but there’s almost nothing to connect the experience of being in the cockpit of the 930 to that of the 992. In fact I’d go so far as to say it’s restricted to the fuel filler flap mounted in the front wing. Even when you’ve spent many miles in 911s of all ages it still takes a few moments to get yourself comfortable. So much of it
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is alien to today’s Porsches, especially the floor-hinged pedals and your proximity to the windscreen. And, of course, there’s the fact these old Turbos still foster a degree of foreboding thanks to the oft repeated ‘widowmaker’ tropes. Given I’ve just stepped from a 911 with 641bhp and 800Nm of torque, it seems absurd to feel apprehensive about heading back out onto the moors in a 911 with just 256bhp and 343Nm. Still, it always pays to play yourself in, so I head off at a steady pace so as to get dialled in to how the 930 likes to be driven. The first thing to get your head around is the gearing. Pulling away in first feels like pulling away in second in a normal car, such is the reach of the Turbo’s lowest gear. It sets the tone for a driving experience that’s never less than unique. Even compared with that of other old 911s. You quickly get used to the slight sense of disconnection you get from old cars with no power assistance to the steering. Likewise you’re just as quick to appreciate the feel and measured responses once you’ve made your initial steering input. It’s calm, assured and true. Funnily enough, you’re not immediately aware of the Turbo’s turbo. Largely because of the gearing, which amplifies the lag between squeezing the throttle and the motor filling its lungs. The engine revs freely, but until the turbo builds some boost pressure you’re effectively driving a low-compression engine. What rapidly becomes addictive is sensing the engine starting to come alive, and feeling how it begins to get on top of whatever gear it’s pulling. It’s a delicious sensation of endless, elastic propulsion as each loping ratio sends you surging down the road in one effortless rush. No, of course it’s not explosive in the manner of the 992, but there’s a degree of sensory discombobulation due to the disconnect between gear, road speed and engine speed. If I tell you second gear stretches to the best part of 145kmph you should get the idea. The way this car makes progress is in no way compatible with a machine knocking on for half a century old. What comes as a bigger surprise is that far from being the pendulous hedge-seeker legend would have us believe, the ’75 Turbo handles beautifully. In fact it’s very reminiscent of a ’73 RS, such is the feeling of lightness and lack of inertia. You can feel the rearward weight bias, but the chassis has a wonderful balance. It has body roll, but this helps you work energy into each corner of the car. The result is a car you can squeeze towards its limits, feeling it squat under power and using that weight transfer to find even more grip. I can’t imagine it ever breaking traction under power alone. But what if you lift off mid-corner? Honestly, there’s little to fear. Yes, the nose will tighten its line through quicker corners, but you just need to relax your grip of the steering wheel a little. The effect is less pronounced in medium- and low-speed corners, and even if you really try to provoke it the Turbo’s tail only gives a modest wag on a closed throttle. Likewise, because of the turbo lag and long gearing you can pick up the throttle early without fear of a big spike of power arriving at the wrong moment. Left: 256bhp and 343Nm from the original Turbo’s air-cooled 3-litre motor is dwarfed by the 641bhp and 800Nm from the 992’s well hidden 3.7 (above left)
P O R S C H E 9 9 2 T U R B O S & 93 0 T U R B O
THE 992 S I S E X A C T LY T H E KIND OF FL AG SHIP A 911 TURBO SHOULD BE
It’s making allowances for the lag and timing your throttle inputs accordingly that present the biggest challenge, but also the most satisfying rewards, for it is the key to unlocking the Turbo’s full dynamic potential. Which, as you might have gathered, is considerable. It really is like a 2.7 RS blessed with 125 per cent of the performance. If there’s one aspect of the original Turbo that falls a little short, it’s the brakes. It may weigh as little as 1140kg (later 930s weighed more than 1335kg), but the early 3.0 Turbo’s stoppers can’t quite keep pace with its ability to build speed between the corners. Never to the point where you question whether they’ll fade away, but you do get the sense they’re working close to their design parameters and therefore require a little sympathy.
Having spent a full day enjoying both cars on the same epic stretches of road, it’s clear there is a satisfying and somewhat unexpected symmetry to this pair of Turbos. One that sees the newest iteration make a return to some of the qualities and nuances not seen in the Turbo since the very earliest model. No, the 992 isn’t a homologation special, but it is a car that bears very clear hallmarks of the GT Department. Which, as we all know, is where Porsche keeps its special sauce. Turbos have always been rocket sleds relative to their peers, but they haven’t always been game changers, and rarely have they offered the kind of dynamic gradation and deftness found in the contemporary RS models. Those first-year ’75 930 Turbos were a different breed to the heavier, more powerful
PORSCHE 911 TURBO (930) Engine Flat-six, 2994cc, turbocharged Power 256bhp @ 5500rpm Torque 343Nm @ 4000rpm Weight 1140kg Power-to-weight 228bhp/ton 0-100kmph 5.5sec Top speed 250kmph Value today (in the UK) `75 lakh - `3.75 crore
THE 992 TURBO S MAKES A RETURN TO SOME O F TH E Q UALITIE S NOT SEEN SINCE THE EARLIEST MODEL
L A M B O R G H I N I AV E N TA D O R SVJ : SCOT T I S H B O R D E RS P O R S C H E 9 9 2 T U R B O S & 93 0 T U R B O
and more luxurious models that followed, though. Built to satisfy motorsport’s regulators, their inherent athleticism and singularity of purpose set them apart from the cars that followed just a few years later. Until you drive one, you wouldn’t credit the difference, but when you do you appreciate not all 930 Turbos were created equal. The 992 is anathema to much of what its earliest forebear stands for. Laden with tech and built without consideration for finding the unfair advantage (at least in a motorsport context), it is, or at least should be, the definition of today’s ‘more is better’ mindset. And yet. While there’s no disputing it achieves considerable increases in engine outputs and decreases in acceleration times, there’s something about the way it does what
it does that’s unusually satisfying. More three-dimensional in its talents and abilities. You derive more nourishment from how it feels, and from the fact that when the mood takes you it will attack a sequence of corners with more than a hint of GT3, or perhaps more accurately, GT2. It’s less prescriptive and more exuberant, while never forgetting it has to be easier to live with and exploit than the truly hardcore race-bred GT models. In squaring the circle started by the original 930, the 992 brings the Turbo back to a place where true enthusiasts can be drawn to its prodigious and freely given pace without feeling like they’re selling their soul. I’ve never not been excited by a new 911 Turbo, but the 992 is genuinely something special. The legend continues. L
PORSCHE 911 TURBO S (992) Engine Flat-six, 3745cc, twin-turbo Power 641bhp @ 6750rpm Torque 800Nm @ 2500-4000rpm Weight 1640kg Power-to-weight 397bhp/ton 0-100kmph 2.7sec Top speed 330kmph Price `3.08 crore (ex-showroom)
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P O RS C H E 9 1 1 T U R B O 9 97.1 , 9 97. 2 S , 9 9 1 .1 S , 9 9 1 . 2 S
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DR A SPEE CHAN P with I H H S S I R IR RT N E S by S I N PA WO R D
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P O RS C H E 9 1 1 T U R B O 9 97.1 , 9 97. 2 S , 9 9 1 .1 S , 9 9 1 . 2 S
THIS JOB GETS YOU BEHIND THE ’WHEEL OF AN embarrassingly vast lineup of cars, but I can still count on the fingers of my hands the times I’ve driven a 911 Turbo. The most vivid was soon after I had quit road testing cars to road test a desk, and the first event this newly minted press and marketing head of Porsche India worked on was a customer experience at the Shakir track in Bahrain. The Porsche World Road Show is a travelling circus hitting race tracks all over the world (including the BIC last year), and we flew down 40 prospects along with all our dealers to sample every single Porsche then on sale, save for the GT cars. I chased the then-new 991 in the 997
Main: Tuned 1000bhp engine keeps the 997.1 Turbo ahead of the 997.2 Turbo S and 991.1 Turbo S. Needs a big wing to keep it all from taking off though
and would have penned a lavish piece on hydraulic vs electric power steering if I weren’t contractually barred from doing any writing apart from spread sheets and power points. And I could have done an even more voluminous piece on how my kidneys were mashed like peas in the 911 Turbo. It was the 997.2 Turbo S, all by its lonesome at the end of the massive parking lot. A mile-long straight was marked out and all day the Turbo’s job was to demonstrate the faceripping acceleration and braking of the pinnacle of the Porsche range. Each of us got three runs, launch control on the PDK, 0-200kmph, and haul on the then-new ceramic brakes. Nobody
asked for a fourth run because that was all our bodies could handle. The car though, it must have done 150 runs, all in the searing Bahraini desert heat, and it kept going. It blew my mind. I’m rewinding nine years, the 997.2 was the first Turbo to get the PDK gearbox, and yet the reliability was unbelievable. Back then (and even now!) you do a couple of launch control runs on an AMG or M and the gearbox overheats. Don’t even ask what happens to a Ferrari. The PDK just kept going. The clutch pack for the all-wheel-drive, nothing happened to it. The brakes, no fade. It kept unleashing an unending stream of violence, stopping only for gas. I’d met the son of my childhood hero and
my inner 8-year-old was deeply, madly impressed. Be that as it may, we didn’t sell a single Turbo on that PWRS (you didn’t think we flew them all out, Business class at that, out of the kindness of our hearts!). It takes a proper enthusiast to dial 911 (out of our first 7 dealers, only one bought a 911 for himself — and he’s one of only two still in business). A Turbo… you need to be an enthusiast to a fault. Worldwide only 2000 examples of the 997.2 Turbo S were ever sold. And the black car you see here, that’s one of only two that came to India.
P O RSC H E 9 1 1 T U R B O 9 97.1 , 9 97. 2 S , 9 9 1 .1 S , 9 9 1 . 2 S
THE NET R E S U LT I S SOMETHING T H AT F E E L S R E A DY F O R THE 24 HOURS OF A AMBY VA L L E Y
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FIRST THOUGH, THE 1000 HORSEPOWER TURBO. No, Porsche never made a stock 1000bhp Turbo; even the new 992.1 Turbo S is at 641bhp. But when Rajubhai Patel’s 997.1 Turbo developed a coolant leak, rather than get it attended to by the dealer in Mumbai he packed the engine off to Turkey to convert it into a monster. I hadn’t even heard of ES Motor before this but within the community they’re revered for building the fastest Porsches in the world, one of their cars clocking 7.95 seconds to the quarter-mile, crossing the timing beam at 305kmph. Their cars are so fast, they wheelie off the line when launched at full bore! Rajubhai’s motor is built to what is called the ES1000 spec, 1000 denoting the horsepower; that’s more than double the stock 473bhp! It is rebored from 3.6 to 4 litres, is breathed on by bigger Garrett turbochargers, is strengthened with forged internals, has bigger valves, stronger springs, race cams, new intake and exhaust, basically everything that goes into a racespec motor along with a remapped traction control unit. In fact his engine is strong enough to out more power and the ES Motor gets up to 1800bhp (no, really!) from this engine. But Rajubhai says, “I think 1000 is more than enough.” The net result is something that feels ready for the 24 hours of Aamby Valley. There’s no sound deadening. The interior is stripped bare. The engine needs a couple of turns to crank over but when it explodes into life, it really explodes into life. You feel everything. The boxing of the pistons, the ripples on the runway, the rain on the roof, the blare of the exhaust, every single thing is communicated in raw, unfiltered detail. Also, thank heavens for all-wheel-drive. Since the lockdown Aamby Valley’s runway has only had visitors of the bovine variety, liberally scattering the length with their copious gifts. Now with the torrential downpour, standing water and 1000bhp, it is scaring the crap out of me. The strength of the Turbo was always its insane grip but 1000bhp is nuts. Forget first or second, in the wet I discover, there’s wheelspin in third and fourth gear! This, don’t forget, is an all-wheel-drive car. And all four wheels are spinning. Rajubhai wasn’t kidding when he described it as “Bonkers performance”. Also, Rajubhai is a demon! This is his road car. He hasn’t made this car for quarter-mile times. “Drag races do not appeal to me,” he clarifies. He uses this near-race car on weekend drives from Mumbai to Aamby Valley in Lonavala or Pune, that too at least twice a month. “These roads are a little secluded so you can stretch its legs.” Below left: Tiptronic gearbox (with aftermarket shifter) and rather spartan interior on 997.1 contrasts dramatically with the lavish cabin of 991.2 (right)
800 HORSES AT THE WHEEL IS PHENOMENAL. YOU DON’T GATHER TOO MANY EYEBALLS ON THE STREETS OF BOMBAY RAJUBHAI PATEL 997.1 TURBO ES1000 The gearbox, a Tiptronic torque converter, has been beefed up to handle the mountain of torque. The suspension is Ohlins coilovers with adjustable ride height that he drops by 30mm for track days. And all the mounts are motorsport-spec ball joints, no rubber anywhere. “Ride is a little harsh,” says Rajubhai in a delicious bit of understatement. And that’s the thing about the 911 Turbo. It has the pace to shame supercars yet it can be used almost daily. I kid you not, the conditions on our shoot were despicable. Treacherously wet. So heavy with fog we could barely see two feet ahead of the car. Wipers running furiously. And yet none of the cars you see here came on a flat bed. All were driven down from Mumbai, over the financial capital’s gloriously rain-ravaged roads, up the twisties leading up to Aamby Valley, crabbing over speed breakers and dodging the fresh potholes. And late that evening they all drove back to Mumbai — in even heavier rain. The Porsche 911 Turbo might be the everyday supercar, but it also needs a wildly passionate enthusiast to drive it everyday.
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P O R S C H E 9 1 1 T U R B O 9 97.1 , 9 97. 2 S , 9 9 1 .1 S, 9 9 1 . 2 S
THEY’RE NO MORE CALLED WIDOW MAKERS. THEY’RE CALLED MARRIAGE BREAKERS MOINUDDIN MOTIWALA 997.2 TURBO S
“EK GEAR NICHE, AKHA MUMBAI PEECHE,” LAUGHS Moinuddin Motiwala who has just taken delivery of the black 997.2 Turbo S you see here. This is his eighth Porsche, fifth 911 and third Turbo. “I sampled Italians, other Germans, but nothing gave me this level of satisfaction,” says Moin of returning to the Turbo fold. Repeatedly. This is one of only two ever sold in India — and it was en route to Racetech in Bangalore for fettling before being diverted for our shoot. With the 997.2 Turbo, Porsche upgraded the engine to the 3.8-litre, the first all-new engine in 35 years of the Turbo. It swapped out the elaborate dry sump lubrication (the Turbo’s engine was race-derived) for an integrated oil reservoir at the bottom of the engine and did away with the separate crankcase halves for an integrated casting. It got a 20bhp hike in power over the 997.1 and this 3.8 is still in use on the Turbo today, albeit with massive upgrades and the associated bump in power (from 523bhp on 997.2 S to 641bhp on 992.1 S). And it got the PDK twin-clutch gearbox that, together with launch control and overboost, so effectively rearranged my kidneys at the PWRS event in Bahrain. “Repeatable performance,” is what Rajubhai emphasises when we talk about the Turbos. “You can keep flogging it at the track and from the first thing in the morning to the last lap in the evening, the performance is the same.” Moin is a drag-racing enthusiast and his other car is the R35 GT-R, incidentally the very car that embarrassed Porsche round the Nurburgring Nordschliefe, and ever since, the two have been involved in a ding-dong battle for Green Hell supremacy (till Lamborghini threw its hat into the ring). This
Above: The wide body has always been a Turbo trademark and every generation kept getting more and more bootilicious. Right: Silhouette will never change but it’s evident how much the 911 had grown from 997 to 991
W I T H 9 9 7. 2 , PORSCHE UPGRADED THE ENGINE TO THE 3.8-LITRE, THE FIRST ALL-NEW ENGINE IN 35 YEARS OF THE TURBO Turbo was claimed to pull 1.3 Gs on the skid pad though I’d be lying shamelessly if I hinted at us pulling anything close. The slippery runway did let us hang the tail out though, something that requires big balls to do on bone-dry roads with a Turbo. But the revised software of the 997.2 meant a slower transition from understeer to oversteer than 997.1 thus making it more predictable at the limit. Maybe that’s why Rajubhai isn’t as much of a sideways enthusiast as our next Porschephile.
