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summertime

#07 | April 2014 | ` 100

Top down in the F-Type, Continental GTC, SLK 55 AMG, Z4, 911 & California

T H R I L L

O F

D R I V I N G . C O M

McLaren P1

The car of the moment – flat out

WORLD'S FASTEST CARS SPECIAL 435.3kmph Hennessey Venom GT: the world's fastest car

One:1

Koenigsegg cracks 1000PS/ton

WORLD EXCLUSIVE! Harley-Davidson Street 750 RIDDEN


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Editorial Telephone +91 20 65270059/60 Email evo.editorial@goldensparrow.com Website www.ThrillOfDriving.com Golden Sparrow Media Works Pvt Ltd 814 Demech House, Law College Road, Pune - 411004, India Editor Managing editor - online Asst managing editor Senior correspondent Correspondents Chief photographer Principal designer Chief copy editor Technical editor Consulting editor

ISSUE 07 april 2014

Sirish Chandran Tushar Burman Abhay Verma Abhik Das Rivan R S Benjamin Gracias Ken Sunny Gaurav S Thombre Jitendra Chillal Sudheer Gaikwad Byram Godrej Aniruddha Rangnekar

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The publisher and editors make every effort to ensure accuracy of content. However no responsibility can be taken for any effect from errors or omissions and for any investments or decisions taken on the basis of the information provided herein. All material published in evo India is copy right and unauthorised reproduction is expressly prohibited. Except as expressly and otherwise indicated in any specific material or editorial content, this magazine is published under license from Dennis Publishing Limited. All rights in the material, title and trademark of this magazine belong to Dennis Publishing Limited absolutely and may not be reproduced, whether in whole or in part, without its prior written consent Printed and published by Rohan Gajendra Pawar on behalf of Golden Sparrow Media Works Pvt Ltd, 814 Demech House, Law College Road, Pune 411004, Maharashtra, India. This magazine includes 184 pages including covers. Cover price Rs 100.00 Editor: Sirish Chandran

How fast is fast enough?

200? 300? 400? Why would you ever want to, or need to, go that fast? Apart from affording one with bragging rights what possible scientific purpose can be served by taking a motorcar to 435.31kmph? And really, under what possible circumstance would you need to get to 300kmph in under 15 seconds? Viewed objectively this race for a mention in a record book is gloriously megalomaniacal; yet doesn’t the utter pointlessness of it all make it a quest worth embarking upon? Hasn’t it been like this since the dawn of time – man’s primal need to go faster to run away from things that want to eat him, to chase down things he wants to eat, to attract a mate? The first two may not be priorities in this day and age but the latter still remains a noble pursuit, a purpose served exemplarily by a Veyron, a P1, or a Koeeeeeeeenigsegggggggg, however unpronounceable the name. This issue then, is a celebration of going fast just for the heck of it. The P1, the maddest bloody car on the planet that takes a full 40 seconds to convert itself into a non-road-worthy track car that pounds your brain to mush. The One:1 that pumps out one megawatt of power (which translates to 1340PS or 1322bhp in plain English) and weighs 1340kg, hence the name. The Venom GT that has not only scribbled an entry into the Guinness Book of Records with a 0-300kmph time of 13.6 seconds, but clocked a Veyron-besting top speed of 435.31kmph. And then claimed another 10-15kmph was possible if the landing runway for the NASA Space Shuttle was a wee bit longer. You can be sure Bugatti, with a longer test track, is hard at work selecting the appropriate colour to dress up their next special edition to smash this figure. And it will go on. And we will be there to cheer each attempt with juvenile enthusiasm. Unless you are on a bombing mission, there’s no possible need to subject your body to the G-forces that a car accelerating to 300kmph in under 15 seconds will place (1.4g if you’re asking). There really is no possible reason to build a car that will now have to clock 436kmph. But wouldn’t the world be a poorer place if not for such cars and the (mad) men behind them? L

2

Sirish Chandran Editor sirish@evo.in |

@SirishChandran

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ISSUE 07 april 2014

Contents

047 Jaguar f-type V8 s

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evo India | April 2014

“The day that I drove the F-type around town, everyone was a paparazzo�


ISSUE 07 april 2014

Features

082

036

Convertibles Special

We try to make sense of drop-tops by bringing together an assorted bunch of six desirable convertibles

068 Koenigsegg One:1

The answer to the latest hypercar conundrum: breaching the 1:1 power-to-weight ratio

076 Mclaren P1

McLaren’s latest 913bhp hybrid flamethrower put through its paces

088 HenNessey venom gt

The lone Texan goes for gold. We chronicle the Hennessey Venom GT’s world record attempt

99 rajasthan tour

The Super Car Club of India goes dune bashing, off the beaten tracks

Driven

Ridden

018

114

Mini cooper

024

news Suzuki inazuma

Datsun go

Hyosung aquila 250

103

134

130

AMG Driving academy

006

News

130

Fiat linea

026

Regulars Iconic Italian brand Abarth is coming, Ferrari joins the turbocharger bandwagon with the California T and the all-new Audi TT breaks cover

030 Columns

108

Gautam fancies the Huracán, Bob mourns the demise of the Indian F1 GP, Bijoy delves into the popularity of the Thar and Gaurav preaches left foot braking gospel

mahindra great escape

034

Ten lucky winners get trained by AMG at the world class BIC

The annual Jeep jamboree kicks up sand during its 109th edition

letters

Readers are enamoured with evo India subscriber special collectors covers

122

137

harley-davidson street 750

MOTORSPORT

Its an exclusive! We ride the highly anticipated Street 750

024

Our resident racer drives the Formula LGB4 before riding shotgun in a r ace truck! The 2014 Maruti Suzuki Desert Storm gets even more gruelling

148 Long-Term tests A ‘lowdown’ on the Range Rover, farewell to the Elantra, spotlight our KTM fleet and take the CR-V on a 950km excursion

153 evo knowledge

Tips on buying a Porsche Carrera 997, the KTM Powertronics ECU and iRacing online game

170 Collectors edition cover exclusive for subscribers

Art of Speed

News stand cover

Aircraft engineering in supercar tech: the NACA duct

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Radar

1949

Abarths over the years

Founded

in 1949 by Carlo Abarth of Turin, Italy, who chose his Zodiac sign for the iconic Scorpion logo. Also made Lambretta exhausts.

News, new metal, investigations, interviews, technology and more…

ABARTH HEADLINES FIAT INDIA’S REVIVAL 500 Abarth to be launched soon, as yet unspecified Abarth model to be locally assembled in 2015, store-in-store concept at Fiat dealerships Words: Sirish Chandran

"F

“Fiat’s back!” is perhaps the most overused headline in the Indian automotive lexicon – and it’s set to return to fashion. One of the big surprises of the recent Auto Expo was the Avventura, a hatchback on SUV steroids in the mould of the Cross Polo and Etios Cross, but given its own unique (and headturning) styling distinct from the Grande Punto on whose platform it is based on. For something that looked so ready for production the whole Avventura project was kept admirably under wraps, and it has now been confirmed that the funkily-styled hatchback will be launched later this year, capping Fiat India’s five car line-up for 2014. But before that, performance enthusiasts can look forward to lighting up forums with the Indian

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launch of Fiat’s motorsport-originated Abarth brand. The first car to sport the Abarth scorpions will be the 500 Esseesse, a tuned go-faster 500 that has all the right doses of necksnapping styling mated to rubbershredding performance. The 500 was launched in India in 2008 but the high pricing and diesel engine (the 1.3-litre Multijet diesel, no less) ensured demand fizzled out after the initial hype. With the 500 Abarth the pricing won’t change from the `14 lakh for the diesel 500 since it will initially be imported as a CBU, but at least this one will have the go to match the show. Powered by a 1.4-litre turbo-charged petrol engine (related to the Linea’s T-jet unit) with twin intercoolers this little motor pumps out 157bhp and a stonking 230Nm of torque in Esseesse (SS) performance trim. With a claimed

0-100kmph time of 7.4 seconds, it should make for a genuine rival to the Mini Cooper (we’ve driven the new one on page 24, which will come to India shortly). The Esseesse gets bigger 17inch alloys with 205/40 section Pirelli performance rubber, bigger 284mm discs at the front and 240mm discs at the rear and lowered and stiffened suspension. It all adds up to genuine hot hatch performance and excellent handling, if a little firm ride. With a five-speed manual being the only transmission the 500 Abarth will be the car for keen performance enthusiasts. The 500 was always a head turner and with the new bumpers and body kit, necessary to accommodate the turbo and intercoolers for the 1.4 engine and cool the bigger brakes, the 500 Abarth now adds aggression to the package. There’s even a tasty

rear spoiler, mock diffuser and twin exhausts. It no longer looks cutesy and feminine and that should help it appeal to a wider audience. In fact with the 500 Abarth being a CBU, if demand arises, there should be no problem in bringing the soft top too. Fiat India hopes to make a better fist of things with the 500 Abarth stating they have “higher aspirations (on volumes) than the Fiat 500”. The car is now undergoing a series of road shows across the country to gauge demand and will be launched in a couple of months. Building the Abarth brand will be a challenge for Fiat. Unlike Mini, no new showrooms will be created for Abarth, instead a store-in-store concept will be implemented at existing Fiat dealerships. And all Abarth cars, including the 500 Abarth, are shorn of all Fiat badges, drawing a parallel


1950

Partnered

Fiat in the '50s to produce the Abarth 1500 Biposto. Built custom high-performance exhaust pipes, diversifying into tuning kits for road vehicles, mainly for Fiat.

to the early days when Abarth was a manufacturer in its own right. With Abarth’s heritage being rooted in motorsport Fiat India is evaluating that route to popularise the brand in India but in all likelihood they will end up using the digital medium that is proving to be the best (and most cost effective) way to connect with the youth. The 500 Abarth is just the start though. “Abarth will be localised in 2015,” says Fiat India’s young and dynamic president and managing director Nagesh Basavanhalli. There is no confirmation on which Abarth will be made locally but it is safe to assume that it will be one of Fiat’s existing models like the Grande Punto or Avventura, not the 500 that will have limited volume potential. “We want to

1971

Fiat bought

the brand and Abarth became Fiat's and all its subsidiaries’ racing department, producing the Autobianchi A112 Abarth, the Fiat 124 Abarth and 131 Abarth rally car.

stay true to the brand character and DNA,” reiterates Basavanhalli when asked if Indian Abarth models will just have go-faster stripes applied to existing Fiat cars, and that should come as a huge relief to performance aficionados. Meanwhile plans to launch the Jeep brand in India have been put on ice for the time being, pricing proving to be a big challenge. “We will take a call in the second half of the year, on when will be an opportune time to bring such a brand to India,” says Basavanhalli. Safe to say it will be mid 2015, at the earliest, before Jeep comes to India but if all goes to plan Fiat should be in far better shape – both in volumes and crucially brand perception – to be able to pull off another big ticket brand launch next year. L

Fiat India hopes to make a better fist of things with the 500 Abarth Top: 500 Abarth's power-to-weight ratio of 140bhp/ ton rivals bigger and pricier cars. Right: The Punto Evo replaced the Grande Punto abroad and may be the localised Abarth

2007

Revived

after a period in automotive limbo in the 90s, with the Grande Punto Abarth and the Punto S2000 rally car.

Take five with Nagesh Basavanahalli, president & managing director, Fiat India

On Abarth brand heritage We will clearly stay true to the brand and we will give a true Abarth. In general it won’t be just sticker jobs. It also has to have the basic DNA, whether it's technology or power or performance, it has to have something to differentiate it from basic local Fiats. That would be the intent. Why the 500 Esseesse and not the Punto Abarth? We felt that the 500 is a better aspirational product and is one of our flagship vehicles. To introduce the brand, we wanted to start out with the best looking product out there. Judging market reaction and talking about customers, we’ll see how it goes. The localised product could or could not be the 500. We may end up doing it on the 500 or a different product. Will Indian Abarths be unique to our country? Clearly it has the potential to be exclusive to India. I know that when you look at the overall population there are people who may not want 160bhp (of the 500 Abarth). They may be satisfied with 120 or 130. That is what we are looking at, what the customer wants, how much volume is there in which segment, and what is it that customers are really looking for. One is horsepower, the other is the right driving and handling, the Abarth racing DNA, the exterior and interior.

So we’re gauging all of that and clearly we will have a car for India. It will be very competitive with the true DNA of the brand. A diesel Abarth? We will probably start with the petrol but I am not ruling out a diesel Abarth right now. We’ll have to make that decision soon. How will you build the Abarth brand? We are going to be selling it within the Fiat showrooms but it will have an Abarth corner. It will have its own DNA in terms of what it stands for. We are initially going to start with online medium like Facebook and other such media. And clearly we are thinking through some of the other media like racing and other areas where we need to be present. Right now, to be honest, we haven’t figured it out. We will be visible. L

Fiat India’s 2014 model plan Linea Classic (2013 Linea, rebadged) 2014 Linea (the facelift) Avventura (locally manufactured) Grande Punto facelift Abarth 500 (CBU) Nine models are planned by 2016!

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S

So here we are, feet buried in the white sands of the sun-kissed Dorado beach in the Spanish-speaking US protectorate of Puerto Rico, as exotic a location for a car launch as any. It’s the traditional pre-drive press briefing but there’s nothing traditional nor formal about the proceedings. To the accompaniment of water scooters gently circling in the calm waters of the Caribbean and guys doing an Iron Mantype flying thingy with water jets, a ferociously coiffured Aretha Franklin-clone belts out the Mini theme song:

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Oh, I was made in England Oh, I was made in England This is a Mini event and the marketing guys are at pains to drill into our heads that this is not a German brand – there are more Union Jacks fluttering than at the Queen’s coronation, the Mini crew are all kitted out in red shorts and Union Jacks on their tees and the obligatory Alec Issigonis Minis (that look really mini!) with the Union Jack on the roof are present and accounted for. As our modern-day Aretha reaches fever pitch a brace of new Minis drive up on to the beach, one drives in from the ocean on a jetty, and to spontaneous applause (the show

really was that good, check our Facebook page for my amateur video) out pops the assembled senior management, all casually dressed and sporting Mini-corporate-identity-compliant week-old stubbles. And they are all German. With not an Englishman in sight it’s the cue for cynical journos to get a snigger on (Binis anyone?) but personally I see no problem in a mash-up of German engineering and English heritage. Honestly who cares, as long as the car drives as well as it looks – and never breaks down? We’re driving the third-generation Mini


Every new vehicle that matters, rated

This month Fiat linea

Test location: Puerto Rico

MINI COOPER S The third-generation of BMW’s Mini hatchback gets an all-new platform, new three-cylinder engines and even more sparkle to the driving experience Words by sirish cha n dra n

The aging mid-sized sedan gets a midlife makeover

p24

Datsun go p26

Nissan revives the Datsun brand, with the practical, entry-level Go

H-D Street 750

We swing a leg over one of the most important Harley-Davidsons, ever!

p122

suzuki inazuma p130

Suzuki’s big ticket to the affordable performance arena surprises us

DSK hyosung p134 aquila 250

Back after a decade, the Aquila still feels the same

The test team With premium hatches well into their stride, Team evo articulate their hot hatch fantasies

SIRISH CHANDRAN

Editor “Renault Clio Williams. The combination of that shade of blue, those gold wheels and Senna in a Williams did it for me.”

Byram Godrej

Technical editor “Megane 256 Renaultsport. 256bhp turbocharghed 2-litre that does a ton in 6secs and is quickest on track too.”

ANIRUDDHA RANGNEKAR

Consulting editor “It has to be the 64’ Mini Cooper S. For all its heritage and rallying roots, it still looks great even today.”

ABHAY VERMA (fourth if you include the 1959 original) through sunny (and at times rainy) Puerto Rico and even though this car really is completely new it retains strong visual links to the first Miniby-BMW. The large round headlamps, upright tail lamps, floating roof, blacked-out pillars and thrusting bulldog-ish grille are a clear case of why fix it if it ain’t broke, but like most of us who chug inexorably towards mid-life crises the Mini has grown wider, put on a bit of weight and even gets a pair of spectacles. Overall length grows by 98mm to 3821mm, width by 44mm, wheelbase by 28mm and kerb weight of the basic model is up by 31kg (which has been kept admirably in check, unlike the rest of us nudging the forties).

And the most distinguishing feature are the LED lamps which get distinctive elliptical rings for day-time running lights. While still shorter than your regular small car, the Honda Jazz for instance, there’s now barely anything in it and it’s a world away from the 3-metre original. But this should not worry you – you wouldn’t fit inside the original Mini in any case. With the third-gen the increase in wheelbase has gone into liberating more rear leg room and you can accommodate two adults for short hops. With my car having being requisitioned for TV filming duties post lunch I was forced to take to the back seat to make it for sundown Margaritas at our hotel (the uber-fancy

Asst managing editor “The Volkswagen Golf GTI. A compact hatchback offering some mind blowing performance. Proper pocket rocket.”

ABHIK DAS

Senior correspondent “Let me steal this opportunity to say Ford, will you please get the Fiesta ST here already! 1.6 Turbo no less.”

ROHAN PAWAR

Publisher “Golf R32. I just did an ice driving experience in it and am in love. Or maybe it was because we were sideways all the time.”

tushar burman

Managing Editor - Online “I’m a VW fan so a Scirocco R is my top pick. A bit old now, but still looks the business; better than the Golf.”

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Torque b y Gau ta m Sing ha n ia

Would I trade in my close-out edition Gallardo for its replacement, the Lamborghini Huracàn?

T

A busy month again for me, what with the SCC drive in Rajasthan (which you can read on page 106), the FMSCI annual prize distribution (I sponsored the most promising driver of 2013 and also hosted the after party which was even attended by the FMSCI Chairman Vijay Mallya), and my first glimpse of a star car of the future (the Lamborghini Huracàn). This was the first Huracàn to be brought to India and Lamborghini had organised a select preview. Well, this is a Gallardo replacement, and I know that car intimately as I have owned a few – even currently own the final edition of the car. I have been talking to a few owners and they all say we need to sell our Gallardos first before we buy a replacement. And this is by no means a cheap car and with the rupee the way it is, and the duties, you’re looking at between `4.5 crore and `5 crore for this car, which is very steep. On first impressions it’s a brand new platform that Lamborghini have worked on. It’s got a lot of Audi influence in it now, a good thing since Audi has cleaned up the car. It’s got the same Aventador type of steering and it’s got a lot of menus and stuff, which I’m not very keen on. I don’t like so much electronics coming into play, menu for this, menu for that. I’m more an analog instrument kind of guy as opposed to digital instrumentation. To me the tachometer should feel like a tachometer. For example, the 458 has a lovely big tacho, it's analog, it’s beautiful. One of the significant downsides on the Huracàn is that if you engage reverse gear, the rear camera does not come on automatically – you have to go into the menu and find a way to switch it on. I'm sure they will sort this out. I like the new mish-mash type of carbon fibre which is very interesting. But to be honest they had a grey colour here; I think they should have brought a more vibrant colour, like they've always done in the past. It's in the DNA, like the Balboni edition in green, the old launches in orange which have more impact. Talking about the Huracàn's lines, I think it is much more rounded, not as sharp as the Superleggera or 560. And I’m not sure I like the rounded design. But it feels wider than the Gallardo and the interiors are fabulous. I haven’t driven the Huracàn yet but I’m sure it will drive well,

I haven’t driven the Huracàn yet but I’m sure it will drive well, and be bloody quick

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what with dual clutch gearbox, new suspension, 40bhp more, all of which will add to the driving pleasure and make it bloody quick. I’m sure stepping on the gas will makes it easier to answer the question: am I ready to trade in my Gallardo for the Huracàn? Yes, but there are two schools of thought. Mine is the last closeout edition of the Gallardo, absolutely the last, besides which I’ve got the Squadra Corse bits and the Kreissieg exhaust. The point is, should I stay with the last close-out Gallardo model or not? I don’t think it’s worth keeping both, since they’re similar cars and I will trade in my old car if I get the right value. On a wider note what’s happening now in the market place is like a rat race. Ferrari came out with the 458 Speciale, Lamborghini now has 610 horsepower with the Huracàn, now McLaren comes out with the 650S and wow – suddenly it’s the hottest thing but in the same price bracket. I’ve driven the 12C but I would sure love to have a go in the 650S. Well, I must wait until the Huracàn comes to India in August/ September for a drive – after which comes the decision of whether to trade in my Gallardo or not. Tough to decide probably, but a pleasurable enough prospect I believe. L @singhaniagautam

Gautam is a serial super car owner and founder of the Super Car Club of India


Ramblings b y B i j oy K u m a r Y

Is it the lifestyle aspect that lies behind the evolving popularity of the Mahindra Thar? our country. Under the skin the Thar gets independent front suspension which makes it great for tarmac though not so ideal for hardcore off-roading application (off-road junkies would any day prefer a solid-axle, coil-spring set-up at both ends). The rear suspension is made up of tried and trusted leaf springs (do not laugh, as till very recently Chevrolet Corvettes had them). The best part of the Thar is that there is so much you can do with it, and no two Thars are identical. So you can put in a hard-top (Mumbai version versus Hyderabad version, or order it from Mahindra Customisation), change the tyres (elementary, isn’t it?), lift the body if you want to tower over others, throw in off-road bumpers and of course a set of KC, Hella or Lightforce sources of illumination, and even a winch and trendy nylon ropes instead of regular cables. Once you have bought the Thar you can join one of the brotherhoods like Gerrari Off-roaders in Chandigarh, North Indian Off-road Club and Terrain Tigers in Delhi, Bangalore Off-road Development Authority in Bangalore and Jeep Thrills in Chennai. And, you can enter events such as the Mahindra Great Escapes, Off-Road Trophy (you win a Thar!), Palar Challenge, the upcoming Rain Forest Challenge, or extreme raid/ rallies like the Raid de Himalaya and Desert Storm. In short, the Thar is not just another automobile. It gives you the chance to live a lifestyle, in the same way a Royal Enfield Bullet or for that matter a Harley-Davidson does. We at Mahindra Adventure pride in our Thars too. Vinod Nookala, who doubles as the Brand Manager, Thar, drives Adventure Two – an all-black Thar with body lift, Fox suspension, piggyback dieseltronic ECU, magical diff-locks (which can be accessed only if you are a Brand Manager), a heavy duty winch, mud-terrain Maxxis rubber and expedition-ready seats. Adventure Three belongs to Maneesh Sarsar, who is also the instructor at the Off-road Academy and features a multi-link rear suspension amongst other things. I drive the Adventure One, which has a metal rally top, Maxxis Bighorns, XUV5OO seats (from Super XUV rally cars), a winch and an all-new matte green and white paint job that pays homage to Le Mans-going Jaguars of the past though it's not half as fast! L

The best part of the Thar is that there is so much you can do with it

Y

You either love the Mahindra Thar or you hate it. But if you go by the numbers, love is the flavour of the season. Compared to 300 odd cars in February 2012, the Mahindra Thar sold over 700 units this February. The Thar is doing well in lean times and that is and should be good news for enthusiasts across the country. Sure enough a great number of them are bought as the replacement for the good old Major or Commander for rural applications. There are no creature comforts in the DI version and it is available in white, only. But still there are around 300 odd CRDe versions being brought by people every month who I constantly interact with – at Mahindra Great Escapes and OffRoad Trophy events. The breed is called off-road enthusiasts, the real brand ambassadors for this cult product. In case you are not aware, I work for Mahindra and it is not very nice to use this column to talk nonsense about other car makers. But hey, is there any competition for the Thar out there? The Thar features a modern day diesel engine that is refined and reliable and can do a great job of cruising at 110kmph between cities. It has air-conditioning and power steering too and that is a great help in

@bky911

Bijoy Kumar is the founding editor of BS Motoring magazine and now heads Mahindra Adventure

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Reflections b y B ob R u p a n i

Is it the end of the road for the Formula 1 Indian Grand Prix and the BIC?