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THE TIMES. 2:13:313 2:08:709 2:05:806 2:03:949 That’s how Siddharth Desai’s lap times dropped on four track outings at the BIC with his 991.1 Turbo S. “We are not professional racing drivers,” admits Siddharth and to come to within three seconds of the 2:00:266 lap record, incidentally set by Narain Karthikeyan in a 991 GT2 RS, speaks volumes of the ballistic speed of the Turbo. “We hold on to the steering wheel and see what happens — and this car is the ultimate for that. It makes you look like a real professional.” I’ve always had this impression that Turbos, with their lavish cabins and every option thrown at them were more about continent-crushing warp speed; the lap times were left to the stripped-and-caged GT cars. But truth is the Turbo does both. The all-wheel-drive means your knuckles don’t go white on hill climbs in a torrential downpour while the luxury means your brain doesn’t turn to mush driving in Mumbai. “It is a paradox,” says Siddharth. “It is like an E-Class in terms of comfort but when you put your foot down it scares the socks off anybody.” When we first drove this gen, for the fourth issue of evo India, we said the Turbo S patently isn’t a trackday car… but boy oh boy does it get going around a track. Sport+ engages the ‘Performance’ setting that deploys the active aero — front splitter deployed, rear spoiler raised by 65mm and tilted by 7 degrees, 132 kilos of downforce at 300kmph — and thus set up, two full seconds are shaved off the Nurburgring lap time. For the record it clocked 7:27 on standard production tyres, unlike trick rubber Porsche accused Nissan of using for Below: You wouldn’t do this with an Italian exotic. The Turbo though, it lives up to its everyday supercar billing
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THE EMOTION, I CANNOT PUT INTO WORDS. IT IS A CAR I ALWAYS WANTED, IT MAKES ME FEEL SPECIAL SIDDHARTH DESAI 991.1 TURBO S its 7:29 lap record. Handy stuff down the back straight of the BIC then! Along with active aero, this Turbo S also debuted dynamic engine mounts, ceramic brakes and active anti-roll bars that all but eliminated body roll along with the two-stage dampers on the Porsche Dynamic Chassis Control. Oh, it also got rear-wheel-steer from the GT3. The massaged motor made a ginormous 700Nm of twist, going up to 750Nm on overboost, a great spike of torque sustained from 2000rpm right through the
I T I S S AT I S F Y I N G LY O V E R - E N D O W E D D E LIVE RIN G A F R E E - FA L LIN G S E N S AT I O N O N LY T H E M A D D E S T SU PE RCARS PROVID E
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mid-range, and then a rush to the 7200rpm limiter. We called it satisfyingly over-endowed delivering a free-falling sensation only the maddest supercars can provide. Siddharth says, “It scared the life out of me.” One of the characteristics of the Turbo, along with the big wing, has been the wide body. It is what gets young boys to plaster pictures on their bedroom walls and Siddharth’s love affair with the Turbo started with the 964 that he read about in a magazine and since then dreamt of owning one. In fact this Turbo S is not just his first Porsche, it was the first time he ever drove a Porsche! This is also the generation where Porsche went really, really wide. The 991 was already wider and with a longer wheelbase than the 997; to that the Turbo S’s rear haunches swelled by a further 23mm over the GT3 and a whopping 72mm over the regular Carrera. It’s something Moin points out when he says his 997.2 has the 3.8 engine but the narrower body which is easier for manoeuvrability. Not that Siddharth cares. “This is an amalgamation of everything — practicality, sense of wow, heritage, lineage, and it rides so comfortably. We need a car that you can actually use, not a garage queen; a car that is driven and driven all the time.” It also sounds nuts with plenty of thuds and bangs on the over run as Siddharth makes full use of an empty runway and the greasy surface to slide the Turbo without worrying about where
to order his next set of tyres from (what with the current ban on imported tyres). This generation got a faster-acting fourwheel-drive system but in the dry, with its lack of body roll, the messages at the limit were masked and when the rear broke away it was a proper snap. That was on the road. A couple of laps on the track and we said it was not only insanely fast at the limits of front end grip but deeply involving and hilariously adjustable when you get the weight shifting around. What I have yet to mention is electric power-steering, new for this generation of Turbo. And I mention this in closing because — apart from breaking the internet — it made no bloody difference to the dynamic brilliance of the Turbo. “This is perfect,” announces Siddharth. “I don’t have the technical ability to recommend what can improve. Believe me, I don’t find anything lacking.” And then came the 991.2 Turbo S. BY NOW EVERY 911 WAS A TURBO. THE STANDARD Carrera’s were upgraded with turbocharged motors, the Cayenne and Panamera already had turbo engines, and soon the Boxster and Cayman would get blown motors. The Turbo was no longer the only turbo in the Porsche range. Heck, today even the full-electric Taycan sports the Turbo badge on its rump. But, the Turbo is a Turbo. Nothing rips your face off like a Turbo,
NOTHING RIPS YO U R FAC E O F F LIKE A TURBO, AND THE 991.2 TURBO S FLUNG ITSELF TO THE H O R I Z O N AT A N O B N OXI O U S PAC E
and the 991.2 Turbo S flung itself to the horizon at an obnoxious pace. The 0-100kmph sprint was claimed at 3.1 seconds, the first time, it dipped under 3 seconds though Porsche always quoted conservative figures and even the 991.1 Turbo S was tested by magazines at 2.6 seconds. It pulled 1.2g of lateral acceleration. It now maxed out at 330kmph. The new Sport Response button on the Manettino-style dial on the steering wheel delivered 10 seconds of instant response and overboost — claimed to make passing traffic easy, though I’ve yet to come across traffic that bothered a Turbo. Oh, and it now cracked the `3 crore price tag (standard, without options). More power, more grip, more luxury, more leather, more expensive, the 991.2 Turbo S was more of everything. A touch excessive, perhaps. In the 991.2 Turbo S the 3.8 flat-six makes 572bhp, up 20 horses, and 750Nm of torque. It gets new inlet ports, injection nozzles and fuel pressure is up from 140 to 200 bar. Boost pressure is up by 0.15 bar and the S gets bigger turbos than the standard Turbo. And the new dynamic boost function keeps the throttle valve open for 1.5 to 2 seconds after lifting off the accelerator to maintain boost pressure. This improves throttle response between applications of the loud pedal by eliminating the wait for the turbos to spool back up. All of which means this red 991.2 Turbo S, one of just half a dozen sold in India, “Is fast as hell”.
YOU HAVE TO DRIVE IT TO BELIEVE IT ADISH SHETTY 991.2 TURBO S
P O RS C H E 9 1 1 T U R B O 9 97.1 , 9 97. 2 S , 9 9 1 .1 S , 9 9 1 . 2 S
PORSCHE 911 TURBO (997.1)
IN THE TURBO THERE I S A D E L I B E R AT E R U S H ENGINEERED INTO THE MID-RANGE ALONG WIT H A H A R D, FA S T AND FIERCE RUSH TO THE REDLINE This is Adish Shetty’s first Porsche. “I always thought a Porsche was a grown up Beetle,” he admits before adding, “Once you drive it, then you know what it is.” In fact the first time he drove a Turbo was after buying this 991.2 S. “The acceleration is brutal. And the launch control is insane.” Now we must talk about how a Turbo accelerates like a missile; out-accelerating more powerful Italian exotics. Before we even talk about AWD, there’s first the inherent traction advantage of the age-old rear-engine 911 layout. On the 991.2 the clutch plates of the all-wheel-drive were redesigned for even faster torque distribution between the front and rear axles. The PDK gearbox shifts in milliseconds, there’s no lag, max torque is flat from 2250 to 4000rpm for relentless surge, and the launch control system works with the dynamic dampers to soften the rear suspension and also relax the traction control for incredibly hard (and consistent) launches. There’s an effortless wave of torque, and endless reserves of grip… in the dry. In the wet, you need to be careful and, as we discovered, generous amounts of throttle can rotate the car with ease. But once you get over the initial fright of your first spin in your brand new car, you notice there’s a degree of adjustability that allows you to play in the wet — something you just cannot do in the dry. And the four-wheel-drive system only sends more power to the front when it detects a slide and works to pull you out of it and regain grip. It means incredible wet-weather pace. “If I drove like this in my Lambo [the 550-2 Gallardo] it would be a death wish,” confirms Adish. And how is a 911 Turbo different from a regular turbo 911? Unlike the regular Carrera in which the turbo comes on so smoothly it is next to imperceptible, in the Turbo there is a deliberate rush engineered into the mid-range — to deliver that kick you’d associate with a turbo, big or small T. This, and the Ferrari, are the only two turbocharged engines I’ve experienced that deliver what you can call a top-end – a hard, fast and fierce rush to the redline. Lift off the gas and the Sport Exhaust delivers dramatic pops and bangs. Heck, there’s no dearth of drama — you’d have to be blind to miss a bright red 911 Turbo, that big wing hanging off the back, the massive rear haunches telling every 8-, 40- and 80-year-old that this is greased lightning. It’s enough bait for a petrolhead to drop whatever they’re doing for the promise of getting behind the wheel. L Facing page: Identify the Turbo! White: 997.1, black: 997.2 Turbo S, red: 991.2 Turbo S and gold from which this picture is shot: 991.1 Turbo S
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Engine Flat-six, 3.6-litre, twin-turbo Transmission 6-speed Tiptronic S, AWD Power 473bhp @ 6000rpm Torque 624Nm @ 1950-5000rpm (overboost 685Nm) Weight 1620kg 0-100kmph 3.8sec Top speed 310kmph Price when new `1.35 crore (ex-showroom)
PORSCHE 911 TURBO S (997.2)
PORSCHE 911 TURBO S (991.1)
PORSCHE 911 TURBO S (991.2)
Engine Flat-six, 3.8-litre, twin-turbo Transmission 7-speed PDK, AWD Power 493bhp @ 6000rpm Torque 651Nm @ 1950-5000rpm (overboost 700Nm) Weight 1670kg 0-100kmph 3.2sec Top speed 312kmph Price when new `2.2 crore (ex-showroom)
Engine Flat-six, 3.8-litre, twin-turbo Transmission 7-speed PDK, AWD Power 552bhp @ 6500 - 6750rpm Torque 700Nm @ 2200-4000rpm (overboost 750Nm) Weight 1605kg 0-100kmph 3.1sec Top speed 318kmph Price when new `2.7 crore (ex-showroom)
Engine Flat-six, 3.8-litre, twin-turbo Transmission 7-speed PDK, AWD Power 573bhp @ 6750rpm Torque 700Nm @ 2250-4000rpm (overboost 750Nm) Weight 1595kg 0-100kmph 2.9sec Top speed 330kmph Price when new `2.95 crore (ex-showroom)
S P EC I A L F E AT U R E : K W I D 2 9 S TAT ES 2 9 DAYS C H A L L E N G E
WO R D S b y S U V R AT KO T H A R I P H O T O G R A P H Y b y A B H I S H E K B E N N Y A N D M A RU T I S U Z U K I
WRITTEN IN THE STARS 2020 marks an important milestone for Maruti Suzuki’s premium car retail channel NEXA. We delve deep into what makes it so special
S P EC I A L F E AT U R E : F I F T H A N N I V E R SA RY O F N EXA
S P EC I A L F E AT U R E : F I F T H A N N I V E RS A RY O F N EXA
Facing page, bottom: Cabin details of the S-Cross explained digitally. Below: Tablets are used at Nexa showrooms for better understanding of cars
I WAS A TEENAGER WHEN MY FATHER BOUGHT THE Maruti Suzuki S-Cross back in 2015. It was a massive step-up from our first-generation Swift and a few days before the purchase, the man of the house thwarted my suggestions of considering other brands. After 14 years with a Maruti Suzuki, moving onto another brand was deemed absurd. The hassle-free ownership experience, low maintenance costs and excellent service turned my father (and millions of others) into loyal customers. All the research done by yours truly, a wannabe motoring journalist back then, went down the drain. For good reason though. As my knowledge of the Indian automotive landscape grew in the forthcoming years, I understood the reasons behind my father’s decision far better. The experience of buying the S-Cross is rooted in my memory. It was an event, and not any regular showroom walk-in. Maruti Suzuki’s premium retail channel, NEXA, had made its debut and I vividly remember walking into the lounge-like outlet with soothing monochromatic themes. Suited, booted, sales executives stood around cars in the NEXA Blue colour scheme, the channel’s signature shade. The executive assigned to us waxed eloquent about the cars, knew the details by heart and went about his business with a large tablet that he would later use to explain the variants and features. Fast forward to 2020 and we’re not only celebrating five years of my S-Cross but also of NEXA that is now India’s third-largest automotive retail channel with over 370 showrooms across more than 200 cities. Let’s begin with why NEXA was introduced in the first place. With India’s fast-paced economic growth, there’s a qualitative change in demographics as well. Simply put, our cities are teeming with a growing population of young, energetic and empowered individuals with evolving lifestyles. They crave for finer things in life without having to shell out a fortune. These outdoorsy individuals love travelling as much as they love indulging in modern technologies. The launch of NEXA was primarily aimed at this young and enthusiastic bunch. Not that Maruti Suzuki’s existing network was inadequate, but with NEXA, the brand moved one step above with a range of
WITH NEXA, THE BRAND M OVE D ONE STEP AB OVE WITH PREMIUM CARS AND S WA N K Y DIGITISED SETUPS
premium cars and transformed the entire buying and ownership experience with swanky digitised setups. By catering to the buyers preferences, the channel reaped impressive results. There are now over 1.1 million NEXA customers and it comes as no surprise that close to half of them are under 35 years of age. Right from when buyers step into a NEXA showroom to the time their vehicles reach the end of their lifespan, they are treated with unparalleled hospitality and pampering, enabled by technological innovations. NEXA service stations are paperless and carry forward the monochromatic theme from dealerships. They also have advanced diagnostic bays and premium customer lounges. Owners are also given digital vehicle health reports. Early this year, NEXA introduced ‘NEXA One by One, an AR experience’, an augmented reality platform that negates the requirement of large physical setups. Through the use of AR on tablets, buyers can view cars in the colours and specific variants they wish to look at. It’s a big innovation of small size www.
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was born
2015
23RD JULY
was launched
2015
AUGUST
was launched & Associated with
2015
OCTOBER
was launched in partnership with A.R. Rahman
was launched
2016
AUGUST
Associated with
2017
JANUARY
2017 APRIL
Entered the NEXA family
2019
JANUARY
2019
AUGUST
was launched
2019
SEPTEMBER
2020
23RD JULY 1.1 Million Strong 5 YEARS Completed
that is well-suited for the tech-savvy audience. When we visited one to receive the S-Cross petrol media vehicle for test, the representatives used large screens and tablets to demonstrate the features of the crossover. The detailed visuals on large screens help buyers better understand the features, certainly making for a rich and indulgent experience. Showroom experience is one thing, but there’s no replacement to the pleasure derived from driving a car. And that brings us to NEXA’s premium lineup of Maruti Suzuki cars. The S-Cross was the first vehicle to retail through this channel and its ruggedness and brilliant ride and handling were key reasons why my father bought it. We have positive impressions of its new petrol iteration too. In our recent premium hatchback comparison test, the Baleno emerged as the most spacious car, and is one of the best-sellers in its segment with its unconventional design. The Ignis, with its tough SUV-like stance, trendy design, compact dimensions and automatic gearbox makes it an ideal car for
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urban usage. Its 2020 facelift gets an efficient BS6-compliant petrol engine and more features. It’s bigger sibling, the Ciaz continues to be the segment leader in terms of sales. And lastly, the XL6 is one of the most versatile cars around, thanks to three rows of seats. Folding the second and third rows down opens up acres of room, enough to shift homes. All the cars, save for the Ignis, also come equipped with cutting edge technology like the Smart Hybrid system that boosts torque while improving fuel efficiency. Not to mention the SmartPlay infotainment that makes sure that the driver and passengers are entertained and connected while on the move. Further enhancing the Nexa Experience are three pillars that include Music, Lifestyle and Journey. Most youngsters like fine music, latest fashion trends and exciting travel stories. NEXA is leaving no stone unturned here either. It launched NEXA music, India’s first Original English Music property, which provided a platform to 24 talented artists by helping them create their own original music videos mentored by the likes of AR Rahman and other well-known Indian musicians. These songs and videos have garnered over 50 million views on YouTube. Next up is the glamorous lifestyle domain, where NEXA has a long association with the Lakme Fashion Week. The 2020 LFW was the sixth season of association between both brands. NEXA also collaborates with the best fashion designers in India to showcase original designs and fashion trends. Additionally, its link with IIFA is a step into the glamorous world of Indian cinema. And
AU G M E NTE D RE ALIT Y I S A B I G I N N O VAT I O N O F S M A L L S I Z E T H AT IS WELL-SUITED FOR T H E YO U N G A N D T E C H S AV V Y A U D I E N C E lastly, NEXA Journey focuses on creating exciting travel stories that inspire people to escape their mundane routines and explore the hidden gems of India through road trips. After five years and with sales of over 1.1 million cars, Maruti Suzuki cars sold through the NEXA channel account for 18 per cent of the brand’s total sales in India. That is quite a staggering figure considering the channel’s premium nature. As to what lies ahead, Maruti Suzuki flexed its muscles at the Auto Expo 2020 giving us plenty of hints regarding what to expect from the brand in the future. And since I’ve upgraded from a wannabe automotive journalist to a full-time correspondent at the country’s most enthusiast-focused magazine, my research can ascertain that exciting times lay ahead. L
Facing page, bottom: AR experience and accessory store at Nexa. Above: Regular sanitisation and disinfection of cars ensures added protection from the coronavirus
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S U D D E N D E AT H With the Sonet’s launch just around the corner, the sub four-metre SUVs slug it out to decide which one gets to take the fight to Kia next month
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T
HERE’S A STORM COMING. AND WHILE I could have very well been talking about the weather, the new Batman movie or my cat waiting for me to turn out the lights and go to bed, I’m not. I’m talking about a challenger to the status quo. The Kia Sonet has taken aim at the sub four-metre SUV segment, and is going to launch its assault very soon. The segment itself has been shaken up a fair bit — the Maruti Suzuki Vitara Brezza has swapped out its diesel drivetrain for a petrol, the Venue has brought to the table some unique drivetrain options, the Nexon has gone under the knife and looks sharper while getting a bump in performance and while Honda’s only offering in the space may be more crossover than SUV, the WR-V has also been given a facelift to look fresh. We actually got this test together because of the WR-V. With nothing new but updated styling, we wouldn’t have had much to say in a straight-forward review so we decided to put it up against its rivals. But then it morphed into something else. You see, when the Sonet arrives, we’re
going to have to do another comparison test. So think of this as a qualifier — a decider of sorts, to see which one will take the fight to Kia’s star kid. We’ve also invited the Mahindra XUV300 to the party since it impressed us the last time we drove it, though there have been no changes since then. And before the Ford fanboys go bananas — we asked but Ford couldn’t/didn’t send us a BS6 EcoSport. Options, options, options Hyundai isn’t playing games. It is coming at you from every possible angle — nat-asp petrol, turbo-petrol, diesel — you name it, it has one. There’s no dearth of transmission options either and the only gap is the lack of a diesel automatic. But the Sonet is getting one and it should find its way to the Venue real soon. We’re driving the turbo-petrol with the DCT today, and it was the most powerful in this company until Tata Motors turned up the wick on the 1.2 Revotron to match it. The Venue’s engine is one that is rather easy to live with. It is refined at low revs, the boost doesn’t show up all at once and it likes being revved. There’s a distinct
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Above: The Nexon’s fit and finish levels have improved, and it gets new trims and an updated cluster. Facing page: Quality on the XUV300’s interiors is good but it isn’t the most intuitive
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three-cylinder growl that makes itself heard as the revs climb, but not to a point of being intrusive. And the DCT is easily the benchmark automatic in its class — shift quality is quick, seamless and rather lovely. While it misses out in the snappiness of the DSG and occasionally hesitates before sending a downshift your way, there’s not much else to complain about. The Tata on the other hand, makes 10bhp more and this does improve its willingness to move. It is more noisy and gruff than the Venue, but it picks up speed well. It does have driving modes, a feature that no other car in this segment gets and they do have a noticeable effect on throttle responses. However, the shift quality is still a bit notchy and the car we were driving had a very sharp clutch bite point. That will take some getting used to, which dulls the appeal of the drivetrain slightly. The XUV is the other car with a turbo-petrol and though it doesn’t have the most powerful engine here, at 200Nm, it is as torquey as the WR-V’s diesel engine! It feels and is the quickest but it is a bit rough round the edges. Part of it is down to the calibration — it feels jerky when you get on and off the throttle and this isn’t very pleasant in traffic. The gearbox too has rather long throws and doesn’t feel as slick as I would have liked, plus the gear lever is positioned too high and there’s no dead pedal so it isn’t ergonomically perfect either. It may have the most punch, but it isn’t as sorted as its rivals. The Brezza’s switch over to petrol hasn’t made an iota of difference to its popularity; it’s back to out-selling its
THE VENUE WAS THE MOST POWERFUL IN THIS COMPANY UNTIL TATA MOTORS TURNED UP THE WICK TO MATCH IT
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rivals. The old adage of there being no replacement for displacement also holds true here. The 1.5-litre may not be winning any spec wars but at low revs, it is the most responsive of the lot. It is also the most refined, and when combined with the manual gearbox, possibly the most fun to drive. It really likes being revved out, and Maruti’s slickshifting 5-speed with its light clutch action makes it a whole lot of fun to thrash. It doesn’t give you the torque that you would associate with an SUV, but I’ll live with the trade-off. The WR-V also gets a 1.2-litre i-VTEC petrol engine but we’ve got the 1.5-diesel on test today. With 200Nm, it was the torque champion. It pulled strongly and had a strong midrange, and was a good reminder that a good ol’ oil burner can still be relevant. The diesel couldn’t hold a candle to the refinement of the petrols, but you can’t compare apples to oranges. Honda’s petrol is lovely, but at 89bhp and 110Nm, its outputs are nowhere close to the competition and would have been seriously out of its depth. Also there aren’t any automatics available on the WR-V, neither the petrol nor the diesel, which is a big miss if you ask me. The Nexon and XUV diesel get the option of an AMT while the Brezza gets the age-old 4-speed automatic. Truth be told, the only automatic that you will enjoy is the Venue’s DCT.
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Staying grounded Tata Motors! Give your chassis engineers a raise! Last month, the Altroz blew away the competition in the ride and handling department and this month the Nexon does exactly that. The Nexon feels the most SUV-like in the way it rides over bad roads — it soaks up everything you throw at it and never transfers any unpleasant thuds into the cabin. It feels grown up, and Tata Motors’ SUV-building genes shine through. Smaller bumps and undulations are flattened mercilessly, and it does all this without tying itself in knots around corners. The steering on the Nexon feels direct and it will go up and down a hilly road very rapidly, while putting a smile on your face. The balance between ride and handling is spot on. At the other end of the spectrum is the WR-V — not the good/bad spectrum, but the SUV/hatch spectrum. The WR-V feels more like a hatchback than an SUV and while that is partly down to how low you sit in it, part of it is also how it rides and handles. It’s softly sprung and rolls a fair bit in corners — Honda has clearly set this up for comfort. It deals with our roads rather well, but it doesn’t take too kindly to being pushed hard. The steering is vague and it is most comfortable being driven at seven-tenths.
THE BREZZA’S SWITCH TO PETROL HASN’T MADE AN IOTA OF DIFFERENCE TO ITS POPULARITY The XUV300 runs the Nexon quite close in its ability to feel robust, dealing with bad roads very well and managing to feel like an SUV. It has a neat little button that changes the weight of the steering and while Sport mode is too heavy for the city, it does feel at home in the hills or on the highway. Remember, the XUV has motorsport pedigree — Gaurav Gill regularly pelts it around rally tracks around the country. But at speed, the XUV does get a bit floaty and if you hit a bump at speed, it has a tendency to get unsettled. Both the Venue and the Brezza sit at the sportier end of the segment. They ride a little firmer than the other SUVs on this test, but that does make them quite nimble in the corners. The Venue can’t take on bad roads as well as the Nexon can, but what it does have going for it is its ease of manoeuvrability. The controls are lighter and more responsive, and this works in its favour in the city. Out on the highway, it rides with confidence and doesn’t bounce around, giving you the impression of driving a larger SUV. Mind you, the firmness of the Venue is not at the expense of comfort though.
Top: The Brezza’s dash is simple and uncluttered, with an updated infotainment system. Left: Quality is great, as is visibility from the WR-V’s cabin
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HONDA WR-V Engine 1498cc, in-line 4-cyl, turbo-diesel Transmission 6-speed manual Power 99bhp @ 3600rpm Torque 200Nm @ 1750rpm Weight 1234kg 0-100kmph NA Top speed NA Price `10.9 lakh (ex-showroom)
HYUNDAI VENUE Engine 998cc, in-line 3-cyl, turbo-petrol Transmission 7-speed DCT Power 118bhp @ 6000rpm Torque 172Nm @ 1500rpm Weight NA 0-100kmph NA Top speed NA Price `11.4 lakh (ex-showroom)
MAHINDRA XUV300 Engine 1197cc, 3-cyl, turbo-petrol Transmission 6-speed manual Power 108bhp @ 5000rpm Torque 200Nm @ 2000-3500rpm Weight NA 0-100kmph NA Top speed NA Price `11.1 lakh (ex-showroom)
MARUTI SUZUKI VITARA BREZZA Engine 1462cc, in-line 4-cyl, petrol Transmission 5-speed manual Power 103bhp @ 6000rpm Torque 138Nm @ 4400rpm Weight NA 0-100kmph NA Top speed NA Price `9.98 lakh (ex-showroom)
TATA NEXON Engine 1199cc, in-line 3-cyl, turbo-petrol Transmission 6-speed manual Power 118bhp @ 5500rpm Torque 170Nm @ 1750-4000rpm Weight NA 0-100kmph NA Top speed NA Price `10.74 lakh (ex-showroom)
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IT’S NO COINCIDENCE THAT TWO OF THE CARS HERE – THE BREZZA AND VENUE – HAVE WON THE ICOTY AWARD The Brezza is firm too, though not as much as the Venue, and this is one of the nicest Maruti Suzukis to drive. With its platform derived from the S-Cross it has a degree of heft and solidity that is missing in the newer cars, and its steering is significantly better than its siblings too. This is why the Brezza rocketed to the top of the sales charts when it was launched but fact is the Brezza has stood still with no changes to the mechanicals whatsoever. The others, meanwhile, have raised the bar in every department. Step inside Space was always going to be an issue in a segment that restricts cars to 4 metres in length, but the WR-V makes the most of it. The backseat is the most spacious here and by some margin. If space is your priority, look no further. But there are some compromises. Under-thigh support is lacking, it doesn’t have rear AC vents, but most importantly it doesn’t have adjustable rear headrests. Up front, the view out of the WR-V is very good and the quality of materials used feels very good — very typical of Honda. The infotainment screen is nowhere near the best though it offers good functionality including CarPlay, Android Auto and in-built navigation. The Nexon’s interiors have been given a nip and tuck with new gloss inserts in the dash. Someone in the team called them bathroom tiles but I think that’s unnecessarily harsh and they do lift up the Nexon’s interiors. It is still an oddball when it comes to ergonomics, but space is good and fit and finish levels have been improved. The backseat may not have the outright legroom of the WR-V, but it has good shoulderroom and under thigh support making it the most complete backseat experience in this class. The XUV300’s backseat is nearly as spacious as the Nexon’s but doesn’t have the same under thigh support. Another miss is the lack of rear AC vents, but Mahindra has provided rear curtain airbags on this car. And that is something that deserves a mention — it has scored 5 stars, just like the Nexon, but outscores it on the child protection making it the safest car in this test. The XUV’s dash hasn’t aged very well and it does feel a bit lacklustre in this company. The Brezza’s cabin has started to feel dated too. With the update, the cabin got the new Smartplay Studio system with Android Auto and Apple Carplay, but that is about it for the changes to the Brezza’s cabin. Space isn’t the best but neither is it the least in this test and the cabin is simple and uncluttered, prioritising function over flair. The Venue’s dash is the nicest here, and it also has the longest features list. Both in terms of quality and ergonomics,
things are top notch. The Venue also comes with an embedded e-sim and connected car features (the Nexon got it with the update) putting it head and shoulders above the rest. However, the Venue is not perfect and its drawback is the space. While the front two seats are probably the nicest, the backseat isn’t. Knee room is limited and so is shoulder room (though headroom is great) and those are possibly the biggest chinks in the Venue’s armour. It’s no coincidence that two of the cars here — the Venue and the Brezza — are winners of the prestigious ICOTY award. Meanwhile the Nexon won the Times Auto Awards, powered by evo India. This segment of cars embody exactly what the Indian customer wants — comfort, space, presence and features — at an attractive price point. It’s hard to sum up the lot here: the WR-V is easily the most spacious and comfortable car here. The XUV300 is the safest and fastest, but it doesn’t draw you in like the rest. The Brezza, despite its limited drivetrain options, still scores on refinement, reliability, longevity and of course rides on the back of the trust everybody associates with the Maruti Suzuki brand. The Nexon feels the most robust, the best-looking too if you ask me, but the drivetrain isn’t as polished as the chassis. And so the Venue wins this test yet again. It may lack a bit of space, but it is the most refined, most well-finished, feels the most premium and is the nicest to drive — in the city or out of it. Brace yourself for a family feud when the Sonet arrives! L
Above: The Venue’s dash is neatly laid out and of good quality. Facing page, clockwise from top left: The WR-V has the most space, but no adjustable headrests; the Nexon has the most comfortable backseat; the Brezza is comfortable but lacks space; XUV300 is spacious though it lacks under thigh support; the Venue is the least spacious in this test
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STEPPING STONES As lockdown rules ease, we must remain more careful than ever should we head out on a roadtrip. We join a fellow enthusiast for her first roadtrip in the last few months, taking every precaution possible
HE ONLY REASON MY FRIENDS USED TO call me pre-lockdown was for car-buying advice. That has now changed to car-driving advice. They want to know how to be safe and if they can take their cars out and drive. Maybe on a Saturday evening to unwind, maybe a frenzied blast through the hills on a Sunday morning, maybe even just to get home which happens to be a few hundred kilometres away. You see, I have been out and about creating a lot of the content you have seen in the pages of this magazine. It has meant navigating a lot of red tape, in addition to taking care my myself and the people I work with. Call it experience, but I know a thing or two about getting around in the times we live. The centre’s recent announcement about opening up inter-district and inter-state travel, means more people can get out on the road again! That is exactly when the calls started. “Is it safe to head out?,” asked Michelle, a friend of mine who wants to visit her parents who live 150km away on the outskirts of Mumbai. She was planning on renting a car and driving down herself, but I thought it best to share the tips and tricks I have learned with her before she heads out. And with the brand new Hyundai Verna parked in the garage, it was the perfect excuse to take it out for a spin as well. “Always wear your mask”, is what most would assume to be the first tip on my list. But the checklist actually starts before you
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head out. You need to check your local laws and figure out whether you will be allowed to take the route you want to. The centre may have advised states to open up their borders, but it hasn’t been implemented everywhere yet. For example, as of writing this story we still aren’t allowed to travel out of the Pune district without an e-pass. Do your research — talk to people who may have attempted the route you are travelling on and get in touch with the authorities to figure out if there is red tape in your way. Always co-operate with the authorities – they have been out fighting on the front lines and are under far more stress than we are. As I got comfortable in the driver’s seat of the Verna, I entered our destination into the on-board navigation. This is a location we frequent for our magazine shoots as it is fairly isolated and there’s no one around —makes it safe for our shots, with few interruptions. Which brings me to the second tip I have — make sure you practice social distancing. And if this means passing up a drive to a popular hill station in favour of something a little more remote, do so. A remote location will drastically reduce your contact with people, and this is essential to breaking the chain of spread. Michelle had never heard of this road I was taking her to before, and she was quite excited to see what it was like. I was rather keen too — this was the first time I was driving the new Verna with its 1.5-litre petrol and manual gearbox, and this is a route I know well. It provides a great combination of open highway, ghat roads, and then flowing narrow roads in the countryside. You get a whole spectrum of road surfaces too — buttery smooth for the most part, but occasionally properly rutted and a bit of everything in between — which is why we like bringing our cars to drive here.
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A REMOTE LOCATION WILL REDUCE YOUR CONTACT WITH PEOPLE, AND THAT IS ESSENTIAL TO BREAKING THE CHAIN OF SPREAD One last check if we had carried everything that should be on your checklist — masks? Yes, we had them on our faces. An extra mask in case we misplaced one? Check. A face shield should we be required to head out in to a crowded place? Check. Hand sanitiser? Check — one bottle for each of us. Another thing I like to do is keep Google Pay on my phone. So every single transaction I make — be it for fuel, toll or even just a bottle of water — can all be done from a distance. The internet is a great enabler that has really redefined how we live in the lockdown. Right from how we work, meet people, stay in touch, get our groceries — the internet has ensured we can stay home without compromising our lifestyles. The internet has permeated into our cars as well — this Verna gets the Blue Link connectivity suite that offers features like vehicle tracking, diagnostics and even the ability to start your car before you climb into it! More relevant to us that day though, were the live traffic updates. It is surprising how many people were actually up and about on our roads!