I

In December I had written that Formula One was unlikely to return to India, at least in the near future. Recently F1 boss Bernie Ecclestone said, “F1 will not return to India in 2015.” When asked when it would, Bernie replied, “Probably 2016... they’re gradually getting over all the bureaucracy with the tax position inside the country and the general finance.” A few days later Bernie added, “The promoters of the Indian Grand Prix have not fully met their contractual obligations to see through the fiveyear deal. We still want to see through the contract, but that can only happen if we get the financial guarantees.” Vicky Chandhok and Narain Karthikeyan also recently commented that they don’t see F1 returning to India even in 2016. Vicky cited lack of government support and Narain blamed the ‘authorities’ for not giving motorsport and Formula One in particular enough support. Who were the ‘authorities’ he was referring to -- was it the FMSCI (Federation of Motor Sport Clubs of India) or the government? But what of the Jaypee Group, owners of the Buddh International Circuit in Greater Noida? Jaypee Sports International Ltd (JPSI) CEO and MD Sameer Gaur said, “JPSI would not like to react to media reports on F1 Indian Grand Prix not happening in 2015 as we will discuss the situation with the Formula One Management soon and we’re hopeful that things will be sorted out.” Soon after these reports, the Union Sports Ministry said it was willing to talk to the Jaypee Group. In fact the secretary (sports) even emphasised that the Jaypee Group had not approached him even once. He said, “If they had a problem they could have approached me.” Quite honestly, I agree with Vicky and Narain and do not see India hosting another F1 race, but for very different reasons. As far as Bernie is concerned, as long as he gets new countries like Russia, Azerbaijan etc, on the F1 bandwagon, why should he be bothered about India? But the Jaypee Group is also responsible for most (if not all) of the development of Greater Noida. It has also built (on a Build-Own-Transfer basis) the 165km access controlled 6-lane Jaypee Yamuna Expressway connecting Noida and Agra and the Jaypee Group owns over 4000 acres of land alongside it. Last year PTI also reported that realty firm Gaursons had bought 300 acres of land on the Yamuna Expressway in Greater Noida from Jaypee Group for over `1,500 crore (@ `5 crore an acre) to develop

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an integrated township. Gaursons India Managing Director Manoj Gaur told PTI, “The township would be in the vicinity of Jaypee group’s F1 Track!” Gaur also noted that the land is clear as Jaypee Group has taken it from the authority. Please note Manoj Gaur is the older brother of Sameer Gaur, the CEO and MD of Jaypee Sports International Ltd (JPSI). So what about the Buddh International Circuit or the BIC? Little domestic racing will take place at BIC due to the high rental cost that incidentally is decided by Sameer Gaur and the JPSI. As a result the upkeep and maintenance of the BIC will be neglected. If and when Bernie is ready to bring F1 back to India, the BIC will not be ready for the Grand Prix! In the interim, there will also be regular reports about lack of government support, high taxes and cost of maintenance and of the Jaypee Group suffering losses. A ‘business case’ will be made that building the BIC (at a cost of some `1600 crore) and bringing F1 to India was a big mistake and as a result the Jaypee Group suffered substantial financial losses. To remedy this, they are left with no option but to develop the BIC (900 acres) for other commercially viable and socially sustainable projects. RIP, the Indian F1 GP. L Bob Rupani is a pioneering Indian automobile journalist and is presently the executive editor of Auto India


Champ b y G a u rav G I ll

Like witchcraft or sorcery, left foot braking is an art that gives a driver seemingly supernatural powers

gravel surfaces was where I could really relate to altering the balance of the car under hard cornering, and how left foot braking could help pitch the car into a corner with magical ease. One of the best ways to improvise on the technique was to go through a slalom course on gravel; this was where I could feel the big changes in direction of the car under the most delicate pressure applied on the brake pedal. It took me a year or two to put it to constructive use, to complement my driving style, which started to change as I gained proficiency with left foot braking. (Only front-wheel drive cars were used in rallying then.) Left foot braking slowly became an integral part of my driving, where it got to be as natural as shifting gears. I became so accustomed to it that I began to use it wherever and whenever I could -- from turning the car into a corner and controlling the slide mid corner or even to catch a big sideways snap. It became the major factor in the overall aspect of my car control. Left foot braking also enabled me to push rally cars to the limit. I was able to cancel understeer or induce oversteer any time I wished. But it was quite a different story with monster four-wheel drive cars like the Evo X. Since they ran an active centre diff, every time you hit the brake pedal with the left foot under acceleration, it would open the centre diff lock to give you more turn-in at the front wheels, along with weight transfer while you could continue to engage the power from the rear wheels to rotate the car through tight corners. The Evo X had a very intelligent centre diff which meant an engineer could re-program the ECU according to the driver’s brake pedal inputs and accordingly the diff would ramp up its locking ability for the driver. The Skoda Fabia S2000 runs a non active diff, which means the pressure applied to the brakes has to be compared to the active diff in the Evo but being a few hundred kilos lighter it’s not a massive difference in the overall feel. Left foot braking is a technique which keeps evolving with the driver, as you become more and more aware of your own capabilities and limits. I am learning and getting faster all the time! PS: The left foot should not be used for braking on public roads as it can result in serious injury to self or others. Please practice safe driving, always. L

Left foot braking is a technique which keeps evolving with the driver

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No one really knows when or who really invented Left Foot Braking. But as far back as my memory goes, I can recall Rauno Aaltonen driving a front-wheel drive Mini Cooper in the 60s and 70s, over very fast, undulating gravel roads, and often over snow covered Scandinavian forest roads -- while displaying near perfect execution of the left foot braking technique that enabled him to hurl the car into corners at triple-digit speeds. In modern day motorsport this technique has fuelled lots of controversy and debate. The basic purpose of the left foot is to control the weight/load transfer of the vehicle under cornering and also to reduce time taken by the right foot moving from the gas pedal to the brake pedal. If not executed with utmost precision and feel, it can slow one down. But timed and executed with perfection, it can pull one out of hairy situations, and endow the driver with supreme confidence on surfaces difficult to walk over even! In the learning phase, to me the art and science of left foot braking seemed complex and intricate. On my first attempt I literally flew out of the windscreen when I applied the brakes with my left foot. The left foot is a lot less sensitive than the right one, being generally used to dump the clutch pedal only and training it is a complex process. In time I got the hang of it. Practicing on loose

@gillracing

Gaurav is India’s best rally driver and now the first Indian to win the APRC drivers title April 2014 |

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Gauging the enthusiasts’ pulse Giri coffee

Vikram Narendra showed me the article you had written about the Chikmagalur Rally and I was touched that you had mentioned us, the Coffee Barn on the Santaveri Road where you were served coffee and chocs. That was about me! I was so surprised and our little effort to get the rally boys to stop and enjoy a cup of Giri coffee was welcomed. We miss them so, as they no longer drive by and use our route. You write great articles and it’s (evo India) a lovely magazine. Do stop by next time -- it will be a pleasure to meet you.

Nalima Kariappa

Supercar orbit

Letter of the Month

Cover lover The way the evo India covers are executed… my god! Respect. I have to treat this magazine as if it is some book of religion because of that cover picture. For me, this started from the second issue which had the M5 and AMG-E on the cover. It was par excellence. Then last month’s edition, with the Porsche, sunlight and golden leaves... breathtaking. This is not a magazine which will find its way to your loo as some reading material while you do your business. It reserves a spot – heck, it reserves the VIP treatment on your coffee table. I have to come up with some furniture item, a showcase that can display the art of evo covers. These copies cannot just be stacked! Cheers to the religiousness of cover pictures!

Arshjeet Singh

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I have seen the November 2013 edition of evo India. I think the ‘greatest supercars ever made’ feature was great and I really loved it. But what I missed were two most deserving works of automotive art, the Bugatti Veyron EB 16.4 and Koenigsegg CCXR limited edition, only four of which were manufactured. They are the world’s sexiest looking and meanest machines with amazing technology. Thanks and I hope to see more of them in evo.

Debabrata Choudhury, Tripura

Through the grapevine First AE14, then the RS7, Corvette Stingray, F1 tech & it goes on… can’t ask for more, the March issue of @EvoIndiaMag rocks BHARADWAJ AGHARKAR @EvoIndiaMag looks good! You should also have included the Mercedes-Benz CLS AMG to make it more interesting SAURABH BHOLA @EvoIndiaMag can’t wait to read about that epic battle, RS7 vs M6 EVANDER FERNANDES @EvoIndiaMag @Porsche Now, I have some basic needs in my life, Roti, Kapda aur #Macan PURUSHOTTOM ABUJ Would love it if you guys had a section where we could ask our doubts about automobiles, mostly technical/ theoretical stuff and you had columnists who could give us answers. ABHINABA BASU The latest issue of @EvoIndiaMag to keep me busy on the flight to Chandigarh. VIR NAKAI

Mischief motif

Compliments of the day! “Their irrelevance makes them desirable, and their existence is something to be celebrated... there remains a shining, adolescent desire to create mischief.” These words by Nick Trott about S63 AMG-L and the XJ-R not only define the adorable ridiculousness these superpower machines translate to, but the words ‘adolescent desire to create mischief’ in a way also tells what evo is all about! Isn’t it?

A Singh

Nice to see the coffee basin being covered, it has some of the best off-road. Thanush Joseph Let’s just put it this way... if @Porsche is a precision tool then @Jaguar is a hammer. Both can do the job in different way. Manojit Bhatnagar


Watches

Watch tech

Chronographs are the driver’s choice

This month, a chronograph with F1 and WRC links, a reborn ’70s rarity and a Lamborghini-inspired curio Words: Simon de Burton

Hublot Classic Fusion Tour Auto

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Price: `8,93,325* From: hublot.com

Hublot’s automotive links already include being the official watch partner of Ferrari, and now the brand has joined forces with the organisers of the Tour Auto classic car rally, the 22nd running of which took place in April. To mark the occasion, Hublot has produced a 100-piece limited-edition chronograph called the Classic Fusion Tour Auto, which features a 45mm case and a brushed, opaline dial with satin black counters. Add a white, perforated strap and a bit of red and white detailing and you’ve got yourself a decently sporty-looking driver’s watch.

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Most evo India readers will be familiar with the function of a basic chronograph. Probably thme most popular ‘complication’ among petrolheads, chronographs feature indicators that can be stopped, started and reset at will – usually via a pair of push pieces – in order to record elapsed times without affecting the main time-keeping mechanism. More exotic variations on the theme include ‘flyback’ models and ‘split seconds’ versions. As the name implies, the former allows an indicator (invariably a seconds hand) to be stopped, reset to zero and immediately re-started with just a single press of the button. The system was originally devised for pilots who relied on highly accurate timings for navigation, and it was Longines – who supplied Charles Lindbergh with the watch he wore for his record-breaking non-stop flight from New York to Paris in 1927 – which patented the flyback mechanism around a decade later. Split seconds or ‘rattrapante’ chronographs are even more exotic, featuring a pair of hands which can be set running simultaneously with a single push of the button. Pushing the same button again will stop one of the hands (enabling the first elapsed time to be recorded) and instantly reset and start it. A second push piece stops both hands and enables them to be reset to zero simultaneously.

Breitling Bentley 6.75 Midnight Carbon

Price: `7,36,820 From: breitlingforbentley.com Breitling watches have always been a great source of tribute for iconic automobiles and marques. The Bentley 6.75 Midnight Carbon watch is a 1,000 piece limited edition watch made in tribute of Bentleys biggest engine – the 6.75 litre V8 that powers it flagship Mulsanne limousine. The midnight hued finish over the satin-brushed steel case is achieved through a carbon-based treatment. The dial has vertical stacks that offers up a peek into the movement.The self winding movement is chronometercertified by the Swiss Official Chronometer Testing Institute. Available in premium retail outlets.

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Rotary Aquaspeed Chronograph

Price: from `14,142* From: rotarywatches.com There was a time when virtually every household in Britain had a Rotary watch, as the firm was made the army’s official supplier shortly after the outbreak of the Second World War. The brand remains ubiquitous in the UK and has established a reputation for offering a massive range of inexpensive watches for ridiculously little money. This new version of the Aquaspeed features a quartzpowered chronograph with a rotatable bezel, luminous hands and hour markers and a choice of steel or PVD gold finishes. Not strictly a driver’s watch, but at `16,178*, who’s counting?

Now & Then

* Excluding customs and duties

NOW

Vogard Racing Edition Worn by: Adrian Sutil

Former Force India F1 driver Adrian Sutil teamed with innovative watch brand Vogard just before the 2013 F1 season kicked off. Sutil sports the Racing Edition version of the ingenious Vogard time zone watch, which can be toggled between time zones, which is marked with the names of 24 race circuits.

THEN

Omega Speedmaster Worn by: Michael Schumacher Michael Schumacher was an Omega man during his glory years after becoming its brand ambassador in 1995. At least seven Speedmaster Schumacher special editions were made over ten years, the best being the original red- or yellow-dialled versions; one of the latter that he owned fetched `36,62,882* at auction in 2007. April 2014 |

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Convertible Special

Test location: Imperial Palace, Royal Palms, Mumbai

Let’s face it: drop-tops are impossibly impractical to own and drive in India. No sooner have you regaled traffic with the pageantry of a motorised roof than you’ve got dust, spittle and bird poop in the cabin, and possibly in your hair. Nevertheless, there’s something about a car open to the skies that captivates. Just look around at the irresponsible late evening joyriders with their kids sticking through the sunroofs of their diesel sedans. Convertibles are no longer an experiment for manufacturers, and most luxury marques have a representative in their India line-up. evo took six of them out for a drive and found a lot to love, like or just L-O-L about

SUMMERTIME

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Convertible Special: BMW Z4 sDrive35i

Words by a n i ru d d h a r a n g n e k a r P h o t o g r a p h y by g au r av s t h o m b r e

Your induction into the world of open-top motoring starts here!

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There's something special about the purity of a roadster. The simplicity of that direct connection between car and driver; no extra seats, no gadgetry, nothing to distract you from the sole purpose of looking good and driving fast. BMW has for long made machines that embody its ‘Ultimate Driving Machine’ credo, although some of its more recent products have been suggestive of a softer side. But this Z4, recently facelifted, is old school BMW – thrilling to drive, stylish, a straight-six under the long hood and firm enough to rattle your fillings loose. It also marks the entry point into the world of roadsters – convertibles to be technically correct. Once upon a time there was the San Storm and your local chop-shop that could make a convertible out of any car you want (there’s a chopped dolphin-nose Honda City we’ve seen lurking near our office) but if you don't want to be laughed out of the park the Z4 is where your open-top thrills begin. And thrills is the right word. The straightsix, a BMW trademark, is turbo-charged yet loses none of its eagerness to rev nor its aural character. In fact above 6000rpm it really starts to wail, making a genuine attempt at sounding like a racing car. Use the paddles of the 7-speed twin-clutch DCT gearbox and there's a lovely pop and burble from the exhaust as the engine electronics do clever things with both the shifting and the exhaust symphony. Slide the roof down, work the paddles and the Z4 sings in response; find the right road and it gets a proper move on too. With 306bhp courtesy the twin turbos the Z4 is quick enough, 0-100kmph taking 5.8 seconds and topping out at 250kmph. Even though it is turbo-charged there’s nary any turbo lag and throttle responses are instant with predictable power delivery. There are moments when you do feel the spike in the torque curve and the

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Convertible Special: Mercedes-Benz SLK 55 AMG

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WORDS by a b h ay v e r m a | P h o t o g r a p h Y by g au r av S T h o m b r e

a-M-whee! The baby AMG it may be, but the SLK 55 is a sensory experience nonetheless

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F-hype WORDS by H e n ry C at ch p o l e

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The smaller-engined F-type V6 S takes on its key rival: the entry-level drop‑top 911 p ho t o g r a p h y by D EAN S M I T H


Convertible Special: F-type V6 S v 911

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Those first few miles, when everything is new and vying for your attention, they are some of my favourite miles in any car. The richness of the experience as you try to take it all in is almost overwhelming. The ride that’s firmer than you were expecting as you potter through a village. The switches and paddles that are curiously rubbery to the touch as you adjust the heating and play with the gearbox. The blaring exhaust note that has something of the sharp-edged hollowness of a modern Ferrari as you accelerate down on to a dual carriageway. These sensations all come tumbling out at you, filling up the newly created folder marked ‘F-type’ in the hard-drive of your mind. Of course, you absorb it all even more greedily when you’ve been anticipating the moment for as long as this. Remember the first

F-type concept that got everyone salivating, the one with the wraparound windscreen? That was 13 years ago, which is a hell of a gestation period by anyone’s reckoning. The only thing likely to be greeted with greater national expectation and curiosity this year is a small bundle of noise that will be christened Windsor (and sadly, I don’t mean Ford is bringing out a new small-block V8). Anyway, as we head across to North Wales, the F-type’s cabin definitely feels like a special place to be. You sit higher than you might think, and yet you feel snug thanks to the high shoulder-line of the doors, and the big central tunnel with its flying buttress of a grab handle sweeping out from the dash. I like the small copper-coloured (‘Ignis’ on the Jag colour chart) highlights too, drawing your eyes magpie-like to the paddles and starter button. I can also confidently say, having tried a wide

range of heated seats, that the Jaguar’s buckets are the hottest around – level three is only to be tried by those with an asbestos arse. The sole disappointment in the cabin is that the steering wheel, while a nice size and shape, has a bit of BMW Syndrome about it, with a slightly chunky, padded feel in your hands. Look in the rear-view mirror as you hit 100kmph and you’ll see the rear wing rise up out of the bootlid, with the famous silver leaper gleaming in the sunshine. And just beyond that is the distinctive snout of a 911. While the latest generation of rear-engined Porsche might not be our favourite in the 50-year lineage, it is undoubtedly the current dynamic benchmark that the Jaguar must square up to. In terms of grunt the 911 is also playing catch up, its 3.4-litre flat-six some 30bhp down on the F-type’s 375bhp 3-litre motor, while the V6’s supercharger means the gulf between the April 2014 |