Left: The updated Verna cuts a striking shape with its redesigned front end. Above: Wearing your mask when you are out driving is a must to keep yourself and others around you safe
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IF YOU ARE LUCKY ENOUGH TO BE SITTING BEHIND THE WHEEL OF A CAR, BE GRATEFUL AND IMMERSE YOURSELF IN THE EXPERIENCE
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Above: Hyundai’s Blue Link connectivity features allow you to access the car’s location from your smartphone. Right: The six-speed manual makes the Verna proper fun to drive, and it can be had with a CVT as well
So much of the roadtrip experience is about the food. And to that end — I always pack my own food. It does take away from the allure of the roadtrip slightly — you’re unable to immerse yourself in the culinary offerings of your destination. And when I whipped out my box of sandwiches, Michelle refused to eat one. Ever the pragmatist, she reminded me that the dhabas and restaurants have been as affected by the lockdown as we were. Most of these places are run by small business owners and we should support them in any way we can. Even if it means buying a few packet of chips, or even parcelling the food and eating it in the safety of your car. She picked out a stall where the vendor seemed to be wearing his mask properly and indulged herself in a sizzling hot local vada pav. The last bit of advice I would give you is this: make sure you have fun. If the last few months have taught us anything, it is that life is short and we need to savour every moment of it. If you are lucky enough to be sitting behind the wheel of a car, and have a road ahead of you to drive it on — be grateful, and immerse yourself in the experience. Be responsible, and have a good time while doing so. Michelle took the wheel of the Verna and I could almost see a weight being lifted off her shoulders. After months, she was back to doing what she loves. I was mighty impressed with the Verna – the engine was refined, the manual gearbox complimenting its rev-happy nature and it was really composed over our roads. Michelle is no road-tester but she clearly enjoyed the car. “I really, really like it,” she said when I asked her for her thoughts, beaming under her mask. And being a designer, she approved of its looks too. Having been around since 2006, the Verna is one of the oldest nameplates in the Hyundai portfolio. It has evolved so much since back then — both in the way it looks, and the way it drives. This new Verna looks sharp, feels sharp and was the perfect car for that first post-lockdown roadtrip. L
HAVING BEEN AROUND SINCE 2006, THE VERNA IS ONE OF THE OLDEST NAMEPLATES IN THE HYUNDAI PORTFOLIO
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As Gordon Murray’s sub-tonne, 641bhp T.50 is revealed,
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the man himself gives the full low-down on its make-up
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MADE A HUGE MISTAKE HERE ON THE F1,” SAYS Gordon Murray, pointing to the T.50’s bulkhead, no doubt dismaying the McLaren F1 faithful in the process. The designer, in spritely and convivial form despite the ongoing pandemic, arrived just moments earlier in a blur of blipped downshifts behind the wheel of his fabulous Zagato Alfa, and clad, as usual, in one of his trademark ebulliently patterned shirts. He’s now in full flow, the pattern as smooth as the unpunctured surfacing on his new creation. His scorn is directed at the rear windows on the F1, either side of the driver. As he points out, when a passenger occupies one of those side seats, all the driver gets to see in the interior rear-view mirror on that side is their awestruck/ petrified – delete as appropriate – face. With the T.50 there’s no rear glass at all, and no door mirrors either. Your only rear visibility will be via a camera-based system, displayed on left and right dash-mounted screens, and supplemented by a tiny camera mounted in the cone of the 400mm suction fan at the rear for reverse parking. “We didn’t go for mirrors on this as I shot myself in the foot a bit when we moved the cabin forward and couldn’t meet the eye angles of the F1,” explains Murray. “They would have had to be here [high and forwards], and mirrors have to be twice the size they were in the ’90s – they would have looked dreadful. So we bit the bullet, spent the money, and did cameras. And I made sure the cameras didn’t stick out beyond the width of the car, so it’s 1850mm with or without the ‘mirrors’.” No extra glass, no added weight. There are glazed panels in the roof, but they weigh 2.2kg each and are an option (no-cost). One suspects Murray’s ideal T.50 does not feature them… If anyone can criticise the F1, Murray can, of course, and while he still holds it up as the until-now unsurpassed ultimate driver’s car, it’s clear he intends the `20 crore (before taxes) T.50 to annihilate it in every key area. Throughout our conversation he refers back to the F1, comparing weights, styling treatments, ergonomics and so on. Everything, and I mean everything, must be better. “I’m happy with it [the T.50] on two different levels,” he says. “One is the actual motor car as a driving machine, and the other one is the styling. We’re probably the only people placed to make a better car than the F1 because we know exactly what gives the F1 the driving experience, and it’s not just performance: it’s a lot of little, subtle things that make the F1 still feel so special. And we
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also understand the things that are wrong with the F1 – and there are plenty.” Cue gasps from an imaginary audience. “I think we’ve fixed all the F1 problems, but I think we’ve also got something that delivers, right down to all the subtle nuances of a driving experience that’s actually better than that of the F1.” You and I know what he means: obsession with weight down to the last gram; shunning of lap times in search of the higher, purer, almost evangelical pursuit of simple driving pleasure; that “engineering as art” thing; response and agility but also supple ride and luggage space; and styling whose sole purpose isn’t achieving Insta “likes”. “With the F1 we signed it off in clay – we don’t touch clay any more,” explains Murray. “When you’re doing clay you can’t really see the final highlights, and we went straight from clay to the final steel machining block for the mould, and by that time you can only just play with highlights, and then you see the proportions for the first time, and there were a few things I really didn’t like on it, and still don’t like. Now, we go straight from my sketches to really good renderings quite quickly, which have highlights, and then we have virtual reality where we can walk around the car full-size, and go inside the car. When we got to the point where we thought the proportions were right we quickly cut a full-size foam model – something we did three times with this – and then you adjust from that, and then go back to the really top-end renderings for the finessing. I didn’t have that luxury with the F1; with this car there’s not a surface on it I don’t like. And I was trying really hard for a return to beauty with it, like the F1. The proportions of this car are very similar to the F1’s, because of the geometry, layout, and architecture. It’s a little bit more cabin forward to be more aggressive, by 35mm, otherwise it’s pretty much F1 proportions.” The obvious nod to the F1 at the front is the two big ducts for the twin radiators, while the slots under the headlamps are for the HVAC set-up. The big ducts on the side are the radiator exits, but also relieve pressure in the front wheelarches to cut lift. On the F1 those were only about half the size because of the monocoque’s shape, but on the T.50 this section is swept inwards much more. “The F1’s carbon wasn’t particularly clever,” says Murray. “I just took F1 technology of the time straight from racing and built a road car – the first carbonfibre road car. It was just what was around. Nowadays the finite element analysis is… well, our complete body and chassis is only 150kg, which is 40-50kg lighter than
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the F1’s, and twice the torsional stiffness, so things have really moved on in 30 years.” The F1’s HVAC is next for the withering treatment: “The air con was rubbish – it never really worked, and for two reasons. The compressor was belt driven and had to live at 8000rpm, so at idle it wasn’t doing much. And I just didn’t have enough space for a proper exit valve. This time we have a 500 per cent bigger valve and a 48volt compressor, so it’ll work.” Murray is “driven insane” by the central “spine” of the F1, which is 50mm too wide in his book. He also doesn’t like the flatness of the rear deck, or the lack of a “valley” between the front wings. There was an F1 here earlier for a photoshoot, so I’m told, and while Murray reckons it looked great in isolation, he feels it’s somewhat bloated next to the T.50. I’ll let you make up your own mind on the new car’s look, but I can tell you that it is spectacularly, appealingly compact. Murray is understandably proud of this: “It’s a little shorter and lower than a Porsche Boxster, and just 40mm wider. And that’s three people, loads of luggage and a V12. The final weight figure is 986kg. Or dry [like most supercar manufacturers quote] it’s 957kg. It’s got a better power-to-weight ratio than a McLaren P1, P1 GTR, LaFerrari, Porsche 918, and a few others.” Ah yes, the numbers. The quoted figures are so extraordinary they don’t seem real. Powering just 986kg is a naturally aspirated 3994cc V12 designed for GMA by Cosworth. It weighs just 178kg – the lightest road-going V12 ever – yet produces an incredible 164bhp per litre. It makes 654bhp in total, and revs to the highest ever figure for a road car engine – 12,100rpm. When the car’s all-out Vmax aero mode is selected, the 48V starter-generator provides a further boost of nearly 50bhp, but even without this the V12 gives a crushing power-to-weight ratio of 674bhp per ton. It’s not a torque monster, with its 466Nm peak at 9000rpm, but I get the feeling what’s impressed Murray the most is Cosworth managing to get 71 per cent of that (331Nm) at just 2500rpm. If that isn’t enough, the V12 should also be unmatched for responsiveness, thanks to its use of exotic metals internally and its maker’s excellence. Murray describes Cosworth as “the best road car engine company on the planet” and the engine’s response times as “phwoar…” “I wanted 3.3 litres before we even chose Cosworth,” says Murray. “I love the old Ferrari V12s, like the 250 GTO with its 3-litre engine;
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they look and sound beautiful. Then I did the calculations, and to get the old snap-your-neck-off response of the F1 the car needed to be under 900kg. We did a really good mass check and we thought if it had air con we just couldn’t. So we looked at what we could make the car, and we came out at just under 1000kg, and so we went to Cosworth and said: “We want something that feels quicker than an F1,” and it came out at 4 litres. “Luckily for us we’ve benefited from the knowledge they’ve learnt on the [Aston Martin] Valkyrie, although there are no parts shared with our engine. They say this is like the next generation on from the Valkyrie because that’s got straight valves and this has got inclined valves for a better burn, and it’s got more sophisticated thermal technology, so it’s more efficient. It’s semi-structural again like the F1’s engine, so it takes traction and braking forces and cornering loads, but not torsional ones. This saves about 25kg of body and chassis.” The engine and gearbox are on a stand in another room. It is simply inconceivable just how compact the package is. Remove the carbon intake plenums – exposing the intake trumpets – and you’d be left with a 65-degree block that’s so low it couldn’t even double as a hideously expensive coffee table. The crank height is just 85mm off the ground, compared to 125mm in an F1. It’s so clean too, all the ancillaries being purposely gear driven, not by belts, and various oil feeds and ancillaries cast into the block so they’re not tacked on the side. Murray started as an engine designer and seems to derive as much pleasure from peering at the V12 as he does the overall car. The cabin is a bit longer and wider than the F1’s, and there’s a bit more shoulder width. “You’re never going to have a three-seater that is as easy to get into as a two-seater, but we video'd 43 people across the business getting in and out of three seating bucks, until we had it right. We’ve moved the big structural beam from next to the driver to the outsides, so there’s nothing to lift your legs over and the floor is clear. All the primary and secondary controls are clustered around the wheel. I hate wheels with 20 buttons on them with a vengeance, and I also hate thick grips – I don’t know why stylists do that, it’s a fashion. You want something you can feel with, and virtually nothing on the wheel. The paddles behind are horn and headlamp flash, thumbs are for the indicators, then you
THE QUOTED FIGURES ARE SO EX TRAO RDINARY THEY DON’T SEEM REAL
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have the scroll and push-to-select buttons [that work the main screens]. The right screen is infotainment, and the left is engine, chassis and aero info. No touchscreens. I hate them. I think they should be banned in a high-performance car.” A gorgeous cantilever beam, made from a mixture of carbon and machined billet alloy, contains the gearlever and the main controls for the driver, and also exposes the gearchange mechanism – with good reason. “I got bollocked by a couple of F1 owners who many years later saw the gearchange mech out of the car and got hold of me and said: ‘Why bury it in a box?!’ Even the pedals are 300g lighter than the F1’s. There’s nothing carried over again [from other cars]. We found a switch company that makes high-quality stuff for aeroplanes, costing a fortune, but they are going to feel fantastic. I said: ‘I just want it to be functional. Aluminium, no plastic. And really strong haptic [feedback].’ The rev counter is all metal, floodlit, no plastic, the machined hub and needle made from solid aluminium.” Murray has yet to sign off on the feel of the gearbox. “We’ve had gearboxes running at Xtrac for six months testing durability, but we now have a development rig with really quick adjustments for detents in and out of gears and across the gate, so I’ll go there, sit in the rig and get it right. I don’t like too short a throw and a narrow cross gate, because you’re never quite sure where you are. I like a reasonable throw and a short cross gate.” The dial that catches the eye most is the fan rotary control, top left, behind the wheel. This allows the driver to adjust through the T.50’s six aero modes. There’s 30 litres of cabin storage apparently, more than in some SUVs claims Murray, along with large luggage bins on either side of the car behind giant panels that lift up like the wings of a giant insect, also exposing the engine. “I want people to use these things – it could be the only supercar you need. It will be relatively comfortable; I hate stiffly sprung cars. We benchmarked the [Alpine] A110 because that’s the best ride and handling I’ve felt for a long time.” (Murray is an enthusiastic owner.) Left: Despite its three-seater configuration, the T.50 remains impressively narrow at just 1850mm wide. Below: 4-litre Cosworth engine is the lightest road-going V12 ever built
He describes the T.50’s unsprung weight as “incredibly light”, and notes the wheels – lightweight items made specifically for the T.50 in Italy, by a rare non-UK partner – are the smallest he could get away with, the cross sections being 235 at the front, 295 on the rear. Suspension arms are all forged, even the uprights, and there are the latest carbon-ceramic brakes from Brembo, and bespoke tyres from Michelin: “I’ve been very careful this time with tyres. The F1 had bespoke everything, and Michelin won’t now make a set until they’ve `1 crore worth of orders. I’ve been careful to use a standard mould size but we’ll develop our own construction and compound.” Even the headlamps are about more than just looking good: “Wipac were fantastic. We benchmarked all the supercars and the 720S had the best throw and pattern by a long way, and Wipac have shown us that we’re about 15 per cent better. The headlamps on the F1 were absolutely useless – you couldn’t see anything over 160kmph. It was current technology and also cost: standard lamps in our own housing, and rear lights from an Iveco truck.” And then it’s all over, the F1 Driver’s Club breathes a sigh of relief, and we’re off looking at a tiny, gorgeous ’60s Alfa in Murray’s collection. The numbers may be but a fraction of those on the T.50, but that same excitement of the drive runs through our animated chat about its virtues. In pursuit as ever of the ultimate drive, that’s Murray, and 100 lucky people will soon be experiencing it. L
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FUN, REDIS With restrictions gradually being lifted, we are going to need a safety companion. And that’s the Renault Triber AMT for us
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NO LONGER ARE WE CONFINED IN OUR OWN HOMES. WE CAN NOW STEP OUT, EVEN IF IT’S ONLY FOR ESSENTIAL PURPOSES
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HE PAST FEW MONTHS HAVE BEEN about putting a pause to our connection with the outdoors. Not just pausing, but completely slashing it by one hundred per cent. For so many activities that we loved carrying out in the open, we were now forced to stay within the confines of our homes and find an alternative. Want to meet your friends? Connect through a Zoom call. Want to exercise? Do it in your own balcony. Groceries? Only during fixed times. A long drive in your car? Allowed only if essential, and not without the pain of obtaining an e-pass. Don’t get me wrong, I’m not whining like an irrational crackpot longing for a ‘COVID party’ or raging through the streets, swearing at the authorities for imposing restrictions. Staying indoors served the greater purpose of protecting us from this pandemic, but its impact on our lives has been incalculable. Thankfully, after a difficult first half of 2020, things seem to be improving. The economy is breathing again and cars are finally being allowed to ply on the roads. I remember every phase of the five lockdowns we went through, but we’re so habituated to the new normal that no one seems to be following developments of the ‘unlock’ phases. It is already ‘unlock 4.0’! And that can only be a good thing. No longer do we have to be confined in our own homes and we can finally step out, even if it’s only for essential purposes. And that’s what I have been doing since the past few days
with the Renault Triber AMT at my disposal as a safety companion. Transport in the post lockdown era has veered towards personal mobility. Safety being our topmost priority, using cars for personal mobility is the best and the safest option we have currently. And that’s not likely to change in the near future. What many of us will crave when things ease up even further is a car that puts a smile on our face with premium features, practicality, and lots of space to accommodate our friends and family. A car that we can go mile munching in, to make up for all those painful days of not being able to get on the road. A car that we can look forward to driving, one that will help us erase the lockdown blues. The Renault Triber AMT fits the bill perfectly. Made in India, for the world, the Triber is tailored for Indian conditions. It is built on the modular CMF-A platform and the sub four-metre Triber offers space seen only in cars a few segments above. It offers three rows of seating to ferry seven passengers in comfort, along with a sliding middle row for freeing up additional leg room when required. The amount of space Renault has managed to free up for all three rows is the first thing you notice when you step inside, and it’s a reflection of the brand’s mastery in design. For its size, the space offered is so good that you can practice social distancing within the car while ferrying multiple people around! It’s perfectly suited for the times we live in. Space decoded, there’s no ignoring the new automated manual transmission in the Triber that we first saw early this year when Renault unveiled it at the Auto Expo 2020. While puttering around town, completing my daily domestic checklist, one thing at a time, the characteristics of this AMT gearbox came to the fore. As we inch towards normalcy, there’s an increasing number of vehicles plying on the roads. This makes me miss the spectacular sight of empty roads during the lockdown and I know many regular drivers who are already dreading the hassles of returning to long traffic snarls and poor driving conditions. It’s made worse by the disorderly motorists cutting through our
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Facing page, below: Ample space to practice social distancing within the car; always carry a hand-sanitiser. Above: Tumble function for the middle row means hopping in and out of the third row is easy
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RENAULT HAS ENGINEERED THIS GEARBOX TO REDUCE HEAD TOSS AND THE SMOOTH GEAR SHIFTS MAKE IT AN EFFORTLESS DRIVE Facing page, clockwise from top: The Triber certainly has presence; third row gets roof-mounted AC vents; instrument cluster features a digital speedo; pillar-mounted air vents ensure uniform cooling in the cabin; acres of room in the Triber for large items
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lanes and mindlessly disrespecting general motoring etiquette. Thankfully, Renault has introduced a smart solution with the automated manual transmission that solves this problem to a fair extent. Snaking around traffic is now a breeze. The Triber AMT’s chrome-embellished gear lever nicely fits the palm and once you get going, the shifts are smooth and jerkfree. Renault has engineered this gearbox to reduce head toss, a common trait of AMTs, and the smooth gear shifts make it an effortless drive. The sensors and actuators linked with the car’s ECU perform as many as three functions for you – the system disengages the clutch, shifts the gears and engages the clutch once the shifts are done. All of this happens quickly. Not having to shift manually means you can now concentrate completely on the road and its hazards. The AMT also allows manual override and you can use the sequential mode for better control. If you are an enthusiastic driver, you can even use the manual override for engine braking, easing the pressure off the brakes and making them last longer. As I tick the final few items off my checklist for the day, I simply can’t ignore the practicality and modular nature of the Triber. With a million cubby holes, storage spaces, bottle holders and two cooled compartments in here, you never have to consciously search for places to store your belongings. With all compartments full, you will still find space to squeeze
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in an additional bottle of hand sanitiser or an extra set of masks. Moving on to larger objects like suitcases or musical instruments, you can open up acres of room thanks to the modular nature of the seats. There are four seating configurations available. There’s a twoseater Camp Mode with the second and third row folded, opening up over 1000-litres of space, enough to shift homes. Then there’s a four-seater Surf Mode that allows folding down one seat from the second and third rows each to accommodate long objects like guitars or surf boards. And if that’s not enough, you could always use the roof rails to tie up the additional baggage. Next is the five-seater Life Mode where the third row can be folded, or removed in a jiffy. The industry-first EasyFix third row of seats can be completely removed in just a few simple steps to open up 625 litres of space. Putting them back is easy as well, taking only a few clicks. And lastly, there’s the Tribe Mode with all seven seats up, perfectly suited for a large group of friends or family. With so many options packed inside one cabin, the Renault Triber is a lesson in intelligent packaging. The seats themselves are comfortable, well-bolstered and offer good amounts of cushioning. It can be tempting to play around with the seating configurations and head out for a picnic, but it is imperative you check with the local authorities regarding permissions and restrictions in your area.