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Convertible Special: Ferrari California

switch off traction control and one will revel in the opportunities afforded by a powerful front-mounted engine driving the rear wheels Above: Paul Ricard’s large run-off areas make it the ideal place to acclimatise to a valuable historic. Left: Meaden (right) gleans driving tips from ownerdriver Tim Summers

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feels like at the start of a race, or rather felt like back in the day when F1 engines were naturally aspirated. A shame then that the next California (page 12) will move to turbo-charging. On the other hand the California loses the questionable lines, incorporating a lot of the F12’s cues to make for a less, well, feminine car. Unlike the car we have here, the next California looks good, doesn’t have to make excuses for looking the way it does. I suspect, or well we can take it for granted, that the new California will take a huge step forward dynamically. Carving up the hills here in Goregaon I’m at a slight loss to recommend what needs improving. The steering feels perfectly weighted and rather easy on the arms (for what is a near-supercar), the twin-clutch automatic gearbox works like a charm, and though you can feel the body leaning on its outside dampers when pushed hard round corners the California boasts of a formidably well-sorted suspension and a stiff body structure that doesn’t shake or shimmy even on Mumbai’s roads. There’s a fluency to the handling and a Grand Tourer make up to its character that in the real world, on the roads cutting through the Aarey milk colony, makes for a car that actually rides rather well. Like a dream, if you keep things in perspective. Where the Z4 needs to be slowed to walking pace, the F-type driver grimaces in pain, the California, with the suspension in

Comfort mode, smothers dips and ruts. This is no S-Class but for a car capable of speeds that border on the insane it has a day-to-day usability that’s unprecedented in a car of this genre. Switch to Sport mode and the California gets sharper, more intense. And switch off traction control and one will revel in the opportunities afforded by a powerful front-mounted engine driving the rear wheels. Inside the retro-themed California is lovely though definitely showing its age with that silver-finish for the audio system and the rather bare-bones steering wheel. But the DaytonaApril 2014 |

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Convertible Special: Bentley Continental GTC V8 S

four play

New V8 S models bring very real improvements to the overall driving experience, making them the best of the Continental GTs – W12s included WORDS by n i c k t ro t t | P h o t o g r a p h Y by p e t e g i b so n

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I

I f B E N T L E Y ’S R A N G E of Continental convertible models were priced according to dynamic excellence and not the number of cylinders under the bonnet, the V8 would cost `3.35 crore and the W12 `3 crore. In reality, you need to swap those prices around to reveal the truth. The W12-engined GTC costs `35 lakh more than the more agile, more communicative, better-balanced, better-sounding and more driveable GTC V8. Does the V8 outsell it in the UK, then? No. The W12 version accounts for approximately 60 per cent of sales. According to Bentley there are two reasons for this. The official one is that customers tend to be seduced by the ultimate configuration: the draw of 12 cylinders cannot be underestimated, we’re told. The unofficial one is that potential customers find the V8 model lacking in attitude. It is a safe and sensible option, but this, it seems, can be a turn-off. The Continental GT V8 S Convertible, a harder-edged, more powerful, quicker and more focused car than the standard V8, is in part a response to this. And perhaps tellingly, it will cost more than the W12 soft-top… The basic engine remains the same as the standard V8: a compact and cleverly engineered 4-litre with two turbos within the valley and a cylinder-cut that imperceptibly switches the engine to a V4 when cruising. Power is up 21bhp over the V8 model to 521, torque rises 205Nm to 680 (from just 1700rpm), and acceleration improves. Indeed, at 4.7sec (0.3sec quicker than the V8), the S sprints to 100kmph as quickly as the W12. Top speed is up 7kmph to 308. The eight-speed ZF automatic transmission remains arguably the best of its breed. Lowspeed manoeuvring is effortless and switching to manual mode results in sharp, punchy shifts. The S model also holds on to its gears for longer. Outside, there’s a new front splitter, a new rear diffuser and a set of side skirts, all in Beluga Black and all conspiring to reduce lift and improve overall high-speed stability. The chassis has received the greatest attention, however, with 10mm chopped from the ride height, spring rates increased by 45 per cent at the front and 33 per cent at the rear, and the rear anti-roll bar stiffened by 54 per cent. Bush stiffness is also improved, the continuous damping system has been recalibrated and the stability control has been relaxed. Those expecting the S to feel something like a 911 GT3 will be disappointed. The improvements are subtle and in terms of outright engine performance they’re virtually undetectable. Nonetheless, the signature wallop of torque remains impressive and the April 2014 |

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Koenigsegg One:1

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EQUALISER

THE

WORDS by J E T H RO B OV I N G D O N P H O T O G R A P H Y by PAU L H A R M E R

Christian von Koenigsegg’s riposte to the latest hybrid hypercars is to make the first ever production car with one megawatt of power April 2014 |

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McLaren P1

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P1 fl ame on!

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 D E A N S M I T H

It’s been a long, agonising wait, but finally the time has arrived to find out what McLaren’s 903bhp hybrid hypercar, the P1, is like to drive. Can it live up to the promises?

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McLaren P1

Above: The wheel every petrolhead wants to be behind right now. Right: Signature dihedral doors present and correct

You’ve read the development stories, watched the Nürburgring video, pondered the mystery of its ‘sub-7 minute’ lap time, seen the Top Gear segment and perhaps even driven it in Forza 5, but none of this prepares you for the moment you finally get your audience with the McLaren P1. Confidence is often confused with arrogance, especially when you’re McLaren, but claiming you’ve built ‘the best drivers’ car in the world on road and track’ is punchy to say the least. Uncharacteristically emotional too, considering McLaren’s other current model, the 12C, trades so heavily on its savant-like empirical superiority, yet lacks the emotional connection that all the greatest drivers’ cars have in abundance. By putting the ‘hype’ into ‘hypercar’ with that ballsy mission statement, McLaren has ensured even the P1’s claimed 600kg of downforce is nothing compared to the weight of expectation that sits squarely on its shoulders. Only a truly miraculous driving experience will deliver on that unequivocal promise. Things get off to the best possible start when ‘our’ P1 splashes through the puddles and arrives outside the Viceroy Yas Marina hotel. Yes, we’ve flown to Abu Dhabi and yes, it’s bloody raining, but any disgruntlement at the rotten weather in this (allegedly) desert state evaporates in the presence of this truly jaw-dropping machine. Black with a hint of purple, with dark graphite wheels and exposed carbon highlights, it brings a sinister slice of Gotham City to Yas Island’s sci-fi backdrop. Looking at its sculptured form is like trying to learn a new language, as your eyes struggle to interpret the lines and how they manage the flow of air over, into, out of and under the car. It looks like nothing else for good reason, for in aerodynamic terms it performs like nothing else. Reconciling the conflicting demands of generating that famed 600kg of Race-mode downforce with less drag than the 12C in Road mode, not to mention feeding and cooling a hybrid powertrain good for 900bhp, must have been a monumental challenge. That it’s been met with such an expressive and original shape suggests that, when executed to the nth degree, there’s truth in the hackneyed ‘form follows function’ marketing mantra. Reach into the hungry air intake slot that slices into the top of the swooping flanks and you’ll find the release button for the dihedral door. Press it and the door swings up and out like an insect’s wing. Unlike on the 12C, there’s lots of exposed carbon. The big, chunky weave of the sill section looks just like that of an F1 car’s tub, while the more familiar fine weave of the body panels hints at the mix of materials (six different types of carbon alone) used in the P1. Getting

Y

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Hennessey Venom GT

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 D e a n S m i t h

Can a go-it-alone Texan car maker really take on the hypercar establishment? We try the 1244bhp Hennessey Venom and find out

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Alacrity Academy Words by t u s h a r b u r m a n P h o t o g r a p h y by j at i n k a k k a r

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AMG Driving Academy

Those who can, do and those who can’t, teach. Or so the saying goes. It was certainly least evident at the AMG Driving Academy Mercedes-Benz and evo India organised for 10 lucky readers – winners of our subscriber contest. Our instructor for the day was Norman Simon, an accomplished former racer in a swathe of international series, including Formula Ford, BTCC and the Japanese Super GT series. Norman would prove to be a very patient man over the day, particularly when dealing with varying skill levels and temperaments among our participants. There were those of us who were complete rookies, and others who drove supercars on a daily basis. Several had significant track time under their belts. Notch one up for living in a city with an F1 circuit nearby. April 2014 |

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Mahindra Great Escape

footloose among the

dunes

The annual jamboree that let Mahindra off-roaders loose amidst the sands of Pushkar, Rasjasthan Wo r d s by t u s h a r b u r m a n

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The 2014 schedule of the Mahindra Great Escape programs started with a bang, quite literally. Held in Pushkar for the first time, my compatriots and I were flown into Jaipur and driven down to Pushkar – a two-and-a-halfhour ride. Our cabs were all Mahindras, of course, but some were in better shape than the others. The literal bang turned out to be a blown tyre, handled admirably, with limited drama by the Xylo I shared with three other journalists. A small taste of what was to come in the days ahead. The by-invitation-only Great Escape is not a particularly hardcore event, nor is it supposed to be. It's an annual get-together of Mahindra's loyal and key clients, business associates and friends in the media. A chance to schmooze and booze and have a jolly good time with the odd off-road stint. The event is always well-attended and often by many of the same people. I spoke to several who had been coming for four or five years – journalists, dealers, clients. This being my first, I was impressed by the organisation and general polish of the show, in its 109th edition. Pushkar was an interesting choice for this year's Escape. We were part of an extended batch of guests from India and elsewhere, so the location certainly has tourist credentials. Our stop for lunch on the drive from Jaipur airport was like stepping into the trailer for Best Exotic Marigold Hotel, except all the Dev Patels were separated from the elderly/paryataks/ from abroad by a different buffet line-up. Just as well, in retrospect; bland food is not our way. This part of Rajasthan, being as popular as it is, feels a little like a theme park. The pastel shades, mustachioed gatekeepers and

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Pushkar was an interesting choice for this year’s Escape, a location with valid tourist credentials April 2014 |

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More price cuts

Excise cuts have trickled down to motorcycles, with Bajaj slashing prices of the 200 and 390 Duke to `1.31 lakh and `1.81 lakh respectively. Ninja 300 drops to `3.9 lakh and 650 to `4.92 lakh.

News snippets News, new metal, investigations, interviews, technology and more…

Hero MotoCorp launches Splendor iSmart First motorcycle in India with stop-start technology

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Start/stop technology has been a staple for many of the larger cars on our roads in a bid to increase fuel efficiency and decrease CO2 emissions. Hero MotoCorp has incorporated this technology into their Splendor iSmart motorcycle, making it the first production motorcycle in India and likely the world to sport this tech. First showcased at the 2014 Auto Expo, Hero calls their system ‘i3S Technology’. The 100cc iSmart motorcycle will be available in Sports Red, Leaf Green, Excellent Blue and Heavy Grey and will be priced at `47,250 (ex-showroom Delhi), `49,967 (ex-showroom Mumbai),

`48,192 (ex-showroom Chennai), `48,549 (ex-showroom Kolkata) and `48,014 (ex-showroom Bangalore). The Splendor’s 100cc single-cylinder air-cooled engine develops 7bhp at 7500rpm and 8Nm of torque at 4500rpm and helped by its new start/stop system, is claimed to deliver significantly better fuel economy. The system comes into play when the motorbike is at a halt and can be disengaged by a press of the clutch in neutral. The ‘i3S Technology’ will probably make for better mileage in congested city conditions where traffic is at a stand-still for extended periods, especially during office hours. L

Discover 125 launched

More features for a price lower than rivals

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Bajaj has launched the 2014 version of its Discover 125 for `48,000 (ex-showroom Delhi). The new motorcycle produces 11.5bhp of power and 10.8Nm of torque at 6000rpm. Compared to bikes in the same segment, the Discover 125 is more powerful and is host to better technology with Nitrox gas-charged suspensions and an optional upgrade to a large 200mm front petal disc, replacing the 130mm drum that comes as standard. The new motorcycle also features Bajaj’s patented DTS-i

technology which helps fuel economy – a class-leading 76kmpl, claims Bajaj. The new Discover 125 makes for an appealing package in its segment with more power and features compared to rivals, as well as options of 6 attractive colours. With the Discover 125, Bajaj continues its segment-busting strategy of throwing in more features than the competition at a price from a lower segment. We’d love to see this applied to more safety-related technology such as ABS and better tyres – both of which Bajaj supplies on its higher segment motorcycles. L

Yamaha India recalls YZF-R1 over coupling issues

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Yamaha India has issued a recall of its flagship superbike, the YZF-R1. The recall is due to a fault in the lead coupler in the headlight that causes overheating and

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melts the assembly, which could lead to a possible short-circuit. Affected motorcycles are manufactured between October 2008 and August 2013. Yamaha will replace faulty parts free of cost on concerned bikes. L


Kinetic sells final stake

Kinetic Engineering have sold their remaining 20 per cent stake in Mahindra 2 Wheelers to Samena Capital for `180 crore.

emergency brakes

Russian firm Chak Motors has developed a radar-based predictive Emergency Braking System

for bikes. The system warns the rider if he gets too close to the vehicle ahead by flashing a light on the dash followed by vibrating the handlebars. If the rider does not

respond even after this, the system applies the brakes progressively to avoid a collision. They claim their Molot, based on a Honda CBR1000RR is the safest motorcycle in the world.

Interview by: Sirish Chandran

“If there is a 125cc that needs to be launched in India, I want it to be completely designed and engineered for India, ideally in India” In conversation with DSK Hyosung chairman Shirish Kulkarni SC: How has the journey with Hyosung been so far? SK: The market has been good and we’ve got extraordinary orders. I expected a good response from the market but this was a little too much: 275 bookings already (for the Aquila 250). For us, that number is really large. This number is something we couldn’t even achieve with the GD250. So despite the market being slow, getting these orders shows that there is a serious gap in products and what the market is leaning towards today. We are very happy with this. We couldn’t predict demand, so we are short on stock. We are resuming deliveries from the first week of April, so it shouldn’t be a problem.

which was a 125cc. That was too underpowered for a cruiser frankly, and too small. Obviously, the market demands more so this has definitely been a good sign for us. I think there could be space for two or three more competitors in the same range. We could look at having another cruiser in the 250cc segment. The result could be more opportunities, ideas and maybe a larger product line-up. You never know. For the past two years, we have basically been selling what we had, banking on what we had in 2011. I think it is good that the (Aquila) launch got delayed for whatever reasons there were. 2014 has started in a good way; in a much better manner than 2013.

SC: What are the delivery times? SK: We have already delivered about 80 bikes so the next lot should be out soon. The waiting period right now is about a month to a month and a half. Hence, some of the units should arrive by end of next week. As there’s some time taken to assemble and ship them out, deliveries will commence by the first week of April. Hopefully by the end of May, we should have supply matched to demand. The waiting period should reduce to not more than a week.

SC: Are you getting a lot of support from Hyosung — for instance, right now bikes aren’t engineered or designed for India. Will that come into play? SK: No, let me correct you. They are definitely not engineered for India but if you see the requirements in terms of the paints, corrosion issues that we had right at the beginning, all have been addressed. Now, whenever painting happens, we make sure that it happens according to Indian conditions and now we don’t have any issues. I wouldn’t say that the product is country-specific, but Hyosung have definitely tweaked their manufacturing methods in order to match Indian requirements. They have given us a lot of support. Even internally, we are making sure that we are aware of everything that is happening and we take whatever concerns that come up on priority and

SC: Do you see that the market has a definite preference for cruisers, at least for your product line? SK: Yes. What we’ve realised is that people require something that is in the 250 bracket. If you look at the competition, they’ve either got something above 350 or nothing at all. Yamaha only had that one bike

address them at our end. Then, we look for a solution at the manufacturer stage because for them also, making changes is not easy. With global supply it becomes hard for them to exactly identify the problem. A root cause analysis needs to be carried out. My team is really good at that; we manage to get a lot of things straight and help S&T. It helps rectify a lot of problems. SC: In the days to come, will you identify an opportunity or a segment here and will you have bikes designed for that market or that segment for India? SK: Frankly, I am looking to get into the 125cc segment with the same idea. I have already put this through to S&T. If there is a 125cc that needs to be launched in India, I want it to be completely designed and engineered for India, ideally in India. The best they can do is give me a chassis design and the engine, that’s it. The rest, I’ll do on my own. We have already started some work on that basic idea and whether or not we can achieve it. It seems possible. Any time in the next two or three years, there might be a completely new product specifically for India and maybe even for export. SC: Are you looking at setting up an R&D team here? SK: It is a difficult question to answer; R&D requires a lot of things. But I don’t want to call it R&D; I would rather say that the existing people — looking at one particular project and making sure that is a success — will become the R&D. Explore new technologies and move on to larger things. L

Top to bottom: DSK Hyosung Chairman Shirish Kulkarni took over the reins of Hyosung in India in 2012, and the firm has launched two new motorcycles apart from updating two others. Based on demand DSK Hyosung also launched a limited edition of the GT250R. Shirish also launched the Aquila 250 in DSK Hyosung’s first ever appearance at the Auto Expo. April 2014 |

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Great Expectations The first ever made-in-India-for-India Harley-Davidson is here. Will it live up to expectations? Wo r d s by a b h ay v e r m a | P h o t o g r a p h y by g au r av s t h o m b r e

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Harley Davidson Street 750

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Harley-Davidson Street 750

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the Street 750 is a Harley in every sense, and has the solid metallic feel Harleys are known for

for. The only eyesores to me were the rubber bellows on the front forks and the saree guards, bafflingly, on either side. Fit levels are similar to other Harleys, though the finishing on some of the cast iron parts and weld joints in certain places should have been better. The engine has been the talking point, with the biggest query being that with a displacement of ‘just’ 749cc, will the Street deliver the Harley experience? This is an all-new V-twin engine dubbed the Revolution-X, and one of the only Harleys to get liquid-cooling after the Night Rod and the Project Rushmore bikes, signalling a move away from the age-old air-cooled engines. As always, H-D hasn’t revealed the power output, though peak torque produced is 65Nm at 4000rpm. Tractor-like torque outputs headline Harley-Davidsons, and as I swung a leg over I had two questions in mind – how will the bike sound and how will engine perform? The former will disappoint you. There’s no ground shaking potato-potato; instead it sounds like a refined and muted Japanese twin. The optional Screamin’ Eagle exhaust will probably be hugely popular but, while increasing decibels, I doubt it’ll offer that characteristic Harley rumble. First gear engages with a solid clunk – typically Harley this – and getting off the line is really easy thanks to a light clutch. As soon as I started riding, I realised that at 5’11”, I am a tad large for the Street 750, with my thighs above the fuel tank. Understandable, as the motorcycle is aimed at shorter riders. The seat is comfortable and accommodating, but the footpegs could have been slightly more forward-set. The handlebar was comfortable to reach, and apart from the tank feeling small, I didn’t feel out of place on the bike. The pillion seat though, is just about enough to seat a petite companion; those of normal size will feel very cramped there. The engine feels responsive and eager to rev, which came as a bit of a surprise and in comparison to some of its siblings, extremely refined too. It feels smooth, and despite the lack of the Harley sound, it offers the characteristic Harley torquey feel on the go. The torque output of 65Nm is just 5Nm lower than the SuperLow/ Iron 883 but consider this – kerb weight for the Street 750 is 218kg, whereas the SuperLow tips the scales at 255kg, which means Street 750 is certainly quicker on paper. On the road too, the bike pulls cleanly all through the rev band with barely any vibration. The lack of a tachometer had me hit the rev limiter in the first two gears initially, and I must add that the quick-revving nature will surprise many. It bears repeating -- the engine feels like a Japanese unit in its refinement and smoothness – which is a very good thing. It feels April 2014 |

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Racing snippets Round-up of this month’s national motorsport happenings

IML kicks off

Team Kovai Singam won the first ever round of the Motorcycle Endurance League held in Coimbatore. Delhi Dragonz and Hyderabad High Riders finished second and third respectively in the 90-minute endurance race.

Mega melee! The 2014 edition of the BajaSAE India was the biggest and most thrilling yet

Hitting the apex B y A b h a y Ve r m a

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I’ve had my share of racing simulators, but I never thought how important they could be in actual racing. Meeting Spaniard Lucas Ordonez, winner of the first Nissan GT Academy was what truly gave me an insight into how crucial simulation in motorsport is today. Lucas won the GT Academy after gaming online for just three months, racing against some of the best gamers across the globe. This entitled him to a week’s training at Silverstone, including fitness and driving tests. Following tests and subsequent ‘real’ racing in the UK he got to race in the 24 Hours of Dubai where he even scored a class win this year. He says simulators help drivers train their minds, concentrate better, improve reflexes and manage traffic by simulating race conditions sitting in a room. F1 teams, tyre manufacturers, private teams all use simulators to develop their cars without having to spend millions on renting race tracks, fuel, tyres, transportation etc. For instance, Red Bull Racing has test drivers at the Milton Keynes factory every Friday doing hundreds of virtual laps on the circuit Sebastian Vettel is lapping for real. Engineers at the track connect with those in the factory giving the exact set-up and track conditions to simulate. Hours after Vettel finishes his one-hour practice on track, a test driver is still at work on the simulator trying to offer the best set-up. It’s amazing how much virtual racing is affecting the real action. And with programs like the Nissan GT Academy amateur gamers too can live their dream of racing professionally. Makes me think I should’ve spent more time gaming during my formative years! L @Abhay_V

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Abhay is evo India’s assistant managing editor and is of an avid go-faster species

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The Baja SAE INDIA has turned into an annual Mecca of sorts, evolving into a veritable platform for engineering students who build their version of a rugged, single seater off-road vehicle meant for recreational purposes. Mahindra, the title sponsors of the event since 2012 even have plans to make it international next year to help raise the level of competition and bring out the best from our budding engineers. The number of competing colleges has risen steadily, and a record 125 colleges made it to this year’s final list of the 325 entries that poured in. The action at the NATRAX test facility

at Pithampur near Indore was proof of the students’ efforts to ensure their buggies passed gruelling tests like a 26-degree hill climb, acceleration, braking, maneuverability, apart from an additional suspension and traction course that was added this year, to make it to the starting grid for the grand finale – the four-hour endurance race that was held on Sunday. Based on the results of the tests, Team Nemesis from Pune’s College of Engineering (COEP) took pole position for the endurance race. The COEP buggy proved to be a cut above the rest, darting ahead at the start and maintaining a steady lead thereafter, even as there were

breakdowns all over the track. The only spanner in the works for the Pune-based team was an incident with another buggy which had them out of action for some time as their buggy limped back to the pits for repairs. They rejoined after a while but by then the team from Sant Longowal Institute of Engineering and Technology, Punjab had taken the lead, and eventually went on to win the race. However GS Racers from SGSITS, Indore emerged overall champions having scored the maximum points over the weekend, the COEP lads were forced to contend with second place overall, while Team Kshatriya from the Vellore Institute of Technology finished third overall. L


recognising the Champions

The FMSCI rewarded the best of racing talent from 2013. Amittrajit Ghosh won the overall INRC champion award, while Suhem MK was crowned JINRC champion.

Ashwin Sundar won the Formula 1600 class championship title, and N Leelakrishnan and Feroze Khan the ITC and IJTC respectively. National karting champions were awarded too - Pradyuman Danigond (Micro Max), Krishnaraaj Mahadik (Junior Max) and Vishnu Prasad

(Senior Max). Karthick Maruthi won the 2013 National TSD Rally Championship, while K Jagan won the 165cc open class bike championship and KP Arvind the National Supercross Championship for Foreign Open class up to 500cc bikes.

Apart from these Gautam Singhania, MD, Raymond Group awarded Vishnu Prasad the ‘Most Promising Motorsport Man of the Year’ award for winning the JK Racing India Series and Rotax National Karting Championship.

Rolling thunder Truck Racing is all set to go Words: Akshay Gupta

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A MAMMOTH 6.5-LITRE, inline 8-cylinder diesel engine rumbles underneath my six-foot high perch, as we are doing 70kmph, which — let me tell you — is breakneck pace in this 7-ton behemoth. I’m riding shotgun at the Buddh International Circuit and quaking in my boots watching the driver toggle the massive gear lever to and fro with swift and cool aplomb. Speeds are nothing to write home about but there is a certain something about this experience that is as outlandish as it is exciting. The Tata Prima race truck produces 380bhp and a torrential 1550Nm of torque. Power is sent to the rear wheels via an eight-speed gearbox and a locked differential sending equal amounts of power to both rear wheels. A recipe for hooliganism? FMSCI Homologation Committee Chairman Gopal Madhavan told me, “The British Truck Racing Association doesn’t allow use of Limited Slip Differentials and an Open Differential would be pointless.” I can certainly imagine the behemoth kicking its tail out at corner exits. We did go

sideways on the last corner, and though less thrilling than expected, I’m sure it looked spectacular. The race truck’s top speed of 110kmph isn’t much, G-forces are negligible and acceleration far less than scary. But the prospect of watching a bunch of full-sized trucks braking for turn 4 at the BIC, three or four abreast does sound interesting. What’s more, I could spot apexes from a mile off, so there’s no such thing as a blind corner for truck racers. It reminded me of how much more difficult spotting apexes was in my relatively tiny Toyota EMR racecar. What’s more, watching really large trucks jostling for space around corners and executing overtaking maneuvers after planning moves well in advance should be exciting and extremely entertaining! Tata Motors have developed a new brake cooling system that is awaiting a patent, to endure the brutality of race conditions. In Europe, races have trucks from various manufacturers, but in India the series will be based on the one-make racing format. Race trucks there make about 1000bhp, and Tata

Above: Interiors are stripped to the bare minimum except for bucket seats and roll cage for safety. Left: Racing slicks for trucks in India developed in-house by JK Tyre are a first

Motors intends to up power outputs significantly next year, apart from mounting the engine behind the cabin for better weight distribution. At the end of the year, Tata Motors’ truck fleet owners and drivers will be invited for next year’s driver selection process, and handpicked drivers will be trained for racing next year. A world-class truck racing series with

homegrown drivers is a prospect to look forward to. And what the behemoth racers lack in speed and moves, they make up for with their imposing dimensions. By the time you read this, twelve international drivers divided into six teams will have gone flat-out in the first round to be held at the BIC. The second and final round will be held at the MMRT, Chennai. L

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Living with evo’s long-term test cars The Range Rover has turned into a low rider, the Elantra has gone back, the CR-V is the new workhorse and the garage is overflowing with Duke 390s

Range Rover

Our lofty Rangie has turned into a low rider

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One of the joys of driving a Range Rover is that king of the world feeling, perched high over the road, towering over your subjects, isolated from everything the world has to throw at you. One of the most frustrating bits about owning a Range Rover is the amount of time spent in the workshop getting her to run properly. A couple of weeks back, our Range Rover decided to start acting up again. The suspension would go flat after about two kilometres of driving and the suspension warning light would come on,

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with a message warning you not to exceed 50kmph. With something as good as the Range Rover it isn’t easy to find fault, but when something does go wrong it usually means a big hole in the pocket. A few months back both the turbos packed up and now the shocks have gone bust. Did I mention that this was not the first time this has happened? The last time, we were forced to drive back to Pune from Mumbai at 50kmph, in the night, at risk of damaging the car (there’s hardly any ground clearance when the shocks go AWOL). Luckily, this time it happened on the way home from the office and we could send it to the workshop to have the problem sorted. Meanwhile, as you can see from

the pictures, we’ve shod the Rangie with a set of Vredestein tyres and while they’ve improved the Rangie dynamically (and by a big margin) they also look superb. We did a quick

Driver’s log Date acquired Total mileage Mileage this month Costs this month kmpl this month

Sep 2007 1,15,820km 400km Big figure due 6.5

trip from Pune to Kolhapur and she felt more stable, less floaty and more resistant to understeer while not compromising on ride quality - that one aspect that makes the Rangie utterly unflappable at whatever speed and whatever the road. Now we wait for the new front damper parts to arrive (which is only going cost us as much as a second hand Swift) and get the SUV back on the road. While he’s at it, Byram is also putting some carbon fibre trim on the SUV which has got me far more excited than I should be. It’s also giving me time to ponder over how much we must love this car that we spend more on her than most men would spend on their families through their lifetime... L Rohan Pawar (@rohanpawar)


Hyundai Elantra

END OF TERM

Hyundai Elantra We bid adieu to our Korean workhorse

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After a very short stint in the fleet- just four months-the Elantra has gone back to the Chennai plant (year end stock taking, we think). We got our hands on the car in early December, just the season when you don’t need one of the most interesting features on the car - the front seat coolers. It also had the petrol engine and manual gearbox, not exactly the specs most buyers opt for considering diesels rule in this segment. Not a worry though, since a petrol engine is slightly better suited for enthusiastic driving. The editor got the first taste of the car and, while he never used the word sporty, the compliant suspension and comfortable seats actually saw him park the Evo and use the Elantra for drives up to our farm-cum-rallytest-track outside Pune on many

occasions. And that set the tone for the months to come. Hyundai are known for making great city cars, but the most surprising factors of the Elantra were the common impressions of this car’s highway ability, as everybody in our office regularly took it out for long excursions. The compliant ride, lots of space, the light steering all made the Elantra a desirable road-trip car. Praise was sprinkled evenly on the smart interior that most felt was well-appointed and the epitome of understated luxury. We found the instrument panel easy to read and the radio and climate controls simple to use, although you could complain that the centre-stack buttons and dials are a bit out of reach. The only flaw you could really pinpoint on the car is that it’s not very exciting to drive. It’s not that we disliked this car because of its lack of entertainment value, but rather

The compliant ride, lots of space, the light steering all made the Elantra a desirable road-trip car

that it didn’t inspire in us the sporty enthusiasm that we were hoping for. Hyundai has long been associated with building practical, comfortable, often powerful, and safe cars, but not sporty ones. And unfortunately, the Elantra while extremely comfortable and practical, is not something you’d wake up in the middle of the night to go out for a drive in. Over the months, we experienced zero mechanical trouble or interior maladies. In short, nothing went wrong with this very modern car. Aside from a tinny sounding stereo, complaints were few. With a car as sorted as this one, some of us were reduced to hunting for faults. Byram and I found the seats to be numbing on a long drive; but that could have been down to the fact that we had travelled back sixteen hours non-stop, after our north-east adventure, after which you complain about everything. Another problem was programming the radio, which continually skipped the desired station. The engine proved to be adequately powerful for most drives and with the sixth gear, it delivered good fuel

efficiency as well. Just the gearbox could be a little slicker in action. And the suspension, while okay at moderate speeds, tends to lose composure at speed and starts to wallow and bounce about on undulating highways. Allied to the feedback-bereft steering it meant the Elantra was never pushed hard.

Driver’s log Date acquired Total mileage Mileage this month Costs this month kmpl this month

Dec 2013 9,256km 1,500km Nil 11.5

Overall, we found the Elantra’s nature to be one of appeasement. It’s a car that gets taken for granted, and it never wants to be the source of any unseemly excitement. It is reliable and competent transportation that did just about everything extremely well. It simply kept going and going with not so much as a squeak or rattle. No wonder it’s a best-seller. L Aniruddha Rangnekar (@aniruddha_ar) April 2014 |

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Tried & Tested Knowledge Suunto Ambit2 GPS watch ` 50,957 amazon.in The AMBIT2 is a follow-up to the previous generation AMBIT watch. The key differentiator to the watch from its predecessor is the new multi-sport functionality, which allows users to switch modes on the fly. Fitting in a market where it competes with watches in the same category, the Suunto raises the bar with its extended 15-day battery life and faster GPS coordinates lock compared to its rivals. The AMBIT is more accurate too, with its Ultra tracking feature, it triangulates and refreshes GPS coordinates with a user adjustable time intervals from every second to 60 seconds. The AMBIT2 also features an ability to connect to the Internet via a computer and download multiple apps bringing unlimited customisation options to the watch. Ergonomically, the watch is slightly uncomfortable to wear

The best motoring products, put through their paces by the evo team as its large Barometer hangs out on the bottom side of the watch making it tilt away from the user’s wrist. The AMBIT2 is also fully computer and internet dependent, which could be a hassle at times, as it needs to be connected to a computer with an active Internet connection to change settings and transfer the recorded data. Transferring data from the watch is also slow and cumbersome as the load times can go upto 3-4 minutes on a decently fast Internet connection. Oveall AMBIT2 presents huge improvements in features over its competion backed with a strong battery life, unfortunatly for a hefty pricetag. Bhuvan Chowdhary

Powertronics ECU ` 15,000 racedynamics.in Yank the throttle open and you instantly feel the surge of power coursing through the entire bike and straining to get to the rear. 12000 RPM comes up before you know what’s going on. The front lightens up and she just want’s to go go go… That’s the effect of the Race Dynamics PowerTRONIC box on the Duke 390. The boys from Bangalore have made an already quick bike quicker by their plug-in performance box. Instillation of the box takes about 20 minutes, most of which goes into installing the wiring harness to the existing sensors under the seat and then all that’s left is to

attach the box and your ready to go. The box, however has a few niggles. The one sent to me had an issue with the bike starving for fuel at higher RPM. Box changed, software updated, maps loaded(via their proprietary interface) and the bike is raring to go once more. The PowerTRONIC box may not make the bike quicker at the top end of the speed spectrum, but it makes getting there a whole heck of a lot more fun. Priced at `15,000/-, it’s the easiest way to make the KTM Duke 390 more of a hooligan than it already is. Box available from RACEdynamics in Bangalore Zavareh Doctor

KYT RC Seven R8 Matic Helmet ` 3,500 planetdsg.com

Now here is a helmet brand with a difference. KTY, an Indonesian brand, is now available in India through planetdsg.com. These reasonably priced helmets have a lot to offer in a value-for-money package. One of the most essential elements while selecting a helmet is the protection it offers and KYT helmets conform to ECE22.05 standards, one of the foremost standards for helmet safety globally. On the move, the R8 Matic serves well with nearly no wind noise filtering in however ambient noises still creep in substantially. Thicker padding would have resolved the issue. The helmet fits snug and double D-ring fastener is reassuring. A small breadth deflector along with an air vent on the jaw does a good job of preventing any fogging whatsoever. Most of the padding is removable for quick washing. The visor is optically true and is rated at E13 for safety; it is also removable through a quick

Vredestein SUV Ultrac Sessanta 255/50 ZR19 109Y ` 23,000 vredestein.com

Last month we put up a brand new set of Vredestein SUV Ultrac Sessantas on my Rangie. Being busy with other worldly affairs and travelling a lot meant that I could not test the new set of Dutch shoes as much as I would like to, especially wet weather performance as the asymmetrical tread pattern looks very promising. This month however I was able to rack up some miles on the Rangie, some of them being caught unawares by the unseasonal showers on the highway. Unfazed but the unusual turn of weather and driving in my usual ‘Flat out or nothing’ style, the tyres performed flawlessly, providing exceptional stability in the wet. In fact, I was able to hustle the car along at high speeds over waterlogged patches, the grooves working well by repelling water and preventing aquaplaning. The cornering grip on wet roads along the ghats was outstanding with the tyres keeping the behemoth in check through the high speed twisties without any aural drama. The blokes over at Netherlands sure know their tyres. Available at select dealerships, these tyres definitely get my vote. Rohan Pawar

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release mechanism for quick changes and cleaning. Rear stabiliser and air scoops on the top of the helmet do lend the helmet a premium look too. The RC Seven series is available with a range of graphics, most of which are a tad flashy and over-the-top but desirable nevertheless. Abhik Das


Simulations The latest news, kit and reviews from the world of racing sims Words: Matthew Hayward

Peripherals

Oculus Rift

Price: `30,522* From: oculusvr.com

GAME OF THE MONTH

iRacing

Due to go on sale in the autumn, the Oculus Rift looks like the first step towards a full-on virtual-reality set-up. It is a head - mounted display which is cheap and effective enough to be a viable prospect. Expect support for racing games within the next couple of years…

Formats: PC (online) Price: from `3,025 (yearly subscription) From: iracing.com Famed for its accurate physics and its loyal online racing community, iRacing is perhaps one of the most serious simulations on the market. Launched in 2008, the online service has grown and developed over the years, now boasting more than 45,000 active users. Quite a few, as it happens, are real racers too. It’s an interesting business model, and without going into too much detail, it allows for a much more in-depth online racing experience. It’s pretty much selfgoverned, with the more committed drivers building up points and levels through good results and clean driving. A basic `3,025 annual subscription comes with a few starter cars and circuits. Extra content is then available for one-off fees. Ranging from around `600-900 a pop, the circuits are top-class, with a decent selection of international courses like Spa and

Silverstone and a huge number of legendary US tracks such as Mid-Ohio and Daytona. All are laser-scanned to ensure millimetre-perfect accuracy, and although they perhaps aren’t as pretty as on the latest console games, they look impressive nonetheless. There’s also a great selection of racing cars from a variety of differing series and eras. Each additional car costs around `730, with some very cool machinery to purchase, including a 2009 Williams F1 car and the McLaren 12C GT3 racer. Of course, the more powerful your PC the better, but thanks to iRacing’s unique browser-based user interface the whole process of buying cars and tracks and selecting a series to race in is a cohesive one (assuming you have a fast internet connection). After some basic steering wheel calibration and configuration, you can

hit the track. We started off by keeping things simple with a Mazda MX-5 Cup racer at Laguna Seca (both are in the start-up package). While it didn’t take long to get into a rhythm, it’s clear that iRacing is not something for the casual gamer as it requires concentration and focus to put in decent lap times. Driving the Williams F1 car at Suzuka was a joy, although it again took a while to learn how the car behaves, with cold tyres initially catching us out. Interestingly, there is no option to race against AI racers, meaning every race you’ll ever take part in will be against real human drivers from around the world. If you have the time and resources to commit to iRacing, then it could prove to be a lot of fun. We certainly enjoyed our first taste, and we’ll likely revisit the sim to try out new cars and tracks when they become available. L

Logitech G27

Price: `34,995 From: logitech.com

The G27 might be a few years old, but it’s also many racing sim enthusiasts’ entry into the world of modding. With a number of unofficial off-the-shelf upgrades available, it’s perfect if you’re starting out in the daunting world of full-on simulators.

DSD Hydraulic Handbrake

Price: `24,142* From: derekspearedesigns.com

* prices excluding customs and duties

Plan on using a simulator to hone your rallying skills? This hydraulic handbrake is said to replicate the exact feel and progression of the real deal. It’s a proper piece of engineering for the hardcore sim racer.

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Buying Guide Knowledge

Your indispensable resource when buying used

Porsche 997 Carrera 2004-2008 Overview

Checkpoints Engine

The icon that evolved into the most involving everyday supercar Words: Manik Bhardwaj, Racetech India One of the best driver’s cars you can buy, and this has been the unanimous opinion of experts all over the world and from the very first 911. The 997-generation replaced the runny-egg 996-series and was launched in 2004. It trickled into India later in 2008 and available in Carrera or Carrera S avatar. The Carrera has a 3.6-litre engine pushing out 321bhp while the Carrera S had a 3.8-litre engine with an output of 380bhp. Compared to its predecessors the 997 is obviously faster but with every evolution of the 911 the propensity to spin backwards into a ditch has been toned down and even though the engine still hangs out behind the rear axle the 997 handles beautifully and very predictably. The more you live with the car, the more you love it - it really is an everyday usable supercar. Technologically, the 997 was groundbreaking and the most talked about aspect about this car was enough power to put a smile on your face. The 997 is remarkably and extremely comfortable for a sports car. The gearbox choices were a new six-speed manual or the familiar five-speed Tiptronic auto. Most of these beauties were sold with the automatic Tiptronic gearbox with additional buttons on the steering wheel to change gears, very unlike the familiar paddle shifts. The interiors were perfect for its time but may look dated now. The standard audio system was quite basic but most cars sported the PCM option with Bose which featured a nice screen but there were no USB, iPod or aux inputs available. The later cars are, of course, substantially more expensive. If your budget is below ` 50 lakh, you’ll be looking at a gen-1 997, which is still a mouthwatering prospect. The base 997 Carrera and its more powerful Carrera S sibling are scintillating drivers’ cars in their own right and still among the best your money can buy. L

O

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The 997 engines are masterpieces. However there have been problems such as scouring inside cylinder bores and the IMS bearing failures. Most cars which came to India had these rectified but it is safer to ensure that problems if any have been taken care of. Watch out for black soot deposits on the tailpipes and/or a ticking noise when the engine is idling. Make sure all minor and major services have been performed by Porsche or an independent Porsche specialist. Also, if possible, check the data on the engine black box; check for overrevving and confirm the true mileage of the car.

Transmission

Both the six-speed manual and five-speed Tiptronic automatic transmissions are very robust. Clutches are known to durable though it is possible that the clutch needs to be changed in the manual transmission version.

Suspension, steering and brake If you have opted for the Porsche

Active Suspension Management (PASM) package, the dampers must be checked as they have a tendency to leak and rectifying it will burn a hole in your pocket. Check for squeaks from the suspension bushes. All the bushes need to be scrutinised as these tend to wear out after three to four years and replacements are expensive. Check the inner disc face for scouring. Cars disused for long periods are prone to corrosion of the brake discs; this is not easily detectable so needs careful scrutiny.

Body, interior and electrics

While rust is not an issue due to the quality of the paint, scrutinise thoroughly for accident damage fixing which can be an expensive proposition. The air-conditioning system needs to be overhauled after four years; check for leaks as the system is susceptible to problems. The interior is generally durable, but ensure that all the electrical systems are working, particularly the PCM functions and PASM dampers.