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Before grabbing the last item on my checklist, I head out towards open roads in a bid to unwind from the routine humdrum and indulge in the pleasure of driving. I tune in to the melody of ‘On the road again’ from Honeysuckle Rose through Android Auto on the Triber’s large 8-inch touchscreen infotainment and soak in the scenic vistas that the hills around Pune have to offer. It’s a beautiful time to drive around. The monsoons have turned the landscape around the city into lush greenery, and breathing the fresh air allows you to be at one with nature. Rains, thick clouds, occasional rainbows and the sheer expanse of the beautiful outdoors – all things we were deprived of for so long, now lie in my unobstructed line of sight. What a strong rush of endorphins this. The BS6-compliant 1-litre petrol engine packs ample grunt to breeze past traffic and its excellent fuel efficiency and overall hassle-free maintenance means it’s perfectly suited for the Indian audience. It scores well on refinement too and you can barely hear it at idle. The roads are initially broken but the Triber’s good ride gobbles up the bumps and potholes without even a hint of being unsettled. Even the larger bumps are dealt with maturity thanks mainly to the high ground clearance that also protects the Triber’s underbody. The Triber’s ride quality will certainly keep your passengers comfortable when you drive out once the situation improves.
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Thanks to press cards and special permits, the rare breed of motoring journalists, including myself, can venture out to the greater limits of the city and sometimes even beyond those limits, albeit just for for work. Not everyone has been so lucky. As we move towards the next phase of ‘unlock’, restrictions are being lifted across many cities and stepping out isn’t as difficult as it was during the three months of hardhitting lockdown. But for those who are still stuck, we have a message – there finally is light at the end of the tunnel. This drive is a mere depiction of what you can do when normalcy resumes, and what car to consider as your safety companion. Be it for grabbing a parcel from your favourite restaurant or ferrying your loved ones around, cars like the Renault Triber AMT are going to be our ultimate safety companions in a world plagued by the pandemic. But it would only be wise to stay safe, stay home and continue following all the safety and hygiene protocols to ensure that we can get back on the road as soon as possible with vigour and zest, and enjoy all the peace and adventure nature has to offer. And once things finally ease out, I would want to throw a party. Not like those irrational crackpots. But a party that would celebrate the spirit of our tribe, for staying strong through tough times, holding ourselves together and not losing hope. Nature, finally checked off the list. “Ok Google, take me home.” L
B M W 3 S E R I ES
NOT HAVING TO SHIFT MANUALLY MEANS YOU CAN NOW COMPLETELY CONCENTRATE ON THE ROAD AND THE HARZARDS THAT COME ALONG
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SWEDISH MAFIA VITPILEN AND SVARTPILEN 250 RIDDEN ON INDIAN ROADS!
WORDS: ABHISHEK WAIRAGADE
TRIUMPH TRIDENT IS COMING TO INDIA! The iconic Trident badge is all set to make a comeback with the sub-700cc , inline-triple powered retro-ish streetfighter
B
ack in the ‘60s, the motorcycling world was dominated by inline-fours and parallel-twins. However, one British bikemaker was already thinking ahead of its time, wanting to redefine the Thrill of Riding. Engineers at BSA (Triumph’s parent company back then) put their heads down and began work on what was going to be the first triple-powered sportbike ever. However, the
prototype to production phase almost took seven years and Honda beat them to it with the launch of the brilliant CB750/4. Despite some hasty decisions, the inline-triple powered Trident was launched at the end of 1968. It was faster than the Honda and handled with finesse. The torque-rich Trident made Triumph a global brand with more than 70 per cent Tridents being sold in America
alone. In fact, ‘Slippery Sam’ — one of the Tridents — ended up winning IoM TT production class from 1971 to 1975! The Trident started a bloodline of triple-powered Triumphs which continues today with the new-gen Tiger 900, Tiger 1200, Street and Speed Triple and of course, the Rocket 3. Today, the 650cc class is again lead by the Japanese — Honda CB650R, Yamaha MT-07
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NEW S & REVIE WS PLANET FAST BIKES – NEW META L,
Old-school cool
Fully digital single pod looks classy
Italian design, British ingenuity
and Kawasaki Z650 — which means the time is ripe to revive the Trident badge and make a dent in the universe and that’s exactly what Triumph is intending to do. Behold the 2021 Triumph Trident! Just like during the ‘60s, the new Trident is expected to be powered by a familiar triple-motor which is already doing duty on the 2020 ‘Triple S. We expect it to make power in the range of 95-105bhp. The Trident has been in the making for four years and features an all-new frame. The prototype that you’re seeing on these pages is very close to the production version and derives elements from both the Bonneville range and the ‘Triple twins. The round headlamp, for example, pays homage to the classic Trident while the fuel
THE TRIDENT IS COMING IN 2021 AND WILL BE PRICED IN THE RANGE OF `6.5-7 LAKH 134
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tank with deep recesses seems to be inspired from the Speed Triple. The rear-end is very similar to the Daytona’s and looks delicious and has an Italian flair to it — which is obvious as it has been designed by Rodolfo Frascoli (the Italian bloke behind the Tiger 900). We expect the Triumph to weigh close to 170-175kg which would make it considerably lighter than its inline-four powered Japanese adversaries. In terms of the electronics, the Trident is expected to come with all the goodies that are seen on the Street Triple range — ABS, traction control and ride-by-wire that will also bring with a few riding modes to choose from. However, the icing on the cake is the confirmation from Triumph about its India launch. The Trident will be launched globally by early 2021 and that includes India as well! It’ll be the most affordable Triumph, undercutting the Street Twin even, which means the price will be in the range of `6.5-7 lakh. Considering the launch of the first production motorcycle from the Bajaj-Triumph alliance is due in 2022, it’ll be a great platform to lure in more buyers to the Triumph family. Exciting times ahead for sure!
WORDS: ABHISHEK WAIRAGADE
R-RATED T
riumph India has been on a roll with back-to-back launches and they’ve been hitting it out of the park with the pricing, consistently. The recently launched Street Triple R though is the icing on the cake. With a sticker of `8.84 lakh, it replaces the basic S variant by `36,000 while offering a more generous package. In fact, it undercuts the top-of-the-line RS variant by almost `2.5 lakh. And all of this without compromising on the equipment. India will no longer be receiving new units of the basic S variant and the R variant will be the entry point to the ‘Triple range while offering more power than the replacement S. Powered by the same 765cc triple motor, it churns out just 5bhp less than the RS at 116, while torque remains almost the same
at 77Nm. The R also gets adjustable suspension (including Showa forks) at both ends, Brembo M4.32 calipers, semi-digital instrument cluster, Pirelli Diablo Rosso III tyres and even a bi-directional quickshifter as standard. What it loses out on is the belly pan, the fully digital instrument cluster with Bluetooth integration, two riding modes, Brembo M50 calipers, adjustable levers, Pirelli Supercorsa SP rubber and that’s about it. Bear in mind that no Street Triple variant offers IMU-based electronics that the KTM 790 Duke gets. However, no other mid-weight naked has been launched with BS6-compliance which means the Street Triple range has to face competition only from the BMW F 900 R, which is priced at `9.9 lakh.
FaZe TWO
Y
amaha had announced the updated FZ 25 in February but the prices were announced recently. With a hike of `15,000, the FZ 25 now sits dangerously close to the Bajaj Dominar 250 on the price chart at `1.57 for the S variant. The standard version costs `5000 less but comes sans the knuckle protectors, dual tone paint scheme and gold-coloured alloys. The weight has gone up by 1kg (2kg on the S variant).
250 IS THE NEW 390
K
TM India had launched the BS6compliant 250 Duke before the lockdown but now it gets an all-LED headlight cluster also seen on the 390 Duke. Other than that, the 250 has also been equipped with a one-touch starter for hassle-free starts. With all the new kit, the 250 Duke now retails at `2.09 lakh which is `5000 more than its predecessor. Mechanically it remains exactly the same as the BS4 model.
LAUNCH
SWEDE
We’ve finally gotten our hands on Husqvarna’s first motorcycles in India — the Svartpilen 250 and Vitpilen 250
HUSQVARNA SVARTPILEN & VITPILEN 250
EMOTION WORDS: A ATISH MISHRA IMAGES: ROHIT G MANE & ABHISHEK BENNY
LAUNCH
I
whistled into my face mask when I first saw the two Husqvarnas parked outside the Bajaj Auto factory gates waiting for me. The Svartpilen and Vitpilen 250 — they looked bloody good. And different. They’re distinctly neo-retro — with elements that hint at classic motorcycles (when did round headlamps go out of vogue again?), but manage to look futuristic at the same time. Its closest competitor in terms of design ethos and styling is probably the CB 300R, but even that doesn’t make you do a double take like these two — Scandinavian design draped over a trellis frame is hard to ignore. Stunning looks aside, the other consequence of their origins are that their names can be a mouthful. Svartpilen. Vitpilen. You may as well be gargling nails.
Telling them apart There’s a simple trick to remembering which one is which. Svartpilen and scrambler start with the same letter. On the
Splash and dash!
Highlights
Upright riding position Dual-purpose tyres Nimble, yet stable Minimalist styling 29.5bhp 24Nm BRAKING
8
STABILITY
8
AGILITY
9
Strong bite
Like a surgeon’s hand Sharp in the bends
PERFORMANCE 8 Will make you smile
All geometric lines
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FUN Loads!
8
HUSQVARNA SVARTPILEN & VITPILEN 250 Straight outta the Duke
Don’t rain on our fun!
other hand, one spin on the Vitpilen and you’ll never forget what it is called. With its name embossed millimetres under your nose on the triple clamp, you’re sure to catch a glimpse of it when your burning wrists make you wince. And that is the key difference between these two motorcycles — they share nearly everything under the skin, but the fact that one is inspired by a scrambler and the other takes after a cafe racer does a fair bit to distinguish them. For example, they get different tyres. Both MRF, but the Svartpilen gets Revz FDs with a tread pattern that can handle a bit of off-road, while the Vitpilen gets the Revs FC 1s which are a road tyre. The Svartpilen also gets eight-spoke wheels, a two-piece seat and a tank bag mount straight from the factory, while the Vitpilen gets five-spoke wheels and a single seat. Interestingly, these bikes also get a rather ungainly grab handle for the pillion, something that only Huskies in India get. I’m not too big a fan of it — the draw of these Huskies is the way they look and that bit poking out of the back doesn’t sit well with its otherwise minimalist form.
The heart of it all It’s no big secret that these Husqvarnas share their platform with the KTM Dukes. We expected the 401s that are based on the 390 Duke to be launched here first but instead we’ve got the 250s, which are based on the… erm… 250 Duke. The engine is identical, and in the same state of tune as well. So that means it has the same
Verdict
9/10
Quick, friendly, nimble. The styling is the biggest draw, but the upright position makes it more versatile on the street than the Vitpilen + Styling, performance, handling – Cluster not legible, uncomfortable seat
That’s stock! Mud isn’t entirely taboo
compression ratio of 12.5:1 and puts out 29.5bhp and 24Nm, marginally more than the Bajaj Dominar 250. On the go, the Huskies feel sprightly. They weigh a full 4.6kg less than the Duke and they feel quick off the line. The engine needs to be wrung out to be enjoyed though. You don’t really get a move on below 4000rpm, but it does pick up progressively into a strong mid-range and a stronger top-end. Refinement is good for the most part though
Form over function
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LAUNCH TECH DATA
Husqvarna Svartpilen 250/ Vitpilen 250 ENGINE
Type: Bore x Stroke: Compression: Fuelling: Claimed power: Claimed torque:
248cc, single-cylinder, DOHC, 4v 72mm x 61.1mm 12.5:1 Fuel injection 29.5bhp @ 9000rpm 24Nm @ 7500rpm
ELECTRONICS
RBW/Riding Modes: Traction Control: ABS: Quickshifter: Wheelie Control: Launch Control: Autoblipper:
No No Yes No No No No
CHASSIS
Frame: Front suspension: Rear suspension: Front brakes: Rear brakes:
Steel trellis frame 43mm WP Apex USD forks WP Apex Monoshock Four piston caliper, with 320mm disc Single piston caliper, with 230mm disc
It was too wet to lean!
DIMENSIONS
Wheelbase: Seat height: Wet weight: Fuel capacity:
1357mm 842mm 166kg 9.5L
INFO
Price: From:
`1.84 lakh (ex-showroom) www.husqvarna-motorcycles. com/en-in
vibes do start creeping in, as they naturally would, post 7000rpm. I did find this to be more pronounced on the Vitpilen’s handlebar and I put it down to clip-ons not doing as good a job as the upright bar with risers on the Svartpilen at damping vibes. As for heat management, there was absolutely no way I could tell. I was soaked to the bone and it was a rather chilly day — nowhere close to the conditions a hot Indian summer would put it through, so I shall reserve my opinion on that for another day. The gearbox is quite slick and I had no trouble moving up and down the ‘box — something you will need to be doing a lot of in the cities especially, with the lack of grunt lower down in the rev range.
Less travel in there than the Dukes!
They’re tongue twisters, alright!
Blame legislation
Verdict
8/10
The Vitpilen certainly looks cooler than the Svartpilen, but the aggressive riding position compromises its useability and docks one point + Styling, performance, handling – Tiny seat, cluster
Under the skin On the chassis front, it may once again look similar on paper but that is not necessarily true. The frame that the engine sits in is the same as the Duke’s but the rear subframe has been tweaked for the Huskies.