Above: Driver-focussed interiors are typical Porsche – functional, high quality and ages well.


DATA

Specification N Engine Flat-six, 3824cc N Max power 350bhp @ 6600rpm N Max torque 400Nm @ 4600rpm N Transmission 5-speed Tiptronic, sixspeed manual N Weight 1420kg N Power-to-weight 246bhp/ton N 0-100kmph 4.6sec (Tiptronic) N Max speed 292kmph (claimed) N Price new (2013) 911 Carrera S `1.6 crore (ex-showroom Mumbai)

Parts prices Above: Hump-back is more pronounced on the Cabriolet to accommodate the roof, Fabric roof not the most conducive to Indian climate

1

3

2

1: Boxer engine provides a lot of aural excitement. 2: Sublime steering is among the best. 3: 5-speed Tiptronic is faster than the manual

(Prices courtesy racetech.co.in. Excluding fitting charges) N Tyres (each) `35,000 N Front brake pads (pair) `19,500 N Front discs (each) `22,900 N Clutch `19,500 N Flywheel `32,500 N Oil filter `3,900 N Air filter `2,900 N Spark plugs (set of 6) `19,500

Servicing

“I bought one” Mr Thahir I was in the market for a convertible sports car which would be multi-purpose. I would need it to be an everyday car, yet be exotic or sporty enough, a car I could use for a weekend drive, That is why I wanted to buy a convertible. I finally narrowed it down to the Carrera because of its pedigree, performance and reliability. The 911 Carrera fulfilled all my requirements - and how! It really is an everyday sports car. I drove more than

50,000km in 30 months and maintenance was never a headache. Every time I take it out for a spin, I keep falling in love with it all over again. It is still one of the best cars I have driven due to the direct steering and the real raw feel of the road it delivers, like a go-kart, yet it happens to be extremely comfortable. I have taken the 911 Carrera on long drives quite regularly and have enjoyed myself and never regretted it.

In the classifieds 1

2

3

The Porsche is not as exotic as say a Ferrari or a Lamborghini and it does not attract mass attention like them either. But to car lovers and enthusiasts the name Porsche means something quite different. For me it is worth every penny I paid and I don’t think I would have been happier with any other car. I recommend this car to anyone who wants to experience true automotive pleasure that an enthusiast craves.

The rivals Mercedes-Benz SL500 While the Merc won’t deliver the same pure driving experience as the Porsche, it will still be an effortless and everyday car.

Jaguar XKR Convertible 2005 997 Carrera S N Tiptronic N 29,000km N Two previous owners N Silver with black interiors N Available in Bangalore

` 47 lakh

2007 997 Carrera S N Manual N 17,000km N Two previous owners N Black with grey interiors N Available in Delhi

` 48 lakh

2008 997 Carrera S N Tiptronic N 15,000km N Two previous owners N Red with black interiors N Available in Mumbai

` 53 lakh

The XKR convertible is a true Jag due to its refinement with the hood up or down, but it remains a GT rather than a sports car.

BMW 650i Convertible

The 6 Series is still looks classy and is powered by be one of the smoothest V8s in existence, but isn’t a truly compelling driving machine.

(Service interval is 10,000km or one year whichever comes first. Prices courtesy racetech.co.in excluding service taxes) N Oil change service (up to) `17,500 N Major service (up to) `39,500 (every 4 years)

What to pay The Carrera S is the one to go for as it has the new PASM switchable adaptive damping as standard. Both cars had variable-ratio steering and PSM stability control, with the optional Sport Chrono pack, which as well as the slightly gimmicky dash-mounted stopwatch offered a Sport button, which tautened the throttle and damping.

Useful contacts N facebook.com/racetechindia N racetech.co.in N info@racetech.co.in

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Thrill-free zone 3 Tepid 33 Interesting 333 Seriously good 3333 A truly great car 33333

Database Knowledge

Key

N = new entry this month. Weight is the car’s kerb weight as quoted by the manufacturer. Prices all in lakh rupees. Fuel: P-petrol, D-diesel, L-LPG, C-CNG, E-electric. Acceleration times in seconds. Top speed in kmph. Fuel efficiency in kmpl claimed by ARAI.

kmpl (ARAI quoted)

Top Speed

0-100kmph

Weight (kg)

bhp/rpm

Engine cyl/cc

Delhi ex-showroom

Model & name

Mumbai ex-showroom

Fuel type

MICRO & MINI HATCHBACKS Nm/rpm

Ratings

evo rating

Rating

Chevrolet Spark 1.0 (PS, LS, LT, LPG) P/L 3.5-4.4 3.3-3.9 4/995 63/5400 90/4200 840 15.9 150 18.0 + Compact, easy-to-drive - Dated styling, notchy gearbox• LPG efficiency - 13.5km/kg Chevrolet Beat 1.2 (PS+, LS, LT, LT(O), LPG) P/L 4.1-5.4 3.9-4.7 4/1199 79/6400 108/4400 1100 14.6 160 18.6 + Styling, driveability - Small boot, engine lacks top-end• LPG efficiency - 13.3km/kg Chevrolet Beat 1.0 (PS+, LS, LT, LT(O)) D 5.6-6.3 4.7-5.5 3/936 58/4000 150/1750 1027 18.5 145 25.4 + Futuristic looks, VFM, ride quality - Mediocre performance, fuel efficiency, boot space Chevrolet Sail U-VA 1.2 (PS, LS, LS-ABS, LT-ABS) P 4.5-5.9 4.3-5.7 4/1199 85/6000 113/5000 1065 14.6 160 18.2 + Roomy cabin, sorted ride, responsive engine - Staid interior, low on features Chevrolet Sail U-VA 1.3 TCDi (PS, LS, LS-ABS, LT-ABS) D 5.6-7.0 5.3-6.7 4/1248 77/4000 205/1750 1124 15.3 162 22.1 + Improved driveability, decent build - Refinement, heavy clutch Ford Figo Duratec (LXI, EXI, ZXI, Titanium) P 4.2-5.8 4.0-5.2 4/1196 70/6250 102/4000 1090 16.4 145 15.6 + Height adjustable driver's seat, handling, VFM - No rear power windows, lacks punch Ford Figo Duratorq (LXI, EXI, ZXI, Titanium) D 5.2-6.8 5.0-6.2 4/1399 68/4000 160/2000 1130 16.2 150 20.0 + VFM, frugal, handling - Looks dated, no rear power windows Honda Brio MT (E, EX, S, V, VX) P 4.4-5.7 4.1-5.4 4/1198 87/6000 109/4500 930 12.6 145 19.4 + Punchy engine, space, efficiency - Odd rear design, lesser equipment levels Honda Brio AT (VX) P 6.5 6.1 4/1198 87/6000 109/4500 970 15.1 140 16.5 + Spacious, frugal, peppy engine - Awkward rear design, no rear defogger or wash/wipe Hyundai Eon (D-lite, D-lite+, Era+, Magna+, Sportz, LPG) P 3.0-4.1 2.9-3.9 3/814 55/5500 75/4000 725 17.6 140 21.1 + Features, VFM, ride quality - Quirky looks, vague steering • LPG efficiency - 21.1km/kg Hyundai Santro Xing (GL Non AC, GL Plus, GLS, LPG) P/L 3.1-4.3 3.0-4.0 4/1086 62/5500 96/3000 886 15.2 150 17.9 + Affordability, reliability - Dated design, handling, comfort • LPG efficiency - 11.9km/kg Hyundai i10 1.1 (D-Lite, Era, Magna, LPG) P/L 3.9-4.7 3.8-4.3 4/1086 68/5500 99/4500 927 15.5 150 19.8 + Reliable, VFM, easy-to-drive - High speed stability, underpowered engine Hyundai Grand i10 1.2 Kappa (Era, Magna, Sportz, Asta) P 4.6-5.8 4.3-5.5 4/1197 81/6000 113/4000 NA NA NA 20.4 + Light steering, ergonomics, loaded with features, punchy engine - Steering feedback Hyundai Grand i10 1.2 AT (Sportz, Asta) P 5.9-6.2 5.9-6.0 4/1197 81/6000 113/4000 NA NA NA 16.7 + Comfort, convenience, feature loaded - Handling Hyundai Grand i10 1.1 CRDi (Era, Magna, Sportz, Asta) D 5.5-6.8 5.2-6.4 3/1120 70/4000 159/2750 NA NA NA 19.8 + Design, space, smooth engine - Numb steering feel, lacks grunt Mahindra Reva e2o (T0, T2) E 7.0-7.4 6.4-6.8 NA 25/3750 53/3400 830 NA NA NA + Only EV on sale, eco-friendly, size - Range, too expensive to attract buyers Maruti Suzuki Alto 800 (base, LX, LXi, CNG) P/C 2.7-3.6 2.5-3.7 3/796 47/6000 69/3500 720 16.9 140 22.7 + Compact, economical - Safety, build quality, cramped • CNG efficiency - 30.5km/kg Maruti Suzuki Alto K10 (LXi, VXi) P 3.5-3.7 3.3-3.4 3/998 67/6200 90/3500 765 15.8 145 20.2 + Peppy engine, compact dimensions - Safety features, space, lack-lustre interior Maruti Suzuki A-star MT (LXi, VXi, ZXi, ZXi(O)) P 4.1-4.9 3.9-4.6 3/998 67/6200 90/3500 860 13.8 160 19.0 + Cutesy styling, responsive engine - Cramped interiors, boot space Maruti Suzuki A-star AT (VXi) P 5.0 4.7 3/998 67/6200 90/3500 895 15.0 156 17.0 + Cutesy styling, responsive engine, convenient to drive - cramped interiors P 3.9-5.03 3.8-4.8 3/998 67/6000 90/3500 810 NA NA 23.1 + Perfect substitution for A-star, good value - Sedate performance, styling N Maruti Suzuki Celerio (LXI, VXI,ZXI, ZXI-Option) P 4.4-4.7 4.1-4.4 3/998 67/6000 90/3500 830 NA NA 23.1 + Innovative automated manual, good value - Sedate performance, styling N Maruti Suzuki Celerio AMT (LXI, VXI) Maruti Suzuki WagonR (LX, LXi, VXi, VXi ABS, CNG) P/C 3.8-4.8 3.6-4.9 3/998 67/6200 90/3500 885 16.9 150 20.5 + Responsive engine, space - Nervous handling • CNG : 58bhp, 90Nm, 26.6km/kg Maruti Suzuki Stingray P 4.4-5.0 4.2-4.5 3/998 68/6250 90/3500 885 NA NA 20.5 + Styling, space, engine - Nervous handling, Stingray name? Maruti Suzuki Ritz MT (LXi, VXi, VXi ABS, ZXi) P 4.7-5.6 4.4-5.3 4/1197 86/6000 114/4000 1030 13.3 160 18.5 + Peppy engine, space, high-seating position - Debatable styling, small boot Maruti Suzuki Ritz AT (VXi) P 6.6 5.3 4/1197 86/6000 114/4000 1035 13.8 158 17.2 + Engine, refinement - Dabatable looks, lethargic gearbox, cramped rear leg-room Maruti Suzuki Ritz (LDi, VDi, Vdi ABS, ZDi) D 5.7-6.7 5.5-6.4 4/1248 74/4000 190/2000 1125 14.3 160 23.2 + Refined engine, efficiency, space - Debatable styling, turbo lag, boot space Nissan Micra Active (XE, XL, XV, XV Safety) P 3.7-5.0 3.5-4.7 3/1198 67/5000 104/4000 903 14.2 150 19.5 + Affordability, roomy cabin, VFM proposition - Looks dated even after update Nissan Micra MT (XL, XL(O)) P 5.2-5.9 4.8-5.4 3/1198 75/6000 104/4000 903 14.2 150 18.4 + Refreshed styling, trims, spacious - Engine needs more punch Nissan Micra CVT (XV) P 6.9 6.4 3/1198 76/6000 104/4400 930 14.5 148 19.3 + Improved styling, efficiency, tweaked suspension - Not as fun to drive, stability Nissan Micra Diesel (XL, XL(O), XV, XV P) D 5.9-7.7 5.5-7.1 4/1461 63/4000 160/2000 1008 16 148 23.1 + Fresh looks, features, great city car - Pricey, stiff ride, dealer and service network Renault Pulse Petrol (RxE, RxL, RxZ) P 4.7-6.0 4.4-5.7 3/1198 75/6000 104/4000 930 14.3 158 18.1 + Styling, easy to drive - Looks similar to Micra, dull interiors, service network Renault Pulse Diesel (RxE, RxL, RxZ) D 6.4-7.1 6.1-6.8 4/1461 63/4000 160/2000 1050 16.2 155 23.1 + Fresh styling, engine, efficiency - Similar to Micra, low rear seat, service network Tata Nano (std, CX, LX, Twist XT) P 2.1-2.5 2.0-2.4 2/624 37/5500 51/4000 635 23.8 106 25.0 + Most affordable car to buy, efficiency, compact dimensions - Built to a cost Tata Indica CR4 BS4 (LS, LX) D 4.2-5.0 4.2-4.9 4/1396 70/4000 140/3000 1040 15.9 150 25.0 + Fuel efficiency, ride quality, space - Build quality, ergonomics, drivability Tata Indica Vista Saffire (GLS, GLX, GVX) P 4.1-5.0 4.7-4.9 4/1172 64/5500 96/3000 1035 17.6 146 16.7 + Interiors, space, practicality - Feels underpowered, build quality, fit and finish Tata Indica Vista Quadrajet (LS, VX) D 5.3-6.5 5.2-6.4 4/1248 74/4000 190/3000 1136 16.0 152 22.29 + Frugal engine, VFM, spacious - Build quality, engine clatter, sub-par performance Tata Indica Vista D90 (VX, ZX+) D 6.2-6.9 6.1-6.9 4/1248 89/4000 200/3000 1140 113.9 160 21.12 + Performance, space, improved dynamics - Turbo-lag, not an enthusiast's car

Our Choice

33322 33322 33322 33322 33322 33342 33342 33332 33332 33322 33422 33322 33342 33342 33342 33322 33422 33322 33322 33322 33342 33342 33322 33342 33322 33322 33322 33342 33342 33342 33342 33342 33342 33322 33422 33322 33322 33322

Best of the Rest

Hyundai Grand i10. Hyundai's Grand i10 is the new kid on the block with slightly larger proportions and a diesel variant to add variety and even more practicality. Not an enthusiast's car, but the overall package is sure to make it a worthy buy

The Brio is priced competitively, offers a fun driving experience without compromising on practicality or comfort. The Figo is a spacious hatchback coupled with sharp handling, making it a good option, while Ritz hits the mark as a trustworthy small hatch.

PREMIUM HATCHBACKS

Our Choice

Best of the Rest

Polo GT TDI. The GT TDI gives the Polo the much needed boost in performance, without compromising on fuel economy. It assures you an exciting driving experience with its torquey engine. Its a true hot hatch.

Fiat Punto Fire 1.2 (Active, Dynamic) P 5.2-5.5 5.0-5.3 Fiat Punto Fire 1.4 (Emotion) P 7.0 6.8 Fiat Punto Multijet (Active, Dynamic, Emotion) D 6.0-7.3 5.7-7.1 Fiat Punto 90 hp (base, Sport) D 7.6-7.8 7.4 Hyundai i20 1.2 (Era, Magna, (O), Sportz, Asta, (O)) P 5.1-7.2 4.9-6.9 Hyundai i20 1.4 AT (Sportz) P 8.3 7.9 Hyundai i20 1.4 CRDi (Era, Magna, (O), Sportz, Asta) D 6.4-8.0 6.0-7.6 Maruti Suzuki Swift (LXi, VXi, ZXi) P 4.8-7.0 4.5-5.8 Maruti Suzuki Swift (LDi, VDi, ZDi) D 5.9-7.2 5.6-6.9 Toyota Etios Liva 1.2 (J, G, G-EX, G-SP, V, V-SP) P 4.9-6.3 4.5-6.0 Toyota Etios Liva TRD Sportivo 1.5 P 6.4 6.1 Toyota Etios Liva 1.4 D D 6.0-6.9 5.7-6.6 (JD, GD, GD-EX, GD-SP, TRD Sportivo) Volkswagen Polo 1.2 P 5.2-6.6 5.0-6.4 (Trendline, Comfortline, Highline, SR) Volkswagen Polo 1.2 GT TSI P 8.2 7.9 Volkswagen Polo 1.2 TDI D 6.3-8.0 6.1-7.8 (Trendline, Comfortline, Highline, Cross Polo) Volkswagen Polo 1.6 GT TDI D 8.3 8.1

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evo India | April 2014

4/1172 4/1368 4/1248 4/1248 4/1197 4/1396 4/1396 4/1197 4/1248 4/1197 4/1496 4/1364

The Swift, has been a favourite among enthusiasts since its launch with great handling, being firm and balanced at all speeds. The Liva is for you if you want space, but lacks driver involvement. The Punto offers good value-for-money plus a great ride and handling package.

67/6000 89/6000 75/4000 92/4000 83/6000 99/5500 89/4000 86/6000 74/4000 79/5600 89/5600 67/3800

96/2500 1090 18.6 115/4500 1115 16.5 197/1750 1130 17.8 209/2000 1144 15.5 114/4000 1036 15.6 136/4200 1137 16.5 220/2750 1148 12.8 114/4000 990 13.6 190/2000 1080 13.6 104/3100 930 12.8 132/3000 925 11.8 170/2400 995 13.9

140 145 150 170 164 152 165 168 165 169 178 168

15.7 14.6 20.3 20.5 18.5 15.0 21.9 18.6 22.9 17.7 16.8 23.6

+ Ride, handling, solid build, great looks - Weighty, sluggish, interior quality + Performance, build quality, looks - Cramped rear, ergonomics + Refined engine, ride quality, handling - Gearbox performance, turbo lag + Great looks, precise handling, pliant ride - Poor gearbox, ergonomics, turbo lag + Equipment levels, smooth controls, safety features - Underpowered engine, handling + Refined engine, cabin quality, feature loaded - Slow autobox, fuel effeciency, pricey + Spacious, fit and finish, grunty engine, 6-speed 'box - Lethargic handling, turbo lag + Ride and handling, peppy engine, fun to drive - Rear seat space, build quality, tiny boot + Punchy diesel engine, fun to drive - Cramped rear, unimpressive build, tiny boot + Space, comfort, easy to drive - Bland design, interior quality, dull to drive + Affordable hot-hatch, looks better - Handling, unvolving to drive, interior design + Efficiency, drivability, spacious - Engine harsh above 3000rpm, equipment levels

33322 33322 33322 33342 33322 33322 33322 33332 33332 33342 33342 33342

3/1198

74/5400

110/3750

1055 16.4

150

4/1197 3/1199

105/5000 175/4100 74/4200 180/2000

1055 10.8 1145 16.7

NA 170

16.5

+ Clean styling, ride quality, handling - Motor feels anaemic, lacks creature comforts

33332

17.2 22.1

+ Flawless 7-speed DSG 'box, nifty performance - Pricey, styling not distinctive + Free revving diesel, strong mid range - Diesel clatter, lack of bottom end grunt

4/1598

104/4400 250/2500

1152 10.45

NA

19.8

+ Most powerful diesel hot- hatch, styling, handling - cramped rear, expensive

33332 33332 33332


Ratings

Thrill-free zone 3 Tepid 33 Interesting 333 Seriously good 3333 A truly great car 33333

COMPACT SEDANS

Best of the Rest

Our Choice

109/4500 965 13.2 109/4500 1010 15.9 200/1750 1075 12.8 160/2000 1155 16.5 114/4000 970 13.8 114/4000 990 14.5 190/2000 1060 13.5 140/3000 1110 15.0

kmpl (ARAI quoted)

0-100kmph

87/6000 87/6000 99/3600 64/4000 86/6000 86/6000 74/4000 69/4000

Weight (kg)

4/1198 4/1198 4/1498 4/1461 4/1197 4/1197 4/1248 4/1396

Nm/rpm

Delhi ex-showroom 5.1-6.7 6.7-7.7 6.1-7.7 5.8-6.6 5.3-6.8 7.1 6.5-7.9 5.5-6.1

The Dzire is good value for money and drives well thanks to its underpinnings from its sibling, the Swift. The Verito Vibe offers a good mix of space, value and economy, while the Indigo eCS feels crude, but offers a decent overall package as a step up from a hatchback.