Husqvarna has actually increased the length of the subframe on the 250 compared to last year’s 401s, to make the pillion seat a little longer. The suspension too — 43mm forks up front and a monoshock at the rear, but these motorcycles have their own setup. The monoshock on these motorcycles have 7mm less travel than that of the Duke, for example, and the WP Apex forks up front are different as well. However, the steering geometry pretty much remains the same. What does all this translate to when you’re on them? Their compactness combined with their suspension setup makes them feel very nimble. Turn ins are quick and eager, and whether it’s carving up traffic or carving up corners, these bikes are up for it. They feel stable through corners as well, not springing up any surprises and remaining forgiving machines
Vitpilen literally means white arrow
VITPILEN 250
STUNNING LOOKS ASIDE, THE OTHER CONSEQUENCE OF THEIR ORIGINS ARE THAT THEIR NAMES ARE A MOUTHFUL
A proper riot
Highlights
Race-y riding position Sticky tyres Looks really hot Feels compact 29.5bhp 24Nm BRAKING
8
STABILITY
8
AGILITY
9
Slows you right down Rather friendly
Quick as lightning
PERFORMANCE 8 Grin inducing
FUN
Very willing
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FEATURE much like the 250 Duke. Ride quality is biased to the stiffer side, but it only makes itself apparent on really sharp bumps. For the most part, the bike deals well with mild undulations in the road. The different ergonomics on both these bikes do lend them rather different experiences. The Vitpilen’s rider triangle is quite aggressive, though the clip-ons are wide and give you a good amount of leverage to steer. That said, it is fairly committed and isn’t the most comfortable over longer distances though this riding position does accentuate the compactness of the bike. The Svartpilen, on the other hand is more upright. The wider bar does give you more leverage, and it is more forgiving on your wrists and back. If you’re planning on
buying a Husqvarna for anything more than the urban jungle or a weekend ride, I suggest you pick the Svartpilen. If touring is a focus though, you might want to look at the Duke. The seat is more comfortable, it has a fuel tank that is 4 litres larger and you should find it more suited to going longer distances. The scrambler make-up of the Svartpilen may have you tempted to take it off-road but it feels more comfortable on road. It does have a bash plate and the ergonomics conducive to tackling a light trail, but the suspension is still set up for the blacktop and it will be happier on there.
Looking back As good as they are, I don’t see the riding experience being the primary draw of the
Husqvarnas. It is the design, the appeal, the ‘cool’ quotient. They won’t be to cater to everyone’s tastes — there’s plenty who would still prefer the raw aggression of a street naked. But for someone who doesn’t mind giving that up for a motorcycle that oozes class without compromising performance, the Husqvarnas are where it’s at. At `1.84 lakh (ex-showroom), these motorcycles are a good `25,000 more affordable than the Duke they are based on, with identical performance, which makes them really good value as well. These are motorcycles that can comfortably take on the city, will keep pace with your group on the weekend ride, and still manage to look like something out of a modern art gallery.
I DON’T SEE THE RIDING EXPERIENCE BEING THE PRIMARY DRAW OF THE HUSQVARNAS. IT IS THE DESIGN, THE APPEAL, THE ‘COOL’ QUOTIENT
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FIRST RIDE
TVS NTORQ
WORDS : ABHISHEK WAIRAGADE
|
IMAGES: ABHISHEK BENNY
NTORQ IT OUT!
Our favourite 125cc scooter has been equipped with BS6 trickery and FI. Does that make it even better?
TECH DATA
TVS Ntorq 125 BS6 ENGINE
Type: Bore x Stroke: Compression: Fuelling: Claimed power: Claimed torque:
124.8cc, single-cyl, a/c, 3V NA NA Fuel injection 9.25bhp @ 7000rpm 10.5Nm @ 5500rpm
ELECTRONICS
RBW/Riding Modes: No Traction Control: ABS: Quickshifter: Wheelie Control: Launch Control: Autoblipper:
No No No No No No
CHASSIS
Frame:
Underbone tubular type
Front suspension: Telescopic forks Rear suspension: Front brakes: Rear brakes:
Coil spring 220mm disc 130mm drum
DIMENSIONS
Wheelbase: Seat height: Kerb weight: Fuel capacity:
1285mm NA 118kg 5.8 litres
INFO
Price: From:
`74,365 (ex-showroom) www.tvsmotor.com/ntorq
Well, hello Ntorq!
Stable in corners
I
bought myself a TVS NTorq 125 over a year ago and what a fruitful investment it has been. My dad owns an Activa 125 but after he rode the TVS, he was quite disappointed – with his own decision that is. The TVS brings out the best of both worlds — sporty and practical. It hasn’t been a perfect journey considering the spongy brakes and slightly vibey nature but now TVS has launched the BS6-complaint version and my expectations from the moto-scooter are already sky high. Does it deliver? Well, yes and no. Yes, because it’s a lot more refined than earlier. The BS6 trickery along with fuel-injection has made it a lot smoother and the throttle response has improved as well. Thankfully, the 3V motor still makes identical power and torque figures but there’s 2kg additional mass to carry around. The weight gain is minimal but the power delivery has been altered and the NTorq now feels lethargic accelerating to speeds upto 50kmph after which the progress slows down even further. Well, it’s still quicker than most of the other ‘family’ 125s but gone is the ‘zing’ of the TVS. It tilts slightly towards the ‘practical’ side of things than sporty when it comes to performance then. However, if you’re someone who loves riding enthusiastically,
then you’ll love the improved brakes on the BS6 update. The brakes not only feel sharper but offer a lot more bite as well. We couldn’t test the fuel efficiency figures but going by the fuel gauge, the numbers seem to have gone up for sure. Also, the NTorq now features a larger fuel tank at 5.8 litres; 0.8 litres more than the BS4 which means the realistic range is north of 220km. The Race Edition that we’ve been riding features an LED headlamp which works far better than the halogen-powered unit on the standard version. The racier graphics and dual tone colour scheme is loud but goes with the nature of the scooter (looks even better in yellow – at least to my eyes). Well, the NTorq has gotten more practical than ever, having lost some brownie points on the ‘Thrill of Riding’ front. But if you’re not someone like me who believes in living life in the fast lane, the NTorq still ranks among the best 125cc scooters in the market.
Verdict
9/10
This TVS has been our favourite performanceoriented 125cc scooter since its launch and now with BS6 trickery it’s more fuel efficient too! + Ride and handling, features, design, practical – Not as quick as the BS4
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FIRST RIDE
Stepping up WORDS: ABHISHEK WAIRAGADE
The Xpulse 200 BS6 seems to be more than just an environmentfriendly update
T
he Xpulse 200 won the IMOTY along with several other accolades and found its way into my garage as well, sometime last year. The mini-ADV scores well when it comes to the value-formoney prospect. The riding dynamics are brilliant too. However, I have ridden over seven different examples of the Xpulse and all of them have been plagued with problems. The ABS has a mind of its own with a very low IQ, intervening at slow speeds. Vibrations are consistent throughout the rev range as well. But now there’s an update — a first for the Xpulse 200 in the form of this BS6 iteration. It now gets an oil-cooler, while the power has gone down by 0.2bhp and the torque too has been lowered by 0.65Nm. The weight is up by 4kg and so is the engine speed for the maximum power output – by 500rpm at 8500rpm. The carburetted version has been discontinued so you now have only this single variant which is priced at `1.12 lakh,
Oil-cooler is a novelty
Cushion for your backside
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IMAGES: ABHISHEK BENNY
HERO XPULSE 200 BS6
Tyres aren’t great in wet
Highlights
Off-road ability Now refined Value-for-money Never-say-die attitude 17.8bhp 16.45Nm
New header, new bash plate
BRAKING
8
STABILITY
8
AGILITY
9
Does the job
Could do with better tyres Featherweight
and keep all the nuts and bolts in their place as well. The oil-cooler feels like an afterthought for an engine with a low compression ratio and displacement, but a quick word with the engineers suggests that the Rally kit strains the engine quite a bit, especially if you change the final drive which most Xpulse owners have been doing to improve the bottom-end. The ABS too has improved by a fair margin and it doesn’t interfere much unlike on the BS4 model where you simply couldn’t trust the unit, especially at low speeds. To sum it up, the updates on the Xpulse 200 BS6 aren’t superficial. Although you can now choose between new colours that were previously available only on the carburetted version — red and black. Hero has also launched a number of seat options, depending on your usage. There’s a new modular helmet range too that’s been showcased to go with the off-roading nature of the Xpulse 200. Hero has quietly changed the Xpulse 200 for the better, thus making it a lot more liveable and lovable at the same time. TECH DATA
PERFORMANCE 7
Hero Xpulse 200 BS6
FUN
ENGINE
Better than BS4
10
Fill it, shut it, hit the trails!
199.6cc, single-cyl, air/oil-cooled 66.5mm x 57.5mm 10:01 Fuel injection 17.8bhp @ 8500rpm 16.45Nm @ 6500rpm
Type: Bore x Stroke: Compression:
No more a pain in the ABS
Verdict
8/10
Hero’s mini-ADV is now better than ever thanks to improved NVH levels, grunty motor, a VFM sticker and of course, a lot of character! + Balanced chassis, refinement, value-for-money – Could do with more power
THE LOW-DOWN TORQUE HAS IMPROVED BUT TOPEND HAS BEEN COMPROMISED
Fuelling:
ex-showroom, which means the price is higher by `7000 as compared to the BS4. But do all the updates make the Xpulse 200 easier to live with? Well, the power delivery is better now to begin with thanks to a new header that connects with the larger cat-con. The low-down delivery has improved but the top-end has been compromised, despite the max power being generated at a higher rev range. However, the engine feels a lot less stressed. In terms of the performance figures, the BS6 model is definitely slower at picking up speeds but feels a lot more refined at high speeds. The vibrations are well-contained now to help you stay relaxed
Autoblipper:
Claimed power: Claimed torque: ELECTRONICS
RBW/Riding Modes: No
No Yes No No No No
Traction Control: ABS: Quickshifter: Wheelie Control: Launch Control: CHASSIS
Diamond type
Frame:
Front suspension: 37mm forks (190mm stroke) Rear suspension: Front brakes: Rear brakes:
Monoshock, 10-step adj. 276mm petal disc 220mm disc
DIMENSIONS
Wheelbase: Seat height: Kerb weight: Fuel capacity:
1410mm 823mm 157kg 13 litres
INFO
Price: From:
`1.12 lakh (ex-showroom) www.heromotocorp.com
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FIRST RIDE
W
e rode the Yamaha 125cc duo of RayZr and Fascino last year on the premises of a rather swanky hotel but now we have the Vespa-esque Fascino all to ourselves in its home environment — the city. So does it have the ingredients to appeal to the fairer sex (its target audience) is the question. Well, aesthetically it does for sure. The Fascino looks very similar to a Vespa or even the Chetak from the front and that works in its favour. However, the USP has to be its weight. At 99kg (kerb), it’s lighter than even the Suzuki Access 125. In fact, it’s lighter than the TVS Ntorq 125 by almost 20kg. Going by the laws of physics, the Fascino should also be the quickest 125 then? Well, it’s not. The 125cc motor is extremely refined and very linear — almost at par with the Activa 125 — the best in class when it comes to
refinement. It doesn’t have sporty intentions like the Ntorq 125 or SR 125. The start/stop system works flawlessly too; all of which makes a brilliant package for the intended audience. A similar story continues when it comes to the riding dynamics as well. The suspension is well-balanced — slightly stiff over bumps at slow speeds, but as you get going the Fascino feels surefooted. Snaking around traffic is easy and it’s surprisingly fun around corners. What’s even better is the mid-corner stability. Owing to a wider rear tyre than most of the other 125cc scooters along with a longer wheelbase, the Fascino makes for one of the best-handling scooters in this segment. It is far from perfect though, missing out on features like LED lighting, a digital cluster, Bluetooth, an external fuel cap and a USB port which comes standard on most
Old-school analogue dial
TECH DATA
Yamaha Fascino 125 Fi BS6 ENGINE
Type: Bore x Stroke: Compression: Fuelling: Claimed power: Claimed torque: ELECTRONICS
RBW/Riding Modes: No Traction Control: ABS:
WORDS : SU V RAT KO T H A RI
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IMAGES: ABHISHEK BENNY
NEO-RETRO The classically-styled Fascino has been upgraded with a 125cc motor. But how close does it get to the Vespas?
125cc, air-cooled, 2V, SOHC 52.4mm x 57.9mm 10.2:1 Fuel injection 8bhp @ 6500rpm 9.7Nm @ 5000rpm
Quickshifter: Wheelie Control: Launch Control: Autoblipper:
No No No No No No
CHASSIS
Frame:
NA
Front suspension: Telescopic forks Rear suspension: Front brakes: Rear brakes:
Single unit 190mm disc/drum Drum
DIMENSIONS
Wheelbase: Seat height: Kerb weight:
1280mm 780mm 99kg
INFO
Price: From:
` 71,230 (ex-showroom) www.yamaha-motor-india.com
of its rivals. At `71,230, it is similarly priced to the Suzuki Access 125 which has been the go-to 125cc scooter for quite sometime now. Which means, the Yamaha will have its work cut out to lure in new buyers. However, if you’re looking for a lightweight 125cc family-oriented scooter, the Fascino fits the bill perfectly.
Verdict
7/10
If you want a retro-styled scooter but aren’t ready to spend a fortune on the Vespa then the Fascino makes for an excellent alternative! + Lightweight, ride and handling, refinement – Lacks some standard features
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evoIndia
evo Fleet
Volkswagen Tiguan Non-stop action this month as a support car on half the stories you will read in this magazine
I’VE DISCOVERED THE TIGUAN makes for a fantastic support car. It ferried the team to Mumbai for the Kia Sonet preview. It ferried all of us to the Aamby Valley runway for the mega 911 Turbo story. It was our support car on the Thar shoot both in Mumbai and in the quarries near our farm (where this picture was taken).
I
It was on the Superb shoot, the S-Cross shoot, on basically half the stories in this month’s magazine. What makes it so much in demand? Comfortable for the expressway runs. A big boot for the photographers and film makers along with a good ride so the cameras don’t shake. A big sunroof to get more angles.
Plenty of space for the crew and equipment. Massive 850km range so we don’t have to keep tanking her up. And it always is good to drive — after driving new cars this never feels like a step down. I’m always happy to get back behind its ’wheel. Man, I will miss this when it goes back. L Sirish Chandran (@SirishChandran) www.
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evo Fleet
RE Interceptor 650 Abhishek has never been a fan of Royal Enfields. But the INT650 has turned his world upside down HAD NEVER EXPERIENCED THE JOYS of owning a Royal Enfield. And nor was I interested. I’ve always been the guy who would rather take in the Thrill of Riding instead of just ogling at the beauty of a machine and learning the nuances of servicing. I may have been very wrong though. Royal Enfield has been selling the ‘experience’ to over 60,000 enthusiasts, every month, for several years, until the deadly COVID-19 outbreak. And the Twins exploded on the motorcycling scene, especially because of the tremendous value for money proposition. You still don’t see many Twins on the road but that’s what makes them even more special. Wait. Royal Enfield and special? Yup; that’s what my long term Interceptor 650 has managed to make me say about a Royal Enfield! How did it manage to change my skeptical view? Well, for starters, the Interceptor is properly fast. I’m a proud owner of a KTM but on any given day, the RE can give any KTM (not the 790 Duke maybe) a run for its money. Traffic light drag races have been tremendous fun and I even managed to surprise an RC 390 owner during a Lavasa ride out. The tractability is so good that you can ride it even in the sixth cog on dual carriageways
I
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without any effort. But that doesn’t mean the RE is only meant for lazy bums for it can be super fun for enthusiasts as well. And I can vouch for that after taking several longtrips to Mumbai, Nashik, Bengaluru, Goa and several other places. When it comes to build quality, the Interceptor 650 is exceptionally good. No rattling, no vibrations and absolutely zero delays when it comes to parts availability.