Top Speed

5.4-7.2 7.2-8.2 6.6-8.2 6.0-6.9 5.0-6.5 6.8 6.0-7.6 5.7-6.3

bhp/rpm

P P D D P P D D

Engine cyl/cc

Honda Amaze 1.2 i-VTEC MT (E, EX, S, VX) Honda Amaze 1.2 i-VTEC AT (S, VX) Honda Amaze 1.5 i-DTEC (E, EX, S, VX) Mahindra & Mahindra Verito Vibe (D2, D4, D6) Maruti Suzuki Swift Dzire MT (LXi, VXi, ZXi) Maruti Suzuki Swift Dzire AT (VXi) Maruti Suzuki Swift Dzire (LDi, VDi, ZDi) Tata Indigo eCS CR4 (LS, LX, VX)

Mumbai ex-showroom

Model & name

Fuel type

Honda Amaze 1.5 i-DTEC. With the Amaze, Honda has brought its first diesel to India. Offering good power and efficiency, the car also boasts of excellent cabin space and ride quality, while retaining the traditional Honda trait, offering a good driving experience.

140 140 145 142 160 156 170 150

18.0 15.5 25.8 20.8 19.1 17.4 23.4 25.0

evo rating

Rating

+ Styling, airy cabin, engine - Odd central console, average mid-range performance + Design, visibility, spacious cabin, refinement - Quirky dash layout, no climate control + Engine performance, fuel efficiency - Diesel clatter + Space, pliant ride, VFM - Arguable styling, impractical boot, soft handling + Refined, affordable, practical compact sedan - Styling still debatable, boot space + Engine refinement, ride, practicality - Sluggish gearbox, rear space, build quality + Ride, punchy diesel, handling - Debatable looks, build quality, cramped rear + Excellent pricing, comfort, fuel efficiency - Interior quality, performance, dated feel

33342 33342 33332 33322 33342 33342 33342 33322

MID SIZE SEDANS

Our Choice

Best of the Rest

Honda City. The City has been the favorite among buyers in this segment for a very long time because of its all-round ability. With a peppy engine which offers a good balance between performance and economy, while being spacious and comfortable.

Chevrolet Sail 1.2 (PS, LS, LS-ABS, LT-ABS) P 5.4-6.8 Chevrolet Sail 1.3 TDCi (base, LS, LS-ABS, LT-ABS) D 6.6-7.9 Fiat Linea Fire (Active) P 7.3-8.4 Fiat Linea T-jet (Active, Dynamic, Emotion) P 7.8-9.1 Fiat Linea Multijet (Active, Dynamic, Emotion) D 8.4-9.9 Ford Fiesta Classic 1.6 Duratec (LXI, CLXI, Titanium) P 6.0-7.4 Ford Fiesta Classic 1.4 Duratorq (LXI, CLXI, Titanium) D 7.3-8.4 Ford Fiesta 1.5 TiVCT MT (Ambiente, Titanium+) P 7.8-9.6 Ford Fiesta 1.5 TiVCT AT (Style, Titanium+) P 9.7-10.5 Ford Fiesta 1.5 TDCi (Style, Titanium+) D 9.7-10.8 Hindustan Motors Ambassador 1.8Classic (base, top, CNG) P/C NA Hindustan Motors Ambassador 1.5 DSL Encore (base, top) D NA Hindustan Motors Ambassador 2.0 DSZ Grand (base, top) D NA Honda City 1.5 i-VTEC (E, S, SV , V, VX) P 7.9-10.5 Honda City 1.5 i-VTEC CVT (SV, VX) P 10.0-11.6 Honda City 1.5 i-DTEC (E, S, SV , V, VX) D 9.1-11.7 Hyundai Verna 1.4 VTVT (EX) P 7.6 Hyundai Verna 1.4 CRDi (base, EX) D 8.9-9.7 Hyundai Verna 1.6 VTVT MT (EX, SX, SX(O)) P 8.6-9.9 Hyundai Verna 1.6 VTVT AT (EX,SX(O)) P 9.4-10.6 Hyundai Verna 1.6 CRDi MT (EX, SX, SX(O)) D 10.0-11.3 Hyundai Verna 1.6 CRDi AT (EX, SX(O)) D 10.7-12.0 Mahindra & Mahindra Verito 1.4 (G2, G4) P 5.7-5.9 Mahindra & Mahindra Verito 1.5 (D2, D4, D6) D 6.7-8.2 Maruti Suzuki SX4 (Vxi, Zxi, CNG) P/C 7.7-9.1 Maruti Suzuki SX4 (Vdi, Zdi) D 8.8-10.4 Nissan Sunny 1.5 (XE, XL, XV) P 6.7-9.3 Nissan Sunny 1.5 CVT (XL) P 9.2 Nissan Sunny 1.5 Diesel (XLD, XVD) D 9-10.5 Renault Scala Petrol (RxE, RxL) P 7.6-8.4 Renault Scala Petrol CVT (RxL, RxZ) P 9.6-10.5 Renault Scala Diesel (RxL, RxZ) D 8.7-10.2 Skoda Rapid 1.6 MPI MT (Active+, Ambition+, Elegance) P 8.3-8.9 Skoda Rapid 1.6 MPI AT (Ambition+, Elegance) P 9.3-9.9 Skoda Rapid 1.6 TDI (Active+, Ambition+, Elegance) D 8.7-9.9 Tata Manza Saffire (GLS, GLX, GVX, GEX) P 5.9-7.4 Tata Manza Quadrajet (LS, LX, VX, EX) D 6.1-8.3 Toyota Etios 1.5 (J, G, G-EX, G-SP, V, V-SP) P 5.8-7.5 Toyota Etios 1.4 D (JD, GD, GD-EX, GD-SP, VD, VD-SP) D 7.0-8.5 Volkswagen Vento MT (Trendline, Comfortline, Highline) P 7.6-9.1 Volkswagen Vento AT (Highline) P 10.2 Volkswagen Vento 1.2 TSI 2.pdf AT 10.3 PM Strip ad 1 20/03/14 P 9:43 Volkswagen Vento (Trendline, Comfortline, Highline) D 8.4-9.8 C

M

Y

CM

MY

CY

CMY

K

5.1-6.5 4/1199 6.3-7.5 4/1248 7.1-8.1 4/1368 7.7-8.9 4/1368 8.2-9.6 4/1248 5.6-7.0 4/1596 6.9-8.0 4/1399 7.5-9.5 4/1499 9.3-10.2 4/1499 9.3-10.3 4/1498 5.3-6.3 4/1817 5.6-6.2 4/1489 5.3-6.3 4/1995 7.4-10.0 4/1497 9.6-11.1 4/1497 8.7-11.2 4/1498 7.3 4/1396 8.5-9.3 4/1396 8.2-9.4 4/1591 9.6-10.8 4/1591 9.5-10.7 4/1582 10.3-11.5 4/1582 5.5-5.7 4/1390 6.5-7.4 4/1461 7.2-8.6 4/1586 8.3-9.8 4/1248 6.1-8.6 4/1498 8.5 4/1498 8.3-9.7 4/1461 7.2-8.0 4/1498 9.1-10.0 4/1498 8.3-9.7 4/1461 6.9-8.4 4/1598 8.4-9.4 4/1598 8.4-9.8 4/1598 5.7-7.9 4/1386 6.0-8.3 4/1248 5.5-7.1 4/1496 6.7-8.2 4/1364 7.3- 8.9 4/1598 9.9 4/1598 10.0 4/1197 8.6-10.0 4/1598

85/6000 77/4000 89/6000 112/5000 92/4000 100/6500 67/4000 108/6045 108/6045 89/3750 71/4800 36/4000 50/4200 117/6600 117/6600 99/3600 106/6300 89/4000 121/6300 121/6300 126/4000 126/4000 75/5500 65/4000 103/5600 89/4000 98/6000 100/5800 85/3750 98/6000 100/5600 85/3750 105/5250 105/5250 105/4400 89/6000 89/4000 89/5600 67/3800 104/5250 104/5250 105/5000 104/4200

113/5000 205/1750 115/4500 207/2200 209/2000 146/3400 160/2000 140/4500 140/4500 204/2750 134/2250 73/2250 106/2200 145/4600 145/4600 200/1750 135/5000 220/2750 155/4200 155/4200 260/2750 260/2750 110/3000 160/2000 145/4100 200/1750 134/4000 134/4000 200/2000 134/4000 134/4000 200/2000 153/3800 153/3800 250/2500 116/4750 200/3000 132/3000 170/2400 153/3800 153/3800 175/4100 250/2500

The Verna offers a powerful engine, but is let down by handling. The Rapid and the Vento share the same platform, offering a similarly good driving experience. The new Fiesta retains the Ford tradition, offering an involving drive from its balanced chassis and suspension setup.

1065 1124 1180 1230 1210 1130 1150 1124 1150 1157 1150 1200 1200 1065 1085 1165 1071 NA NA NA 1191 NA 1080 1140 1200 1245 1027 1040 1097 1010 1040 1085 1145 1180 1205 1125 1210 945 1020 1130 1180 1220 1220

14.6 15.5 15.2 11.0 17.9 11.5 17.6 12.7 13.6 14.0 18.3 NA 15.3 NA NA NA 10.6 12.2 11.5 12.6 10.5 11.2 16.8 17.2 12.4 13.6 12.6 NA 13 15.9 12.2 13.2 11.1 13.6 11.4 15.3 14.4 11.3 15.6 12.1 14.8 NA 11.2

165 160 180 190 170 180 160 180 180 170 128 NA 131 NA NA NA 170 162 190 170 190 185 145 140 179 170 180 NA 170 159 180 176 180 170 185 170 165 180 160 185 180 NA 190

18.2 + Spacious cabin, all-rounder diesel engine - Styling, poor cabin plastics, seats 22.1 + Spacious , comfortable ride, solid build - Old-school styling, hard plastics, refinement 14.9 + Attractive styling, brilliant ride, spacious boot - Build quality, performance 15.7 + Engine, styling, performance - Lack of equipment, looks like other Lineas 20.4 + Contemporary looks, handling, spacious boot - NVH, service network 21.3 + Steering feel, strong mid-range, an enthusiast's car - Dated looks, sub-par efficiency 32.4 + Brilliant handling, precise steering, frugal - Interior fit and finish, stiff ride 16.9 + High equipment levels, interior styling, handling - Odd rear end design, lacks punch 16.9 + Ride quality, feature rich, precise steering - Engine lacks punch, interior space 23.5 + Terrific handling, sporty charater, well equipped - Mismatched rear end, lacks punch 16.0 + Rock solid build, space, polititian must have - Lack of features• CNG : 54bhp, 115Nm 16.0 + Interior space, built like a tank, retro looks - Unbelievably dated, performance 16.0 + Retro charm, world's best taxi - Has been around since the dinosaurs 17.8 + Peppy engine, great ride quality, impressive quipment levels - Numb steering 18 + Engine refinement, excellent ride - Sluggish transmission 26 + Frugal motor, comfort & convenience - Not a peppy engine, NVH level 17.4 + Equipment levels, looks, frugal - Feels sluggish, lack of driver involvement 25.3 + Frugal mill, design - Soft suspension, handling 17.4 + Styling, features, performance - Nervous handling, high speed stability 17.1 + Ease of driving, feature loaded, styling - Slow auto 'box, handling 22.3 + Frugal mill, cracking performance, fluidic design - High speed stability 23.5 + FPerformance, feature rich, styling - Handling, suspension too soft 13.9 + Space, extremely pliant ride, price - Old design, hard plastics, power, handling 20.8 + Smooth ride, VFM, engine - Boxy design, handling, engine feels harsh at high rpm 16.5 + Peppy engine, ground clearance - Dated design • CNG : 86bhp, 122Nm, 22.1km/kg 21.8 + Maruti's service network, reliability, running costs - Interior quality, turbo lag 17.0 + Legroom, VFM, fuel efficiency - Styling, underpowered, interiors same as Micra 18.0 + Space, legroom, refined - Unexciting to drive, underpowered 22.7 + Comfort, frugal, VFM - Looks, underpowered, poor handling 17.0 + Fuss free car for an everyday commute, decent interiors - Lacks features for the price 18.0 + Performance, efficient CVT, suited towards urban driving - Noisy engine at high rpm 21.6 + Looks better than the Sunny, comfortable, spacious - Turbo-lag 15.4 + Powerful engine, handling, ride - Lacks features, interiors similar to the Vento 14.4 + Engine, sharp handling, ride - Features, interiors lack distinguished styling 20.5 + Performance, build quality, efficiency - Costly spares, intrusive transmission tunnel 13.7 + Upmarket cabin, feature rich, boot capacity - Overall quality, boring to drive 21.1 + Value for money, powerful engine, neatly designed - Hard shifts, hard plastics 16.8 + Acceptable performance, interior space, massive boot, spacious - Interiors, build 23.6 + Space, practicality, efficiency - Interiors, build, underpowered 15.4 + Solid build quality, up market interiors, refined engine - Lack of features, steering feel 14.4 + Engine, cabin space, plush feel - Stiff ride, no steering feedback 16.9 + Flawless 7-speed DSG 'box, performance, efficiency - Pricey, styling not distinctive 20.5 + Stonking performance, solid build quality, frugal - Lacks features, numb steering

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Ratings

Thrill-free zone 3 Tepid 33 Interesting 333 Seriously good 3333 A truly great car 33333

EXECUTIVE SEDANS

Best of the Rest

Our Choice

Skoda Octavia 2.0TDI AT. The new Octavia impresses with its chic european looks, sumptuous interiors, host of features, impressive performance and, of course, the flawless DSG box. Solid bulid quality is something that it offers like all other Skodas available.

bhp/rpm

Nm/rpm

13.9-15.1 16.0 12.7-13.9 14.9 13.1-15.1 16.1 13.6-15.2 15.3 14.0-15.0 18.3 15.6-16.6 17.6-19.5 11.7-14.8 14.6-15.9 12.4-15.7 13.6-15.1 14.9-18.1

4/1998 4/1998 4/1797 4/1797 4/1582 4/1582 4/1461 4/1997 4/1395 4/1798 4/1968 4/1968 4/1798 4/1798 4/1364 4/1390 4/1368

164/3800 164/3800 147/6500 147/6500 126/4000 126/4000 108/4000 135/6000 138/6000 178/6200 141/4200 141/4200 138/6400 138/6400 87/3800 120/5000 138/4200

380/2000 380/2000 178/4700 178/4700 260/2750 260/2750 240/1850 190/3700 250/3500 250/5000 320/3000 320/3000 173/4000 173/4000 205/2800 200/4000 320/2500

D

18.6

19.0

4/1368

138/4200

320/2500 1460

1537 1552 1500 NA 1760 NA 1360 1277 1260 1376 1340 1395 1180 1270 1230 1403 1445

10.0 10.2 10.5 12.1 10.2 10.8 13.0 13.6 NA 8.5 NA 9.1 10.0 11.5 14.0 10.6 10.9

218 210 210 190 195 NA 180 185 NA NA NA NA 195 180 170 202 210

17.3 + Engine refinement, performance, feature loaded - Cramped rear, styling feels dated 17.3 + Engine, equipment, VFM -Sub-par interiors, handling 16.3 + VFM, feature rich, refinement - Sluggish autobox, handling 16.3 + Peppy performer, equipment, styling - Not a driver's car, suspension too soft 22.7 + Feature-loaded, styling, engine refinement - Underpowered, handling 21.9 + Styling, features, engine refinement - Underpowered for its size, sluggish gearbox 20.4 + Excellent ride and handling, styling, steering feel - Seriously underpowered 13.4 + Practicallity, engineering , strong air-con - Under specced cabin 16.8 + Powerful headlamps, ride, supportive seats - No rearview camera, evident turbo-lag 14.7 + Tech-laden, powerful engine, European looks - Chassis not sporty enough 20.6 + Intiutive multimedia interface, rear seat comfort, slick gearbox - Turbo-lag 19.3 + DSG box, acceleration, quality interiors - No USB and Aux ports 14.5 + Impressive performance, efficiency, features - Feels dated overall 14.3 + Refined engine, build quality, comfortable seating - Dead steering, feels heavy 21.4 + Fuel efficiency, easy to drive, reliability - Under-powered, feels dated overall 14.7 + Space, comfort, mid range - Interiors not impressive, lacks bottom-end grunt 19.3 + Powerful engine, interior space, ride and handling - Interiors not impressive

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10

208

17.0

33332

kmpl (ARAI quoted)

Top Speed

Engine cyl/cc

14.6-15.8 16.8 13.3-14.6 15.7 13.8-15.8 16.8 14.2-16.0 16.0 13.7-14.7 17.9 15.3-16.2 17.2-19.1 12.4-15.6 15.4-16.8 13.1-16.6 13.3-14.7 14.7-17.7

0-100kmph

Delhi ex-showroom

D D P P D D D P P P D D P P D P D

Weight (kg)

Mumbai ex-showroom

Chevrolet Cruze MT(LT, LTZ) Chevrolet Cruze AT(LTZ) Hyundai Elantra 1.8 VTVT MT (S, SX) Hyundai Elantra 1.8 VTVT AT (SX) Hyundai Elantra 1.6 CRDi MT (base, S, SX) Hyundai Elantra 1.6 CRDi AT (SX) Renault Fluence 1.5 D (E2,E4) Renault Fluence 2.0 AT (E4) Skoda Octavia 1.4 TSI MT (Active, Ambition) Skoda Octavia 1.8 TSI AT (Elegance) Skoda Octavia 2.0 TDI MT (Active, Ambition) Skoda Octavia 2.0 TDI AT (Ambition, Elegance) Toyota Corolla Altis 1.8 MT (J+, G, GL) Toyota Corolla Altis 1.8 AT (G, VL) Toyota Corolla Altis 1.4 D (J, JS, G, GL) Volkswagen Jetta 1.4 TSI (Trendline, Comfortline) Volkswagen Jetta 2.0 TDI MT (Trendline, Comfortline, Highline) Volkswagen Jetta 2.0 TDI AT (Highline)

Fuel type

Model & name

With a torquey 2.0-litre diesel engine, the Jetta is a fun to drive car. The Altis is a car that’s had great success worldwide thanks to its great all round ability. The Elantra is another good alternative, but feels underpowered. The Cruze with its powerful engine is an entertaining car.

evo rating

Rating

+ Space, engine, DSG 'box - Engine noise, styling similar to Vento

PREMIUM EXECUTIVE SEDANS

Our Choice

Best of the Rest

Volkswagen Passat AT. Worthy of being compared to cars that cost almost twice as much, the Passat is perfectly engineered to provide you with a wonderful driving experience and something that’s guaranteed to keep you smiling.

Honda Accord 2.4 MT Honda Accord 2.4 AT Hyundai Sonata 2.4 GDi MT Hyundai Sonata 2.4 GDi AT Nissan Teana 250 (XL,XV) Skoda Superb 1.8 TSI MT (Ambition, Elegance) Skoda Superb 1.8 TSI AT (Elegance) Skoda Superb 2.0 TDI AT (Ambition, Elegance) Toyota Camry 2.5 AT Toyota Camry Hybrid Toyota Prius (Z5, Z6) Volkswagen Passat MT(Trendline) Volkswagen Passat AT (Comfortline, Highline)

P P P P P P P D P P P D D

21.0 21.8 19.7 21.9 22.7-26.7 19.1-21.0 22.7 23.8-25.7 26.0 31.2 30.4-32.7 21.6 26.7

20.3 21.1 18.8 20.9 21.6-25.5 18.6-20.4 22.0 23.1-24.9 24.5 29.8 29.3-31.4 22.1 25.3-27.3

4/2354 4/2354 4/2359 4/2359 V6/2496 4/1798 4/1798 4/1968 4/2494 4/2494 4/1798 4/1968 4/1968

178/6500 178/6500 198/6300 198/6300 180/6000 160/6200 160/6200 140/4200 179/6000 158/5700 134/5200 168/4200 168/4200

The Superb, is like it’s name suggests, making this car a joy to drive. While the Accord is a typical Honda, with a silky smooth engine and good performance. The Camry offers great ride quality and comfort, but a vanilla driving experience.

222/4300 1500 9.1 222/4300 1525 11.5 250/4250 1425 9.0 250/4250 1500 10.3 228/4400 1537 10.8 250/4500 1533 8.7 250/4500 1567 9.0 320/2500 1608 11.1 233/4100 1475 9.2 213/4500 1625 7.6 142/4000 1415 10.9 350/2500 1555 9.0 350/2500 1555 8.7

225 220 210 200 215 220 222 205 230 188 173 218 222

12.9 11.8 13.1 12.2 11.1 13.1 13.7 17.2 13.0 19.2 23.9 18.8 17.7

+ Ride quality, refinement, space - Dated styling, not well equipped + Comfortable rear seats, pliant ride, space - Steering feels spongy, lacks features + Impressive styling, engine, spacious cabin - Unimpressive drive, refinement + Design, engine, comfort - Uninvolving to drive, gearbox performance + Rear seat comfort, equipment - Expensive, dull drive + Massive space, equipment list - Mediocre ride quality + Almost like a limo, feature rich - Ground clearance + Luxurious, impressive feature list - Ride quality, needs more power + Refreshed styling, great ride, high-quality plastics - Expensive, dull to drive + Hybrid, efficiency, great ride, high-quality plastics - Go green but at a price + Efficiency, futuristic design - Too expensive, limited rear visibility + Overall package, ride, equipment - Bland styling and driving experience + Powerful engine, DSG gearbox, feature list - Dull driving experience

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LUXURY HATCHBACKS

Our Choice

Best of the Rest

BMW 1 Series. The 1 Series offers BMW’s brilliant rear-wheel-drive package in a hatchback. With its punchy diesel engine, it has great power delivery while the chasis is balanced aiding in great handling. The only drawback is, the looks are a bit subjective.