The Pirellis on our bike lasted for about 8000km before giving up. Of course, I have taken the bike off-roading too so we must not discount the wear and tear. Recently, RE even fitted it with a bunch of accessories including a weird-looking fairing and touring seat. The fairing makes a thudding noise but the seat is great and those who do go on long rides must opt for it. Having clocked over 10,000km on the odo I’m now a staunch believer in the virtues of Royal Enfield — the brand. Well, the Interceptor isn’t perfect for sure – the footpegs are awkwardly positioned, the cluster doesn’t feature a basic clock and the suspension is slightly dodgy but other than that, there’s nothing to complain about. Well, when RE lent us the bike, I literally had to fight the boys and pull rank in office to get a hold of the INT650’s keys. I couldn’t be gladder. L Abhishek Wairagade (@abhibhi)
Date acquired December 2018 Total mileage 10,453km Mileage this month 124km Costs this month Nil Overall kmpl 21
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PARTS, MODS, BUILDS, GARAGES, TUNERS & TECH
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E X T R EM E O F F - R OA D V EH I C L E WORDS by KARAN SINGH & PHOTOGRAPHY by NIHAL BHAT
JUNGLE KING With the new Thar creating massive excitement , this month we’ve turned off the beaten track, where Sarbloh Motors’ extreme off-road vehicles thrive
OW MUCH OF THE ORIGINAL GYPSY remains? “the windshield”, answers Jaskirat Singh Nagra of Sarbloh Motors, the man responsible for crazy 4x4s in the Rain Forest Challenge and on the evo India stand at the past two Auto Expos. Jas’s creations aren’t your run-of-the-mill SUVs with lift kits to bully hatchbacks on the road; these are purpose-built machines to be used in competitions. The vehicle, or SUV, or whatever crazy name you want to call it, begins life as the chassis of a Gypsy, and then almost everything is fabricated in-house, with the suspension, engine and other components varying depending on the requirements of customers. Pictured here is Anish Kharangate’s extreme 4x4. It uses a 1.6-litre G16BB engine from the old Maruti Suzuki Baleno with a cold air intake, custom driveshafts, an upgraded radiator, an Exedy performance clutch plate and a free-flow exhaust. There is also a transfer case reduction gear for crawling up rocks or other extreme obstacles at low speeds. The axles are
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supplied by RCV and made from an alloy which is both strong and light. The body is made of aluminium panels, fabricated in-house to save weight. The chassis is reinforced and integrated into a tubular space frame, enhancing structural rigidity and has been re-profiled to accommodate the four-way multi-link suspension with heim-joints. Heim-joints allow for greater flexibility as opposed to regular ball-joints. The latter do last longer, which is why OEMs prefer them, but the rubber in the joints can come under stress in tough conditions and tends to fail. On the other hand, these heim-joints are made of chromoly or other high-strength steel alloys, and the ball itself is lined with Teflon to provide lubrication. The heim-joint also allows for both circular and angular rotation. The Profender coilovers are specifically made to take prolonged hours of abuse and offer a massive 12 inches of travel. For reference, the previous-gen Thar had approximately 3-5 inches of suspension
travel. This rig rides on 16-inch Baja-spec rims, shod on 35/10.5/16 Accelera MT tyres. The steering unit is linked up to West Texas Offroad’s Redneck Ram, which helps take the mechanical strain off the steering gear by using a hydraulic cylinder at the axle which then pushes or pulls the tie-rod. There have also been disc brakes added to the rear, along with a hydraulically powered cutting brake which allows you to independently lock one wheel and drive the other wheel, allowing the vehicle to essentially pivot around one wheel. The brake booster has been upgraded too. There is also a pneumatic system, which controls the differential locks, cutting brake, suspension bump stops and also allows the driver to inflate the tyres. Safety and recovery equipment includes high performance winches — Comeup Industries at the front and Gigglepin GP 100 at the rear — powered by a 24-volt alternator and supported by dedicated batteries. There is also an external roll cage, a high-lift jack and a ground anchor.
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TUNED
BUILD COSTS: Building this off-roader costs `25 lakh - `30 lakh and includes
So what does all this translate to? I saw footage of Anish manoeuvring the vehicle around a thick jungle, and its ability took my breath away. It was climbing rocks as tall as the vehicle itself and cutting through the undergrowth like it was a smooth highway. The bonkers articulation allows it to go through trenches which would give tanks a tough time and the competition winch and recovery points on the bumper also allow it to be pulled out, in case it gets stuck. Basically, you can put it onto a flatbed, point towards the horizon and make it there. Regardless of what lies in between — from thick jungles to deep mud, from rocks to near-vertical inclines, this can conquer it all. Most of Jaskirat’s customers use their vehicles for competitive events like the Rain Forest
Above: That level of articulation allows all four wheels to remain on the ground, even in crazy terrain. Facing page: Looks like it can also double up as a jet-ski!
Challenge and the Orange Festival. Anish also planned to take his vehicle to the RFC this year, but the pandemic led to the event being cancelled. A build like this can cost anywhere from `15 lakh to `30 lakh, including a lakh for the donor car, all depending on the level of equipment the customer wants. And it takes 5-6 months to complete the build. The Gypsy is the most popular as a base here since they’re ubiquitous and inexpensive, and because some regulations state that the chassis should be from an OEM. These are also completely bespoke so, while Anish’s vehicle has a relatively stock engine, you could choose to have yours tuned. Sarbloh also allows you to kick things up a notch with the 5.7-litre
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Maruti-Suzuki G16BB engine Cold air-intake Free-flow exhaust Custom fabricated body Six-point external roll cage Custom chassis Redneck Ram Steering Four-link suspension (front and rear) Hydraulic-assisted cutting brake Front and rear recovery winches Upgraded brake booster Rear disc brakes Upgraded radiator Custom driveshafts Custom fuel tank Off-road snorkel Underbody protection Profender adjustable coilovers ARB pneumatic lockers (front and rear) Pneumatic suspension bumpstops Exedy stage 3 clutch Transfer case reduction gear Chromoly axles Accelera mud terrain tyres
V8 from a Land Cruiser, or the 3-litre engine from a Fortuner. You can pick the kind of tyres you want, costing anywhere from `14,000 to `30,000 depending on the sizes and brands. You could also choose between mechanically or pneumatically-controlled lockers, with the former costing around `40 - `50,000 and the latter about `1 lakh. Winches are another massive cost and the type chosen is dependent on what the vehicle is going to be used for. A typical build, ready to take on the RFC has two winches, from brands like Comeup and Gigglepin, which cost between `3 lakh to `6 lakh per winch. Sarbloh Motors also makes mighty cool modified Thars, with the most popular being the extensively overhauled ‘Draco’. Jaskirat is looking at the all-new Thar with a keen eye, so if you are planning to pick one up and want to make it even more capable, you know who to call. Just dream of an off-road build and Sarbloh Motors will make it for you! L Sarbloh Motors can be contacted at 9872026671 or sarblohmotors@gmail.com
E X T R EM E O F F - R OA D V EH I C L E
FROM THICK JUNGLES TO DEEP MUD, IT CAN CONQUER EVE RY THIN G
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WHAT’S IN A B? The Suzuki twin-cam G13B engine is closely related to the G13BB 1. 3-litre motor in the Esteem, but made for motorsport
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SUZUKI G13B ENGINE WORDS by KARAN SINGH
APAN WAS PROBABLY HOME TO the initial wave of the ‘tuner’ scene — thanks to a market populated with exciting and largely inexpensive cars. With manufacturers like Subaru and Mitsubishi fighting it out for supremacy on rally stages, plus companies like Nissan making (much) faster versions of their regular cars, even before giants like Mercedes-Benz had a dedicated AMG division, Japan was truly ahead of its time. Another manufacturer in this battle for street-cred was Suzuki. In 1986, Suzuki launched the Swift GTi — a faster version of the regular run-of-the-mill Swift (the Esteem was called the Swift back then). Yes it did have cosmetic upgrades, but the main change was the engine. The G13B — a 1298cc twin-cam motor originally designed for motorsport and also one of the first multipoint fuel injected engines. While the G13B has an identical block to the
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G13BB found in the Esteem here in India, it is different in almost all other aspects. With a forged crankshaft as well as connecting rods, and high compression cast pistons, the G13B engine is a lot more robust, allowing tuners to take it to more extreme lengths than with the G13BB engine. The G13B also allows for more flow at higher revs, as opposed to the G13BB being optimised for lower revs. This translates to more power higher up in the rev range, useful in motorsport applications and when you’re hooning about (not on public roads, obviously). Perhaps the most important difference though, is that the G13B is a twin-cam engine. This means there are two separate camshafts — one for the intake, and the other for the exhaust. This allows for more precision and adjustability for the cam timing. Another big advantage of the G13B engine is the availability of parts, the MGP and SGP Maruti/Suzuki Genuine Parts bin has
TA J I M A R O C K E T E D UP PIKES PEAK IN A S U Z U K I C U LT U S W I T H NOT ONE BUT T WO G13B ENGINES
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SUZUKI G13B ENGINE
TWIN- CAM ENGINES WILL SOON BE R E L E G AT E D T O THROWBACK POSTS
driven”. The G13B engine has won multiple rallies, mainly under the hood of the Gypsy, including the Desert Storm, Raid-de-Himalaya and Mughal Road Rally. Since these engines have been around in the country for a couple of decades now, it isn’t particularly hard to find them. Speed Sport will source you one for approximately `80,000 and Philippos recommends an engine overhaul on top of that, just to ensure everything is as it should be since these engines have not been used in a while. He says the engines are generally very reliable, provided that they are being taken care of and checked every 500-600km. While these engines were used mainly in competition, the current regulations in the Indian National Autocross championship state that competitors need to use a cylinder head sold by an OEM in India, even in unrestricted categories, and the one on the G13B is foreign and thus stands excluded. Even the INRC has moved to bigger engines with better technology and only the Gypsy Cup still has a few G13B engines in use. “A sad demise to a gem of an engine,” says Philippos and with turbocharging set to become increasingly popular, the scream of a twin-cam engine revving to 7500rpm and over will soon be relegated to #ThrowbackThursday posts. L Speed Sport Automotive can be reached at 9818400027 or philippos.matthai@gmail.com
Top to bottom: The G13B engine won’t be alien to mechanics at a good workshop; who says small engines can’t look beautiful?; a punchy engine in a light car is a recipe for a lot of fun
bolt-on parts for it since the G13BB engine was a derivative of the G13B. While these parts may need replacing more often than purpose-built alternatives, they are much more affordable. Perhaps the most famous application of the G13B engine was when Nobuhiro “Monster” Tajima rocketed up Pikes Peak in the Suzuki Cultus with not one but two G13B engines. Each axle got its own motor, putting out a total of 888bhp, in a car that weighed just 900kg, and clocking a time of 10:44.220 and winning the Ultimate class. The G13B has also been extremely popular here in India. “Ever since I was in college in the 90s, people were importing these engines for rallying,” says Philippos Matthai of Speed Sport Automotive. Speed Sport have imported more than 20 of these engines for use in rallying and autocross, and we even drove their manic G13B-powered Autocross-spec Zen a few years ago, an experience which our motorsport editor Aniruddha Rangnekar described as the “scariest experience with any car I’ve ever
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E U R O P E A N R A L LY C H A M P I O N S H I P
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OTORSPORT IS BACK! Well, internationally at least. Here in India, we’ll have to wait a bit longer till we get to stand trackside at the MMRT in the scorching heat, listening to straight-piped racecars hammer around the track. But Volkswagen Motorsport isn’t sitting around and has announced the Volkswagen Virtual Racing Championship! The VRC is open to all, and the initial rounds are free to enter into — held on Gran Turismo Sport for PS4 and Assetto Corsa for PC. At the end of the selection process, 10 racers each from Gran Turismo Sport and Assetto Corsa will be picked for the actual championship, alongside the top six racers from the Pro-Class of the Indian e-Racing Championship. These 26 racers will compete in the VRC, which will be held on the Assetto Corsa game and the grand prize is a fully sponsored seat in the real-life Polo Cup next year! For the final competitors, there will be a fee of `9,990, and they will also be required to have a wheel and pedal setup. The VRC will run (almost) as long as Volkswagen’s typical real-world one make series runs. There will be a total of five rounds, with two races, three practice sessions and one qualifying session in each round. Qualifying sets the grid for the first
WORDS by K A R A N S I N G H
Bridging the gap This year’s Polo Cup is a no-go, but you could win a sponsored seat for next year’s Polo Cup right from your couch!
VRC WILL OPEN UP THE POLO CUP TO PEOPLE WHO NEVER HAD THE CHANCE BEFORE
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race of the race weekend, while the second race will run on a reverse grid of the top 12 finishers, and the others starting where they finished. The points system is identical to the real-world Polo Cup too. Volkswagen Motorsport India has gone to extreme lengths to make sure this eSports competition is as close to the real thing as possible including modelling the actual Indian-spec Polo Cup car in the game, having stewards governing the race in real time and also providing driver training to participants. Volkswagen Motorsport India is still working on the finer details of the
competition — possibly arranging for a wheel and pedal setup to be given to competitors on a rental basis for the duration of the season and the final dates for the competition. Volkswagen Motorsport India is also considering adding in Assetto Corsa on Xbox One as a platform in the selection process, aside from PC and PS4. Volkswagen’s VRC essentially opens up the selection process for the Polo Cup to people who never had the chance to try out before. Racing can be expensive, but this is a great way to make inroads without the cost generally associated with it. Registrations are open now. Log on to Volkswagen Motorsport India’s website to take part. And remember to keep practicing! L
TOYOTA G R S U P RA GT C U P
WORDS by K A R A N S I N G H
GR-8 things are coming! The Gazoo Racing Supra GT Cup has big prizes, and foreshadows the launch of Toyota’s GR lineup in India!
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NE LAKH INDIAN RUPEES. Whoever said virtual racing is not like the real thing, well that money sure is real. That’s the grand prize for the national level of the Gazoo Racing Supra GT Cup 2020 — held exclusively on Gran Turismo Sport on the PS4, with the runnerup getting `75,000 and the second runnerup getting `50,000; that should help with your deposit for when the GR Supra lands. Prizes beyond the podium extend down to 10th place, with cash being replaced by Gazoo Racing merchandise.
The requirements to enter aren’t too complicated. You need to be above the age of 18, own a PS4 with Gran Turismo Sport, own an in-game GR Supra and a PS Plus membership. There is no fee for the championship itself, aside from the cost of the game. The rules and regulations for the GR Supra GT Cup are up on Toyota India’s website, along with the link to register. Top three drivers at the national level will get a chance to further race in the GR Supra GT Cup on an international level. While the final dates have not been announced yet, once you register, you will
receive a mail with further details when they are. If you do not have the tools to compete in the eSports championship, Toyota has also launched a Gazoo Racing quiz, live now on Toyota India’s website; ten winners of the quiz will win PS4s! These GR events will help establish it as a brand in the motorsport and eSports community in India, both of which are a core market for Toyota’s GR products. Toyota will also put in place dedicated GR-related events at dealerships, to further increase awareness before launching the actual cars in India sometime in the near future. L
TOYOTA HAS ALSO LAUNCHED A GR QUIZ, WINNERS OF WHICH WILL WIN PLAYSTATION CONSOLES www.
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TRIED & TESTED TH E B EST M OTO RI N G PRO D U C TS , PUT TH RO U G H TH EI R PAC ES BY E VO I N DIA
LUMINOX BEAR GRYLLS SURVIVAL MASTER SERIES `71,022 www.swisswatchcompany.in
APART FROM EATING YAK EYEBALLS, BEAR GRYLLS has been busy tying up with Luminox for a new line of watches. Keeping with Grylls’ image of surviving the harshest of conditions, this Master series watch (model number: XB.3749) has been designed to withstand the outdoors. The watch certainly has heft to it. The diameter of the case is 45mm and looked quite large on my skinny wrist, but I liked how sturdy it felt. The case is made
of Carbonox, a carbon compound that looks like it will wear well . The back of the watch is stainless steel and is embossed with the words “Never Give Up” along with Grylls’ signature. The dial does look a bit overdone with far too many elements, but that doesn’t take away from how easy it is to read. The hands are illuminated in different colours so you can tell the time in the dark, and the bezel is illuminated too so you can use it at night if needed. The illumination will also last 25 years, so you don’t have to worry about it fading. The movement is quartz and that is befitting of the sort of watch the Master Series is, as it is more robust than a mechanical movement and it has a sapphire crystal. It gets 300m of water resistance. There is another dial that houses a compass, and I like the fact that you can slide it off the strap if you don’t want it on. The watch is after all pretty large, and the compass adds to that. The rubber strap feels sturdy, but it is bright orange colour, making it rather in-your-face. If you want something less flashy, Luminox does have black rubber straps listed on its international website and this should make it more appealing to someone who wants to fly under the radar. Overall, the materials and finish on the watch are really nice, and it is a watch that I found myself putting on every day. But there is a kicker, and that is the price. At `71,022 there are hardy watches that are available for a fraction of the price, but then again, they won’t give you the same sense of quality. Aatish Mishra (@whatesh)
HIGHTEC MULTI FORMULA SAE 5W-40 `1115 per litre www.euroliquids.co.in
GERMAN OIL MAKER ROWE IS A BRAND THAT HAS some motorsport experience with their products, and have launched their range of products in India through Euro Liquids. We are trying out the Hightec Multi Formula SAE 5W-40 grade in our 1.6 diesel S-Cross. This is a high-performance oil with a wide area of application for petrol and diesel-powered cars, both turbocharged and naturally aspirated. Rowe says this oil is produced using HC synthetic oil and special additives, which has been developed for modern engines to significantly reduce maintenance intervals, allowing you to run a longer period before you need to change the oil. This oil also has low sulphated ash, low phosphorus and sulphur content, which helps protect the diesel particulate filters and catalytic converters on your vehicle. First thing I noticed is how the S-Cross now runs smoother, especially at idle. The 1.6-litre diesel engine in my car had gotten a little rough, since it crossed the 50,000km mark, but it definitely sounds
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and feels more refined now. Another noticeable difference is the cold start, which now requires a slightly shorter turn of the crank, while it isn’t as loud as it was before I started using this oil. Though it has just been over 500km since we added this oil to the engine, the small differences have made the driving experience more refined than before. Rowe also claims that there will be low oil consumption by the engine due to low evaporation loss, again, something that will help in the long run, considering the long service intervals most manufacturers recommend these days and the dusty conditions on our roads. The German oil manufacturer is best known for its high-quality oils, which have been tested and further developed globally in racing. The oils also come with an API SN rating and that speaks volumes. Aniruddha Rangekar (@aniruddha_ar)
closely resemble those of a 1980s poster for a movie about cyborgs.