BMW 1 Series 116i Prestige BMW 1 Series 118d (Prestige, Sport line, Sport plus) Mercedes-Benz A-Class 180 Sport Mercedes-Benz A-Class 180 CDI Style Mercedes-Benz B-Class 180 (base, Sport) Mercedes-Benz B-Class 180 CDI Style Mini Cooper/ Convertible Mini Cooper S

P D P D P D P P

22.9 22.9 4/1598 25.9-32.9 25.9-32.9 4/1995 27.5 27.3 4/1595 26.5 26.3 4/2143 25.7 23.1-26.8 4/1595 24.7 25.7 4/2143 26.6-33.2 26.6-33.2 4/1598 29.9 29.9 4/1598

136/4400 143/4000 122/5000 107/4400 122/5000 107/4400 122/6000 184/5500

220/1350 320/1750 200/4000 250/2800 200/4000 250/2800 160/4250 240/5000

With its smart looks and an involving driving experience, the A-Class can make a lot of bigger and more expensive cars hang their heads in shame over the twisties. The Mini Cooper S provides a fun driving experience while being a real looker.

1375 1490 1395 1505 1425 1565 1190 1240

8.5 8.9 9.2 10.6 10.2 10.7 10.4 7.2

210 210 202 190 190 190 197 223

16.3 20.6 15.5 20.7 14.8 19.0 15.6 15.6

+ Appealing design, peppy performance, sportscar ergonomics - Front-end styling + Styling, performance, practicality - Costs as much as a 3-Series + Smashing looks, most affordable three-pointed star - Cramped rear, rear visibility + Gorgeous styling, comfort, features - Firm ride, rear seat comfort + Space, utility, comfort - Uninvolving to drive, weight is felt + Quality interiors, features, efficiency - Sluggish, bulky + Desirable, engaging to drive, improved space - Difficult rear ingress and egress + Driving experience, zesty engine, funky interiors - Ride too stiff, limited space

FOLLOW & WIN AUTOMOTIVE GOODIES EvoIndiaMag @EvoIndiaMag

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Ratings

Thrill-free zone 3 Tepid 33 Interesting 333 Seriously good 3333 A truly great car 33333

COMPACT LUXURY SEDANS

Our Choice

Best of the Rest

Nm/rpm

Weight (kg)

0-100kmph

170/6200 143/4200 177/4200 184/5000 242/6500 181/4000

320/3700 320/2500 380/2500 270/4500 350/4800 380/2750

1545 1590 1590 1495 1430 1495

8.3 9.1 7.9 7.3 6.1 7.6

kmpl (ARAI quoted)

bhp/rpm

4/1798 4/1968 4/1968 4/1997 4/1997 4/1995

Top Speed

Engine cyl/cc

Audi A4 1.8 TFSI Audi A4 2.0 TDI Audi A4 2.0 TDI Drive Select BMW 3 Series 320i BMW 3 Series 328i Sport Line BMW 3 Series 320d (Prestige, Sport Line, Luxury Line, Luxury Line) BMW 3 Series 330d convertible Mercedes-Benz C-Class C 200 BlueEFFICIENCY (Elegance, Avantgrarde) Mercedes-Benz C-Class C 220 CDI BlueEFFICIENCY (Elegance, Avantgrarde) Mercedes-Benz C-Class C 250 CDI BlueEFFICIENCY Volvo S60 D4 (Kinetic, Summum) Volvo S60 Summum AWD D5

The A4 is a car with sharp styling, a smooth engine and crisp handling. The C 250 offers a good balance between performance and comfort. While the Volvo S60 is a worthy alternative, with striking looks and good all round ability.

225 210 226 230 250 235

15.6 16.6 17.1 15.9 14.9 18.9

+ Refined performance, sharp styling, handling - Slow gearbox, cramped interiors + Performance, efficiency, ride quality - No quattro, uninvolving to drive + Better performance, features, ride - Still no quattro, sluggish 'box + Most affordable 3-Series, exciting performer - Interiors need sprucing up + 242 ponies on tap in a well balanced chassis, proper petrolhead's car - Interior quality + Entertaining performance, efficient, compact dimensions - Cramped rear, noisy

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81.9 81.9 6/2993 33.9-34.6 32.9-33.5 4/1796

245/4000 520/3000 1840 186/5600 285/4000 1585

6.4 7.8

250 235

16.4 11.7

+ Looks good, great to drive - A bit shaky with the top down + Sprightly throttle response, ride, steering feel - Dated looks, unenthusiastic handler

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D

30.5-36.6 29.6-35.5 4/2143

170/4200 400/2800

8.5

228

14.8

+ Impeccable fit and finish, ride - Cramped passsenger space, nervous cornering

33342

D D D

31.2 NA 4/2143 33.5-36.17 31.9-34.5 5/1984 39.3 37.5 5/2400

204/4200 500/1800 1655 7.97 163/3500 400/2750 1551 9.2 215/4000 440/3000 1651 7.6

NA 215 225

14.9 NA 15.9

+ Performance, improved steering, fairly frugal - Engine noise, limited leg-room + Exceptional build quality, Volvo safety, design - Limited dealer and service network + Features, comfort, affordable, efficient - Unrefined engine, sluggish gearbox

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Fuel type

Model & name

Delhi ex-showroom

Mumbai ex-showroom

BMW 328i. With 242 horses on tap, the 328i offers a driving experience that only a BMW could and is something that you would love to own as a petrolhead. While the diesel is fun to drive, while being economical.

P D D P P D

28.9 29.4 30.9 31.4 31.7 NA 29.9 29.9 42.5 42.5 33.8-37.4 33.8-37.4

D P

1610

evo rating

Rating

MID SIZE LUXURY SEDANS

Best of the Rest

Our Choice

BMW 5 Series 530d. With the dynamic ability to give much more expensive petrol cars a run for their money, the 530d is a car that has formidable performance coupled with refinement, space, comfort and amazing fuel efficiency.

Audi A6 2.0 TFSI Audi A6 2.0 TDI Audi A6 3.0 TDI BMW 5 Series 520d (Prestige, Modern, Luxury) BMW 5 Series 525d (Luxury plus) BMW 5 Series 530d M Sport Jaguar XF 2.0 Jaguar XF 2.2 Jaguar XF 3.0 V6 Diesel S Mercedes-Benz E-Class E 200 Mercedes-Benz E-Class E 250 CDI Volvo S80 D4 (Kinetic, Summum) Volvo S80 Summum AWD D5

P D D D D D P D D P D D D

41.2 41.9 4/1984 41.9 42.9 4/1968 57.9 53.3 4/2967 46.5-49.5 46.5-49.5 4/1995 54.9 54.9 4/1995 59.0 59.0 6/2993 48.3 NA 4/1999 48.8 47.1 4/2179 55.0 53.0 V6/2993 44.3 43.0 4/1991 46.4 45.0 4/2143 36.1-39.0 34.5-37.3 5/1984 42.9 41.0 5/2400

180/6000 177/4200 241/4500 184/4000 218/4400 258/4000 237/5500 187/3500 271/4000 184/5500 204/4200 163/3500 215/4000

320/3900 380/2500 500/3250 380/2750 450/2500 560/3000 340/1750 450/2000 600/2000 300/4000 500/1800 400/2750 440/3000

The A6 is what most luxury owners look for, with powerful engines and good handling. The XF offers sportscar like styling in a saloon package, with performance to match. A refreshed E-Class has recently been introduced which is comfort oriented.

1540 8.3 1585 8.2 1795 6.1 1695 9.09 1725 7.33 1770 6.63 NA 7.9 1735 8.5 1695 6.4 1720 7.9 1800 7.5 1609 9.7 1712 7.8

226 222 250 234 235 250 250 225 225 233 242 215 225

11.7 16.7 13.9 20.4 18.9 17.2 10.8 16.4 14.7 12.1 14.2 NA 16.4

+ Exciting performance, build quality, interiors - Road noise, rear seats lack support + Performance, interior quality - Noise insulation, unsupportive rear seats, stiff ride + Brisk performance, efficiency - Rear seats and road noise in cabin still bothersome + Refreshed design, equipment - Just launched, too early to say + Engine performance, build quality, efficiency - Too early to say + A brilliant driver's car just got better, added dose of M performance - Too early to say + Good looks, ride quality - Underpowered + Engine, styling, ride quality - Rear seat not the best + Performance, efficiency - Wish Jaguar brought in the more desirable R + Cabin insulation, pliant ride , sinister looks - Less sporty than the competitors + Segment benchmark, better equipped, appealing design - Unsettled on bad surfaces + Safety, quality, value - Dated styling, ride quality + Performance, interior quality, extensive list of safety features - Looks dated

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FULL SIZE LUXURY SEDANS

Our Choice

Best of the Rest

Audi A8 4.2. Using Quattro technology and a 4.2-litre diesel engine, the A8 offers plenty of punch while being unmatched for space, comfort and refinement. It looks rather understated, but loaded with high-tech features.

Aston Martin Rapide S Audi A8L 3.0 TDI quattro Audi A8L 4.2 TDI quattro BMW 7 Series 730Ld BMW 7 Series 740Li BMW 7 Series 750Li BMW 7 Series 760Li Jaguar XJ 2.0 Petrol Portfolio Jaguar XJ 3.0 Petrol Portfolio Jaguar XJ 3.0 Diesel LWB (Premium Luxury, Portfolio) Jaguar XJ 3.0 Diesel LWB (Ultimate) Jaguar XJ 5.0 Petrol Supercharged Jaguar XJ 5.0 Petrol (Ultimate) Maserati Quattroporte GTS Mercedes-Benz S-Class 500 Porsche Panamera Porsche Panamera 4 Porsche Panamera 4S Porsche Panamera Diesel Porsche Panamera GTS Porsche Panamera S Porsche Panamera Turbo Porsche Panamera Turbo S

P D D D P P P P P D D P P P P P P P D P P P P

420.0 420.0 V12/5935 105.8 107.6 V6/2967 NA NA V8/4134 102.9 102.9 6/2993 117.0 117.0 6/2979 134.0 134.0 V8/4395 187.0 187.0 V12/5972 121.2 116.3-118.4 4/1999 135.5 130.0-132.1 V6/2995 130.9-138.4 125.6-135.8 V6/2993 NA 207.7-209.5 V6/2993 192.0 184.2-187.2 V8/5000 NA 219.0-220.9 V8/5000 NA NA V8/3799 NA 157.1 V8/4663 111.5 113.6 V6/3605 117.3 119.5 V6/3605 141.6 144.2 V6/2997 111.4 113.4 V6/2967 154.2 157.1 V8/4806 134.9 137.4 V6/2997 195.3 199.0 V8/4806 240.6 245.1 V8/4806

550/6750 250/4500 351/4000 258/4000 320/5800 450/5500 544/5250 237/5500 335/6500 271/4000 271/4000 503/6500 503/6500 530/6800 459/5250 310/6200 310/6200 420/6000 250/4400 440/6700 420/6000 520/6000 550/6000

620/5500 550/3000 800/2750 560/1500 450/4500 650/4500 750/5000 340/1750 450/3500 600/2000 600/2000 625/5500 625/5500 710/4000 700/1800 400/3750 400/3750 520/5000 550/2750 520/3500 520/5000 700/4500 750/4500

Money no object, the Porsche Panamera is the car to have in this category. While the Mercedes S-Class is an extremely luxurious car and one of the best in the world. The XJ is a limo with sportscar-like performance and looks to match.

1990 1965 2120 1950 1920 2020 2270 1824 1908 1813 1813 1773 1773 1900 2200 1730 1820 1860 1880 1920 1770 1970 1995

4.9 6.2 5.6 6.61 5.7 4.8 4.6 7.5 5.9 6.4 6.4 5.7 5.7 4.7 4.8 6.3 6.1 5 6.8 4.5 5.4 4.2 3.8

306 250 250 250 250 250 250 225 250 250 250 250 250 307 250 259 257 282 242 288 283 303 306

NA 15.2 12.8 17.9 12.7 11.6 7.8 9.4 8.3 13.5 13.5 NA NA 8.5 NA 11.9 11.5 11.3 15.9 9.3 11.5 9.8 9.8

+ Better than the DB9 - More of a 2+2 than a proper four seater + Luxurious business-class cabin, refinement - Ride a tad stiff, sound insulation + Brillliant performance, plush cabin, very spacious - Ride quality, noise insulation + Great engine, slick gearbox - Cabin doesn't feel special, ride quality could be better + Smooth and powerful engine, superb 'box - Interiors not at par with competition + Offers premium features, refined engine - Lags behind competition + Performance, space, comfort - Cabin could be better + Refined, comfy interiors - Touchscreen could be better, ground clearance + Performance, comfy interiors - Dealer network + Precise steering, refinement, a great Jag - Styling similar to lower variants + Precise steering, utmost comfort - Styling similar to lower variants + Handling, monstrous performance - Opinion dividing looks + Handling, monstrous performance, utmost comfort - Opinion dividing looks + The most stylish supersaloon - Slightly wooden brakes, unforgiving ride + Reclaims the throne as the best car in the world - Too early to say + Porsche for four - Styling doesn't impress all + Porsche feel, performance - Looks don’t get a second glance + Tech laden, performance - Debatable styling + Great cabin, fine chassis, diesel economy - Not easy on the eyes + Sharper chassis, more urgent and vocal V8 - A BMW M5 is priced far less + Great cabin, typically fine Porsche chassis - Only a mother could love its looks + Fast, refined and dynamically sound - Leaves us cold + Faster, refined and dynamically sound - Still leaves us cold

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Ratings

Thrill-free zone 3 Tepid 33 Interesting 333 Seriously good 3333 A truly great car 33333

SUPER LUXURY SEDANS

Best of the Rest

Our Choice

The Mulsanne is a car that could transport in its occupants at over 200kmph in the luxury and comfort that only a Bentley could provide. The Ghost and the Wraith are Rolls Royce’s with 21st generation styling.

Delhi ex-showroom

Engine cyl/cc

bhp/rpm

Nm/rpm

Weight (kg)

0-100kmph

Top Speed

kmpl (ARAI quoted)

Bentley Mulsanne Rolls-Royce Ghost Rolls-Royce Ghost EWB Rolls-Royce Ghost V-Specification N Rolls-Royce Phantom Rolls-Royce Phantom Coupe Rolls-Royce Phantom EWB Rolls-Royce Wraith

Mumbai ex-showroom

Model & name

Fuel type

Rolls-Royce Phantom EWB. The Phantom is arguably one of the most luxurious car in the world. It’s the closest you could get to driving a Victorian palace on wheels.

P P P P P P P P

515.7 430.0 490.0 520.0 650.0 705.0 760.0 460.0

515.7 430.0 490.0 520.0 650.0 705.0 760.0 460.0

V8/6752 V12/6592 V12/6592 V12/6592 V12/6749 V12/6749 V12/6749 V12/6592

505/4200 563/5250 563/5250 593/5250 453/5350 453/5350 453/5350 624/5600

1020/1750 750/1500 750/1500 750/1500 720/3500 720/3500 720/3500 800/5500

2685 2360 2420 2420 2560 2580 2670 2360

5.3 4.9 5 4.7 5.9 5.8 6.1 4.6

296 250 250 250 240 250 240 250

5.9 7.4 7.3 7.3 6.8 6.8 6.7 7.1

evo rating

Rating

+ Drives the way a modern Bentley should - Styling not as impressive as drive + Sportier, more affordable Rolls - Stratospherically priced + Sportier, more affordable Rolls with added legroom - Stratospherically priced + Extra power for outright performance - pay extra for that extra power + Rolls invented for the 21st century - Roads are barely big enough + A driver's Rolls - Price! + Pampers you like a king, near infinite luxury features - Size make it handful in the city + Fastest and most powerful RR - Not the most engaging driver's car

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SPORTS SALOONS

Our Choice

Best of the Rest

BMW M5. The most balanced in its class, offering unbelievable power, handling and acceleration reminiscent of a supercar, without the animalistic rage. One of the most powerful M cars ever, the M5 is a big comfortable saloon that handles like a dream.

Audi RS5 Coupe Audi RS7 Sportback Audi S4 3.0 TFSI Audi S6 4.0 TFSI quattro BMW M5 Mercedes-Benz C 63 AMG Mercedes-Benz E 63 AMG

P P P P P P P

95.3 128 49.4 86.3 121.0 91.0 126.6

96.8 129.1 50.2 86.7 121.0 92.7 129.0

V8/4163 V8/3993 V6/2995 V8/3993 V8/4395 V8/6208 V8/5461

444/8250 553/5700 333/6500 420/6400 560/7000 457/6800 557/5500

430/6000 700/1750 440/5300 550/5200 680/5750 600/5000 720/5200

The E 63 is an everyday supercar which responds to most of your needs. Audi’s RS5 is the ideal mix of luxury and performance that makes it worth its price. The S6, equipped with Quattro is one of the quickest sedans in the world.

1800 1995 1780 1995 1945 1730 1840

4.6 3.9 5 4.6 4.4 4.4 4.2

250 250 250 250 250 250 250

9.3 10.2 10.3 8.5 10.1 5.0 10.5

+ Beautiful styling, brilliant engine, improved chassis - Guzzler, lacks sharp handling + Power-to-price ratio - looks too similar to A7 + Impressive performance, handling, luxury - No major visual difference from the A4 + Surprisingly quick, impressive ride quality, equipment - Understated looks + Performs like a true supercar, balanced chassis - Looks very similar to the 5-Series + Monstrous pace and extremely engaging - M3 just a little better + New engine doesn't dilute experience - Pricey options

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SPORTS COUPES/GT’s/ CONVERTIBLES

Our Choice

Best of the Rest

Porsche 911 Carrera 4S. The 911’s evolutionary styling is still very appealing. It is one of the most involving sports cars on sale today, whether on the road or at a race track. Its balanced precise and great fun to drive.

N

N N N

Aston Martin DB9 Aston Martin Vanquish Aston Martin Vantage V8 Aston Martin Vantage V8 S Aston Martin Vantage V12 S Audi A7 3.0 TDI quattro Audi TT 2.0 TFSI quattro Bentley Continental GT Bentley Continental GTC Bentley Continental GTC V8 Bentley Continental GT V8 Bentley Continental GT Speed BMW 640d Convertible BMW 640d (Coupe, Gran Coupe) BMW 650i Convertible BMW 650i (Coupe, Gran Coupe) BMW 3 Series Gran Turismo BMW 5 Series Gran Turismo BMW M6 (Convertible, Coupe) BMW Z4 (sDrive 35i, sDrive 35i DPT) Jaguar F-Type S Convertible Jaguar F-Type V8 S Convertible Jaguar F-Type Coupe Jaguar F-Type S Coupe Jaguar F-Type R Coupe Jaguar XKR Convertible Jaguar XKR Coupe Jaguar XKR-S Maserati GranCabrio Maserati GranCabrio Sport Maserati GranCabrio MC Stradale Maserati GranTurismo

164

evo India | April 2014

P P P P P D P P P P P P D D P P D D P P P P P P P P P P P P P P

410.0 410.0 V12/5935 510/6500 620/5500 1785 4.6 560.0 560.0 V12/5935 565/6750 620/5500 1739 4.1 250.0 250.0 V8/4735 420/7300 470/5000 1630 4.9 285.0 285.0 V8/4735 430/7300 490/5000 1610 NA 370.0 370.0 V12/5935 565/6750 620/5750 1680 3.9 83.2 84.6 V6/2967 245/4500 500/3250 1860 6.3 51.3 52.2 4/1994 208/6000 350/4200 1435 5.6 305.3 305.3 W12/5998 567/6000 700/1700 2320 4.5 335.9 335.9 W12/5998 567/6000 700/1700 2495 4.7 300.8 300.8 V8/3993 500/6000 660/1700 2470 5 270.2 270.2 V8/3993 500/6000 660/1700 2295 4.8 336.5 336.5 W12/5998 616/6000 800/1700 2320 4.2 112.2 112.2 6/2993 313/4400 630/2500 1935 5.5 98.7-118.5 98.7-118.5 6/2993 313/4400 630/2500 1790 5.5 121.9 121.9 V8/4395 407/6400 600/4500 2015 5 110.0-116.0 110.0-117.0 V8/4395 407/6400 600/4000 1845 4.9 42.8 42.8 4/1995 184/4000 380/2750 1575 7.9 91.3 91.3 6/2993 245/4000 540/3000 2035 6.9 NA NA V8/4395 560/7000 680/5750 1945 4.3 68.9-69.9 68.9-69.9 6/2979 306/5800 400/5000 1470 6.18 143.6 137.8 V6/2995 375/6500 460/5000 1614 4.9 168.9 162.0 V8/5000 488/6500 625/5500 1665 4.3 NA 121.9 V6/2995 335/6500 450/5000 1597 5.3 NA 134.5 V6/2995 375/6500 460/5000 1614 4.9 NA 182.5 V8/5000 542/6500 680/3500 1665 4.2 132.2 NA V8/5000 488/6500 625/5500 1800 4.8 124.5 NA V8/5000 503/6500 625/5500 1753 4.8 170.4 NA V8/5000 542/6500 680/5500 1753 4.4 NA NA V8/4691 440/7000 490/4750 1980 5.3 NA NA V8/4691 450/7000 510/4750 1980 5.2 NA NA V8/4691 460/7000 520/4750 1973 4.9 NA NA V8/4244 405/7100 460/4250 1880 5.2

The F-Type, with its glorious styling and powerful engine options. This new generation Jag is a muscular, dynamic driving machine. The XK-RS is Jaguar’s most powerful production in the world, and an absolute hoot to drive.