Oil burner
A car with a compression-ignition internal combustion engine. Doesn’t run on oil as such, but a distillation of crude oil. Not to be confused with that little candle pot thing topped with a saucer of oil bought by your wife and later knocked over by you with disastrously messy results.
ENCYCLOPEDIA
THE
THIS MONTH O-P
Richard Porter takes us from ‘OBD’ through to ‘pushrod’ in the latest instalment of our motoring A to Z 164
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Oil level
The amount of lubricant within an engine’s sump, the checking of which is highly satisfying if you’re interested in cars and non-existent if you’re one of those people who just waits until the little red light comes on and the funny noise starts again.
OBD
On-board diagnostics. A car’s ability to identify and self-report faults, now mandatory in the US and Europe to OBDII and EOBD standards respectively, particularly related to emissions. Hence why there’s a strange SCART-like socket hidden somewhere in your car.
Ochophobia
A fear of vehicles. Related to amaxophobia, which is the fear of riding in cars.
Octane
Flammable hydrocarbon present in petroleum, used as a benchmark by which to rate fuel for its resistance to self-ignition, which would cause ‘knock’ or, in modern engines, cause the engine management to retard the timing. Also, a sister magazine of evo in which the cars are older and the trousers more strident.
Off
Casual way in which to refer to a car unintentionally leaving a road or track. As in ‘to have an’.
Oil
Refined crude oil used as critical lubrication within an engine (and other mechanical parts of a car). Modern high-performance cars use synthetic oil, which is still based on crude oil but even more highly processed and combined with other ingredients to create a consistent and therefore more stable lubricant, the characteristics of which can be more accurately ‘tuned’, and the bottle graphics of which can more
Oil pressure
Pressure within the forced lubrication system of an internal combustion engine, seemingly of great fascination to the people who write classic car ads.
Oil temperature gauge
Dashboard read-out of great importance to anyone with mechanical sympathy who wants reassurance of when it would be appropriate to use an engine to its fullest extent. The standard fitment of an oil temperature gauge is therefore a small but important symbol of a car created by people like us.
ono
Suffix often appended to classified ads in honour of John Lennon’s second wife and her habit of trying to get 100 quid off the price of a second-hand Focus.
Open diff
A standard differential in which engine output is directed to an unloaded wheel to the detriment of the tyre with more grip and the car’s ability to do massive smoky powerslides.
Top: One type of Octane. Right: Oil, probably not synthetic
T H E E VO E N CYC LO P E D I A : O - P
This page, anticlockwise from left: Opposite lock and (lift-off) oversteer; pace car; an open-face helmet; overhangs
Overrev
Open face
To exceed the maximum safe rev range of an engine, typically by selecting too low a gear and thereby allowing the momentum of the car to force the engine past its rev limiter, reducing the value of your Porsche 997 Carrera S manual by a significant amount.
Style of crash helmet without a chin bar, enabling the wearer to ingest more insects and look like a bit of a berk unless they are riding a vintage motorcycle (in which case the bit about insects very much still applies).
Opposite lock
To apply steering input counter to the car’s direction of travel around a bend in order to balance and control a slide from the rear. Sometimes referred to as ‘oppo’, although generally only by people who aren’t very good at it.
‘Or similar’
What hire car companies are careful to offer so they can run out of the promised VW Polos and have licence to hand you the keys to a Daewoo Nexus with a rat living in it or a 1972 De Tomaso Pantera even though you have two kids and a buggy.
Otto cycle
The thermodynamic cycle of the fourstroke engine, most easily explained as ‘suck, squeeze, bang, blow’, though do make sure everyone knows you’re talking about internal combustion before saying this loudly in a public place.
Outbrake
To gain positional advantage on another car by dint of being fractionally later and/ or softer on the brakes. Good to do to someone else, not so fun to do to yourself.
Outside temperature gauge
Curiously fascinating and increasingly
ubiquitous dashboard readout, though not always entirely accurate thanks to the sensor’s proximity to heat-radiating items. The outside temperature gauge in the Aston Martin V12 Vantage, for example, was so close to a tightly packed and very hot engine that it could earnestly report the temperature on a January night in Scotland to be positively equatorial.
Overboost
Condition in which a turbocharger is permitted to force more air into the engine for a short period of time, giving the useful benefit of extra power for, say, an overtaking manoeuvre while limiting the stress on the engine and transmission by allowing this only for a few seconds. Also, sounds cool.
Overhang
Distance between the wheels and the ends of a car. One of the things that makes the new BMW Z4 look terrible.
Overhead cam
Rotating rod(s) with lobes at the top of an engine, acting directly on the valves below. Also, Scotland’s leading drone operator.
Oversteer
Condition in which a vehicle attempts to turn more sharply than the corner it is in, requiring the brisk summoning of some opposite lock and possibly some fresh undergarments.
Overtake
(Archaic) To pass another vehicle travelling in the same direction. (Modern) To pass another vehicle travelling in the same direction causing its driver to speed up and flash their headlights furiously.
Pace car
Also known as a safety car. Highperformance road car driven on the ragged edge in order to make race cars go more slowly; slower than they actually can, making the pace car driver look real cool.
Pace notes
Terrifyingly intense and sometimes incomprehensible series of advanced warnings as to the radius of bends and other landmarks or obstacles, delivered to hard-charging rally drivers called things such as Heke Blappenoveloven by a redoubtable and car sickness-immune
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British bloke with a no-nonsense singlesyllable first name, e.g. Bob.
Paddle
Steering wheel-mounted electrical switch that tells the transmission in an automatic or double-clutch-gearbox car to change gear. Hence the term ‘flappy paddle’, first coined by TV’s Richard Hammond and used ad infinitum by car people to describe any car so equipped.
Palming
To operate the steering of a car by pressing a lone palm to the wheel rim and applying inputs as if washing a window. Best attempted while driving a 1994 Jaguar XJ that smells very slightly of cigars and bankruptcy.
Parade lap
A slow formation around a track in grid order before the race and therefore a very bad time to crash. Just ask David Coulthard. Or Alain Prost.
Passenger
Any occupant of a car not involved in driving it. Or including the person driving it, if the slide is too far gone to recover and the next thing that will happen is an accident.
Passive
Type of rear-wheel steering in which the change in wheel angle is activated by cornering forces alone. Also, any safety system that requires no user input to activate, such as airbags or seat-belt tensioners, and quite different to a passiveaggressive safety system, which waits until you’ve crashed and then says, ‘I assume you meant to do that.’
PCP
to do with a large water bird; the name comes from ‘pedestrian light controlled crossing’ and, when first introduced in the late ’60s, was originally spelt ‘pelicon’.
Pferdestärke
Another term for handbrake. Often called this in the US since many of its cars have long had handbrakes operated by a pedal and calling them footbrakes would have been very confusing.
Personal Contract Purchase. Finance system based on an upfront amount, monthly repayments, and then a ‘balloon’ amount at the end to own the car (which no one pays because they just hand it back and start another PCP on a new car). Over 90 per cent of new car purchases are funded this way these days, apparently.
The German DIN standard for measuring power at the crank as metric horsepower, where one unit is the power required to raise 75kg against gravity by one metre in one second. Usually abbreviated to PS and equivalent to 0.98632bhp, which is imperial or mechanical horsepower, where one unit equals the power to lift 745Nm in one second.
Part-time
Pelican crossing
Pitch
Parking brake
What some four-wheel-drive systems are because they’re also still at university.
UK name for a pedestrian road crossing controlled by a set of traffic lights. Nothing Anti-clockwise from left: Platform; paddle; overhead camshafts
Fore and aft movement of a car’s body on its suspension. Also a thing where a small group of people come to your office and make a clammy-handed and slightly too lengthy attempt to convince you that they’re good at something. Either can make you feel a bit queasy.
Pillarless
A style of hard-top car without a B-pillar between the front and rear side windows. Bad for body rigidity and therefore handling, but extremely good for looking cool.
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T H E E VO E N CYC LO P E D I A : O - P
Clockwise from above: Power-to-weight ratios of the advantageous kind are a Lotus speciality, Ferrari F355 style; a private number plate pop-up headlight
Platform
Oft used term to describe the basic building blocks of construction that can be shared between multiple cars. Once meant the floorpan and major suspension parts, but modern platforms are more sophisticated and the idea of a ‘platform’ can encompass expensive parts such as wiring looms and the ways in which the car is built while allowing relative freedom on dimensions and other details.
Plip
Cutesy-sounding word for a central locking remote, though actually derived from the name of the inventor of remote locking, Paul Lipschutz, who created the system while working at Neiman in the late ’70s. The first production car to feature remote central locking was the Renault Fuego.
Pollen filter
Removable paper sieve built into a car’s ventilation system, the replacement of which is one of the ways in which main dealers justify charging `10,000.
Pop-up
Style of headlight once popular on sporty cars. Disappeared completely once the Corvette C5 was replaced in 2004, phased out because they’re hard to get past pedestrian safety rules, require additional fixed lamps to meet daytime running light regulations, can affect drag when deployed, and they simply went out of fashion.
Power bulge
Distended area in the centre of a car’s bonnet to clear, or give the impression of clearing, a vital part of a large and mighty engine.
Power-to-weight ratio
Telling metric of a car’s performance based on what potential force it can bring to bear on its mass. A more fun way to express it might be weight-to-power ratio, in which case the answer is always a Lotus.
Privacy glass
Darkened side glass, inexplicably deemed a ‘premium’ feature by car makers even though it’s only legal on the back windows, where it makes the rear seats feel claustrophobic and the whole car look like a crap van.
Private plate
Delightful way to personalise a car and express your personality for relatively little effort, or a crass and vulgar way to demonstrate the yawning well of insecurity and misery at the core of your blackened soul. Either’s good.
Procon Ten
Programmed Contraction and Tension. A system created by Audi in the ’80s in which strong cables harnessed the rearward movement of the engine and gearbox in the event of a frontal collision and used that motion to yank the steering wheel away from the driver’s face while tightening the seat belts. Then everyone decided airbags and seat belt pre-tensioners could do the same job without tearing the steering column through the dashboard and the system was quietly dropped.
Pushrod
Metal bar transmitting movement through a mechanical system, such as from a camshaft to a rocker shaft in an overhead valve engine or from the wheel mounting to the remotely mounted spring and damper in a pushrod suspension set-up. Also what Faces did when their lead singer’s car broke down. L www.
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D E A D O N A R R I VA L WORDS by RICHARD PORTER
DOA: Mid-engined Audi Quattro When Lancia and Peugeot threatened Audi’s early-’80s rallying dominance, a secret plan was hatched to build a new car. But one photo was all it took to stop the mid-engined Quattro in its tracks HE AUDI QUATTRO MAY HAVE shaken up rallying but its reign asking of the special stage was short-lived. After taking the 1982 world championship, the loss of the ’83 title to the mid-engined Lancia 037 gave a hint of the Quattro’s weak spot, and the arrival of the Peugeot 205 T16, which was mid-engined and four-wheel-drive, hammered home the problem. Audi tried to stay in the game with the Sport Quattro of 1984, addressing works drivers’ concerns about agility with a shorter wheelbase, but this effort gave so little benefit that Hannu Mikkola and eventual ’84 world champion Stig Blomqvist were in no hurry to switch from their original, long-wheelbase Quattros. For 1985 the E2 evolution tried to lessen the car’s nose-heavy weight distribution but it was glossing over the real problem: to stay competitive in Group B rallying, Audi needed a mid-engined car. Unfortunately, Audi’s marketing people and their masters at Volkswagen weren’t keen to undermine the Quattro road car by suggesting that its layout was imperfect. Nor for that matter was Ferdinand Piëch, Quattro creator and second in command at Audi. Despite this, Audi Sport boss Roland Gumpert began an under-the-radar programme to make a midengined rally fighter in parallel to development of the officially sanctioned Sport Quattro. This off-the-books plan was assembled in such secrecy that once a running prototype
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was completed in late 1984 it was shipped to a test facility behind the Iron Curtain where shakedown testing could begin without fear of being found out. In early 1985, however, the midengined Quattro was brought closer to home and during testing in Austria this officially nonexistent machine was papped by Motorsport aktuell, who ran a fuzzy shot of it under the cutting headline: ‘Audi’s new rally bomb – two years too late?’ The fallout was immediate. Volkswagen bosses were deeply displeased to discover a new rally car was being developed without their consent and within 48 hours of the photo appearing in print Ferdinand Piëch personally saw to the destruction of everything relating to the mid-engined Quattro project. Some reports claim Piëch knew nothing of this car before the Austrian magazine scoop. After all, if you were covertly redesigning the Quattro, would you dare
tell the father of the Quattro himself? Other accounts say he gave Gumpert tacit approval because, though he loved the Quattro, he also loved presiding over a company that could dominate rallying by whatever means. Either way, to avoid further angering his VW superiors, Piëch had to erase all trace of the mid-engined Quattro. But that didn’t quite happen. In the 1990s the car you see here was unearthed in the bowels of an Audi facility. It’s not one of the original pair of mid-engined prototypes – they looked like UrQuattros but with air intakes behind the doors and stubbier overhangs – and nor was it aimed at Group B rallying. This seems to be a mutation of those cars, created in a separate workshop away from Audi Sport HQ under the code name RS 002, and designed to compete in Group S, the proposed hardcore ‘prototype’ class of rallying culled after the Group B fatalities of 1986. When this crudely made proof-of-concept was exhumed, it was dusted off and rolled into Audi’s museum where it remained as a static exhibit until 2016, when the company’s heritage division got its five-cylinder engine running again. Since then this wonderful curio has been brought out to play in the hands of ex-works drivers Hannu Mikkola and Walter Röhrl, the very men who could have used it to win world championships if only management had been open to the idea of a mid-engined Quattro. L
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GONE BUT NOT FORGOTTEN
WORDS by SIRISH CHANDRAN
Mahindra Thar
As we welcome the all-new Thar, here’s the story of how the original came to be and solid axles. As a BS3 upgrade to the MM540, a rural workhorse retaining the familiar Mahindra face, the project was an easy sell. As for the Thar CRDe, Behram had a more difficult job convincing management that people would buy a more expensive and more powerful (thus less efficient) jeep. Eventually when the project was green-lighted, only 50 units were expected to sell every month. And then the market turned from utility to lifestyle. Not only did the Thar ride on nostalgia but Mahindra Adventure were just getting into action and sparked a mushrooming of off-road clubs around the country — which were basically Thar clubs. It drank diesel (petrol was a bad word those days), it had power steering,
THE PROJECT STARTED BY RETRIEVING THE MM 540’S DIES THAT HAD BEEN SCRAPPED
and even though it retained leaf springs, it rode a damn sight better than the Gypsy. It took off. Legend has it that the Thar’s development budget was three crore rupees, which is of course nonsense. But I also have it on authority that less money was spent than the yearly marketing spends of individual brands. That meant everything had to be sourced and done in-house. An example: unlike the donor Bolero, the Thar had a flat windscreen which meant the dash wouldn’t fit and that’s why the edges were literally sawn by hand to fit. No budget meant the Thar couldn’t go round corners. It had no safety equipment. And probably too much focus was placed on the off-road community, at the expense of making it palatable to a wider audience. But — back in 2000 — it was also the only 4x4 you could drive to the off-road location without having your teeth knocked off. It changed Mahindra’s image. Its cult following convinced the social mediasavvy chairman to force through the allnew Thar, now with a proper development budget. And as you might already have read, the results are spectacular. L
Car courtesy: Kedar Bendre Patil
THE THAR STORY GOES BACK 15 years, a project cobbled together by a skunkworks team at Mahindra’s R&D fired up by their “most enthusiast car guy”, as Anand Mahindra described the late Behram Dhabar. The MM540 was long gone, so too were the 60 units of the Legend, and Mahindra was in danger of abandoning their past. A bunch of enthusiasts decided to do something about it, and started by retrieving the MM 540’s dies that had been scrapped behind the canteen building. This is a true story! The chassis was a shortened version of the export-market Bolero 4x4 pickup, chopped to fit the CJ5 body. The engine was borrowed from the Scorpio, but reduced to 2.5 litres because of favourable regulations in South Africa. And initially, in 2008/09, it was earmarked only for export. In fact the Thar name itself was coined by Mahindra’s international team, but export success moved the spotlight to India. Incidentally the Thar had a second father, Shreekant Ambike, project head of the Thar DI. This was the replacement to the rural-market Major and had a shortened Bolero chassis, a narrow track
*This is not a page for vintage cars. We will drive modern classics, made in India, and we’re going to apply the only sensible filter we can think of — to drive cars that came with seat belts.
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