295 295 290 305 328 250 243 318 314 301 303 330 250 250 250 250 226 240 250 250 275 300 260 275 300 250 250 300 283 285 289 285

NA NA 7.3 7.8 NA 16.7 13.9 7.1 6.7 9.2 9.4 6.9 17.5 18.2 9.3 9.5 NA 16.0 9.7 14.7 11.0 9.0 NA NA NA NA NA NA 6.9 6.9 6.9 7.0

+ Better than the old DB9 in every respect - Automatic gearbox could be quicker + Stunning design, throaty exhaust note - Too pricey against the competition + Precise handling, interior quality - Numb steering, starting to feel a little dated + Gorgeous looks, keen engine, soundtrack - Only slightly powerful than the V8 + Glorious V12 note, thrilling performance - looks similar to the V8 Vantages, thirsty + Desirable styling, interior quality - Steering lacks accuracy, road noise + Quattro handling, smooth motor - Steering lacks feedback and preciseness, stiff ride + Uber-luxurious, 300kmph ability, sense of occasion - Shamelessly heavy, thirsty + Ultimate topless GT, retains luxury and power - Weight and thirst still a drawback + Arguably the world's best topless GT, lavish, fun to drive - Still not a sportscar + Involving, proper driver's Bentley, economical - The W12 suddenly seems pointless + Intoxicating performance, absolute luxury, fine dynamics - feels nose-heavy + Relaxed highway cruiser, rear-seat comfort - Stiff ride, low ground clearance + Touring ability, relaxed high-speed performance, efficiency - Stiff ride + One of the best open top experiences, blistering performance - Feels heavy, ride + Excellent build quality, amazing engine - Numb steering , poor ride quality + Near 5 Series space, ride, practicality - Styling won't be to all tastes + Spacious cabin, luxury, refined engine - Looks, bulky + Manic performance, sweet sounding exhaust note - Thirsty + Performance, handling - Not as much fun as it used to be, dated + Killer looks, better-damped than the V8 S - A Boxster is Rs 60 lakh cheaper + Wilder than the V6, gorgeous styling, soundtrack - Could be too exurberant for some + Most affordable F-Type, looks - lacks outright performance of V8 + Balance of power on road & track, looks - lacks outright performance of V8 + Manic performance, Outrageous exhaust note - expensive + Fast and incredibly rewarding jag - Kids will have to stay at home + Sumptuous interiors, features and tech laden - The S is more entertaining + Fast, loud, most excitng Jag in ages - It's the most expensive Jag as well + Italian styling, engaging to drive - Lacks the grunt of some rivals, considerable heavy + Performance, cruising ability, crisp steering - Brakes could be sharper + Brilliant blend of road racer and GT, sound sensational - Ergonomics, headroom + Striking, accomplished GT - Doesn't spike the pulse like the Aston or 911

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Ratings

Thrill-free zone 3 Tepid 33 Interesting 333 Seriously good 3333 A truly great car 33333

Best of the Rest

Our Choice

Weight (kg)

0-100kmph

Top Speed

kmpl (ARAI quoted)

Engine cyl/cc

NA NA V8/4691 NA NA V8/4691 103.0-106.4 128.0-132.0 V6/3498 98.1 99.9 V6/3498 87.1-90.3 84.4-87.6 V6/3498 NA 126.0 V8/5461 126.3 128.6 6/3436 147.4 150.1 6/3800 136.1 138.7 6/3436 157.3 160.2 6/3800 143.3 146.0 6/3436 147.4 150.1 6/3800 153.2 156.0 6/3436 157.3 160.2 6/3800 92.3 94.0 6/3436 87.8 89.4 6/3436 762.0 762.0 V12/6749

Nm/rpm

P P P P P P P P P P P P P P P P P

The Boxster S may be the smallest Porsche on sale, but it feels every bit as special as its bigger and more powerful siblings. While the range of Aston Martins provide a classy driving experience, but at a premium.

bhp/rpm

Maserati GranTurismo Sport Maserati GranTurismo MC Stradale Mercedes-Benz CLS 350 BlueEFFICIENCY Mercedes-Benz SL 350 Mercedes-Benz SLK 350 Mercedes-Benz SLK 55 AMG Porsche 911 Carrera Porsche 911 Carrera S Porsche 911 Carrera 4 Porsche 911 Carrera 4S Porsche 911 Carrera Cabriolet Porsche 911 Carrera S Cabriolet Porsche 911 Carrera 4 Cabriolet Porsche 911 Carrera 4S Cabriolet Porsche Cayman S Porsche Boxster S Rolls-Royce Phantom Drophead Coupe

Delhi ex-showroom

Model & name

Mumbai ex-showroom

Fuel type

Bentley Continental GT Speed. Offering the most intoxicating mix of performance, comfort and driving pleasure. Built to perfection, it is capable of seating four in comfort. A worthy benchmark in this class.

460/7000 460/7000 306/6500 316/6500 306/6500 416/6800 350/7400 400/7400 350/7400 400/7400 350/7400 400/7400 350/7400 400/7400 325/7400 315/6700 453/5350

520/4750 520/4750 370/5250 360/4900 370/3500 540/4500 390/5600 440/5600 390/5600 440/5600 390/5600 440/5600 390/5600 440/5600 370/5800 360/5800 720/3500

1880 1800 1735 1825 1540 1610 1380 1395 1430 1445 1450 1465 1500 1445 1350 1320 2630

4.8 4.5 6.1 8.1 5.6 4.6 4.8 4.5 4.9 4.5 5 4.7 5.1 4.5 4.9 5.1 5.8

298 303 250 250 250 250 289 304 285 299 286 301 282 299 281 279 240

7.0 6.9 9.2 NA 11.1 NA 12.2 11.5 11.6 11.0 11.9 11.2 11.5 10.9 12.5 12.5 6.8

evo rating

Rating

+ Best everyday Granturismo yet, comendable grip - Starting to get long in the tooth + Brilliant blend of road racer and GT, race car cues in the interior - No rear seats + Performance, stability, impressive styling - No diesel option + Silky performance, beautifully engineered - Lacks ultimate sports car feel + Best non-AMG SLK yet - Still no Boxster beater + Great handling, superb styling, practicality of a folding hardtop - slow gearbox + Engaging sportscar, styling, everyday usability - Nothing really + Delivers a more involving experience, cabin quality - Looks too similar to other 911s + Brilliant dynamics, four wheel drive - Increased weight, pricey options + Engineering marvel, chassis setup - Most of the equipment are optional + Super slick PDK transmission, iconic marque - Cheaper alternative available + Iconic sportscar, performance - Hard to distinguish from other 911s + Stiff chassis for an open top, drives like the Carrera - Weight robs performance + Most involving to drive, dosen't dissappoint - Looks similar to other 911s + An affordable Porsche, engine - Lacks the appeal of the 911 + Faster to 100 than the manual, lighter than before - Top speed, steering has lost feel + Luxury yatch-like interiors, Ride quality - Price!

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SUPERCARS

Our Choice

Best of the Rest

Ferrari 458 Italia. The 458 Italia boasts a glorious engine and chassis, offering pace and grip like no other. Poised, perfectly balanced, agile and comfortable, it’s almost an everyday usable supercar. It is an absolute must-have, if you can afford it, of course

Audi R8 V8 Coupe Audi R8 V10 Coupe Audi R8 V10 Spyder Audi R8 V10 Plus Bugatti Veryon Grand Sport Ferrari 458 Italia Ferrari 458 Spider Ferrari California Ferrari FF Ferrari F12 Berlinetta Lamborghini Gallardo LP 550-2 Lamborghini Gallardo LP 550-2 Spyder Lamborghini Gallardo LP 560-4 Lamborghini Gallardo LP 570-4 Superleggera Edizione Tecnica Lamborghini Aventador LP 700-4 Lamborghini Aventador LP 700-4 Roadster Mercedes-Benz SLS AMG Mercedes-Benz SLS AMG Roadster

430/6000 530/6500 530/6500 540/6500 1250/5500 540/6000 540/6000 505/5000 683/6000 690/6000 540/6500 540/6500 540/6500 540/6500

Audi’s R8 is possibly one of the most balanced supercars on sale anywhere in the world, available with a V8 as well as a V10 engine. The Aventador, with its outrageous looks, is a brutal and exciting car.

P P P P P P P P P P P P P P

154.8 181.5 199.4 210.2 3500.0 328.2 378.6 291.8 428.4 446.9 279.1 306.7 299.7 345.9

157.5 184.7 202.9 214.0 3500.0 328.2 378.6 291.8 428.4 446.9 NA NA NA NA

V8/4163 V10/5204 V10/5204 V10/5204 W16/7993 V8/4499 V8/4499 V8/4297 V12/6262 V12/6262 V10/5204 V10/5204 V10/5204 V10/5204

424/7900 518/8000 518/8000 542/8000 1001/6000 562/9000 562/9000 483/7750 652/8000 731/8250 543/8000 543/8000 553/8000 562/8000

1660 1720 1820 1660 1990 1485 1535 1735 1880 1725 1380 1520 1410 1340

4.3 3.6 3.8 3.5 2.7 3.4 3.4 3.8 3.7 3.1 3.9 4.2 3.7 3.4

300 314 311 317 407 325 320 312 335 340 320 319 325 325

8.1 7.6 7.5 7.1 4.0 7.5 8.5 7.6 6.5 6.7 7.5 7.2 7.3 7.4

+ Finally, a true 911 alternative - Design getting long in the tooth + Dual clutch 'box, everyday usability, almost perfect - Bland interiors, muted exhaust + Stunning looks, sounds sensational - Impractical for India, interior styling dissapoints + Phenomenal performance, daily supercar - Looks same as V10, mediocre interiors + Fastest production car, warp speed - Stratospherical price, ridiculous umbrella-roof + An astounding achievement, looks stunning - There'll never be a manual + A 458 that sounds and feels more orgasmic - Er, 6kmph slower + Revised with sharper performance and dynamics - We'd still take a 458 spider + Four-seater and 4WD, but still a proper Ferrari - Opinion dividing looks + Isn't 730bhp too much power for the road - We'd rather have an Aventador + The mad rear-driven Lambo is back! - Gallardo not feeling as fresh as the 458 + Madness with the top down, sorted ergonomics - Brutal gearshifts + Still a missile from A to B - Starting to show age + A reminder of how great the Gallardo is - LP 560/4 does as good a job

P P P P

483.7 537.4 249.7 288.5

NA NA 254.4 293.9

V12/6498 V12/6498 V8/6208 V8/6208

691/8250 690/5500 1380 691/8250 690/5500 1575 571/6800 650/4750 1695 571/6800 650/4750 1735

2.9 3 3.8 3.8

350 350 317 317

6.3 + Monstrous performance, stealthfighter styling - Too hardcore for city roads 6.3 + Sensational engine and styling - A wee bit on the thirsty side 7.6 + Great engine and chassis (gullwing doors too!) - Slightly tardy gearbox 7.6 + Loses none of the coupe's talents - But (understandably) loses the gullwing doors

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MUV/ UV

Our Choice

Best of the Rest

Mahindra Xylo. The Xylo is the most practical in its class, owing to a spacious cabin and frugal engine. It is a light car, which is very easy to drive, belying its bulky looks. It has been around for a while, but continues to be popular among taxi operators.

Chevrolet Enjoy 1.4 (LS8, LS7, LT, LTZ) Chevrolet Enjoy 1.3 (LS8, LS7, LT, LTZ) Chevrolet Tavera Neo 3 (LS, LT) ICML Rhino Extreme DI (LD, SD, VD) ICML Rhino Extreme (LD, SD, VD) Mahindra & Mahindra Bolero mDi CRDe (SLE, SLX, ZLX) Mahindra & Mahindra Quanto (C2, C4, C6, C8) Mahindra & Mahindra Xylo mDi CRDe (D2, D4, E4, E8, E9) Mahindra & Mahindra Xylo mHawk (H4, H8, H9) Maruti Suzuki Eeco (std 5-Str, AC 5-Str, std 7-Str, CNG) Maruti Suzuki Omni MPI (8-Str, 5-Str, LPG) Nissan Evalia (XE, XE+, XL, XV) Tata Sumo Gold BS4 (CX, LX, EX, FX, GX) Tata Sumo Grande (LX, EX, GX)

P D D D D D D D D P/C P/L D D D

5.8-7.5 7.2-8.6 9.3-11.5 6.2-8.3 7.0-9.2 6.6-7.3 6.5-8.0 7.8-11.0 8.7-11.1 3.6-4.4 2.7-2.8 9.2-11.2 6.4-7.6 8.1-9.3

5.6-7.1 6.9-8.1 7.4-10.9 6.0-8.1 6.7-9.0 7.0-7.6 6.0-8.0 7.7-10.8 8.6-11.0 3.1-4.2 2.5-2.6 8.7-10.2 6.2-7.5 7.9-9.1

4/1398 4/1248 4/1994 4/1994 4/1994 4/2523 3/1493 4/2489 4/2179 4/1196 3/796 4/1461 4/2956 4/2179

102/6000 76/4000 105/4000 99/3600 107/3600 62/3200 100/3750 95/3600 120/4000 73/6000 33/5000 85/3750 84/3000 118/4000

131/4400 188/1750 263/1750 240/2500 240/2000 195/2200 240/2800 220/2600 280/2800 101/3000 57/2500 200/2000 250/2000 250/3000

The Evalia is Nissans attempt to capture the MUV segment and is capable contendor. With its compact yet spacious styling, the Chevrolet Enjoy stands out among its competitors for its aggressive pricing.

1345 1399 1640 1710 1738 1670 1640 1667 1667 928 800 1446 1832 1940

14.8 21.3 17 NA NA NA 16 NA 12.8 15.8 NA 14.6 25.5 17

167 145 NA 168 168 NA 145 NA 160 145 115 152 120 140

13.7 18.2 17.2 11.1 10.3 14.7 17.2 12.2 11.7 15.1 14.7 19.3 15.3 13.3

+ Superb visibility, pricing , space - Looks boxy, sub-par cabin quality, sloppy gearbox + VFM, ride quality, space - Refinement, no top - end grunt, interior quality + Cabin space, reduced NVH levels - No low-end torque, lots of body-roll, dated looks + Space, decent Build, VFM - Ancient styling, brand value + Modern engine, torquey, efficient - Service and dealer network + Refined motor, build, rugged - Cramped interiors, bad ergonomics, crude + Price, practicality - Ride, driving dynamics, quirky looks + VFM, spacious, comfort - Build quality, handling + Space, equipment, comfort, powerful - Quality, top-heavy handling, styling + VFM, space, price - Lacks equipment, refinement • CNG : 63bhp, 101Nm, 15.1km/kg + Utility, space, boot capacity - Safety, build, interior • LPG : 27bhp, 57Nm, 10.9km/kg + Easy to drive, flexible cabin, space - Van like, mid-windows still not practical + Capable engine, feels solid, space - Interior quality, soft suspension, boxy + Powerful engine, stylish, ride quality - Dynamics, build quality, interiors

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Ratings

Thrill-free zone 3 Tepid 33 Interesting 333 Seriously good 3333 A truly great car 33333

MPV

Our Choice

Best of the Rest

Toyota Innova 2.5 D. Toyota’s Innova has been the benchmark in this segment, for a while now, with competitors still playing catch up to its overall package offered. Be it ride and handling, or overall refinement and reliability even in the worst driving conditions.

Maruti Suzuki Ertiga (LXi, VXi, ZXi, CNG) Maruti Suzuki Ertiga (LDi, VDi, ZDi) Tata Aria 4x2 (Pure LX, Pure, Pleasure, Prestige), Tata Aria 4x4(Pleasure, Prestige, Pride) Toyota Innova 2.0 7-Str (VX), 8-Str (G, GX, VX) Toyota Innova 2.5 D 7-Str (GX, VX, ZX) 8-Str (E, GX, VX, ZX)

P/C D D D P D

6.4-8.0 7.9-9.3 10.4-15.7 15.6 10.6-14.2 10.0-15.1

6.0-7.6 7.5-8.8 12.2-15.3 14.2-17.0 10.2-13.7 9.8-14.5

4/1373 4/1248 4/2179 4/2179 4/1998 4/2494

The Ertiga feels car-like to drive while offering good space and comfort, giving its toughest rivals a run for their money. The Aria is Tata’s attempt to break into the segment, with a roomy, comfortable cabin and decent cruising ability.

94/6000 130/4000 1160 13.5 89/4000 200/1750 1235 14.2 138/4000 320/2700 1990 13.8 138/4000 320/2700 2220 15.4 130/5600 181/4000 1585 12.5 101/3600 200/3600 1700 17.2

160 170 155 172 180 150

16.0 20.8 13.5 13.2 10.4 13.7

+ VFM, space, ride - Hard to reach third row • CNG : 81bhp, 110Nm, 22.8km/kg + Fuel efficiency, practical people mover - Underpowered engine + Space, comfort, equipment, cruising ability - Build quality, cramped third-row seat + Unique design, equipment, power, AWD traction - Priced higher than competition + Practical, flexible space, comfort, interior quality - Pricey top variants, thirsty + Smooth ride, refined, build quality - New grill looks quirky, overall design feels dated

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SUV

Our Choice

Best of the Rest

Nissan Terrano. A handsome SUV brings distinctive styling to a tried and tested recipe which has made Renault's Duster a best seller. Ride and handling remain a forte for this chassis and the compact dimension is a boon in the city. Chevrolet Captiva 2.2 (LT, LTZ AWD) D Force Motors Force One (EX, SX) D Force Motors Gurkha (Hard top 4x4, Softtop 4x4, 4x2) D Ford EcoSport 1.0 Ecoboost (Titanium, (O)) P Ford EcoSport 1.5 Ti-VTC MT (Ambiente, Trend, Titanium) P Ford EcoSport 1.5 Ti-VTC AT (Titanium) P Ford EcoSport 1.5 TDCi (Ambiente, Trend, Titanium, (O)) D Ford Endeavour 2.5L 4x2 (std, Hurricane) D Ford Endeavour 3.0L 4x2, 4x4 D Honda CR-V 2.0 2WD MT P Honda CR-V 2.0 2WD AT P Honda CR-V 2.4 Real Time AWD AT (base, AVN) P Hyundai Santa Fe MT (2WD) D Hyundai Santa Fe AT (2WD, 4WD) D ISUZU MU-7 4x2 MT D Mahindra & Mahindra Thar CRDe D Mahindra & Mahindra Scorpio (EX) D Mahindra & Mahindra Scorpio MT (Lx,Sle, Vlx), 4x4 D Mahindra & Mahindra Scorpio AT (Vlx), 4x4 D Mahindra & Mahindra Scorpio Getaway D Mahindra & Mahindra XUV 500 (W4, W6, W8, W8 AWD) D Mahindra & Mahindra SsangYong Rexton RX5 MT D Mahindra & Mahindra SsangYong Rexton RX7 AT D Maruti Suzuki Gypsy King (Soft Top, Hard Top) P Maruti Suzuki Grand Vitara MT P Maruti Suzuki Grand Vitara AT P Mitsubushi Pajero Sport D Nissan X-Trail MT (LE, SLX) D Nissan X-Trail AT (SLX) D Nissan Terrano P ( XE, XL) P Nissan Terrano 85 (XE, XL, (O)) D Nissan Terrano 110 (XE, XL, (O)) D Premier Rio (Gx, Glx) P Premier Rio CRDi4 (Dx, Lx) D Renault Duster (RXE, RXL) P Renault Duster 85 (RXE, RXL, RXL Option Pack) D Renault Duster 110 (RXL, RXZ, RXZ Option Pack, Adventure) D Reanult Koleos (4x2 MT) D Reanult Koleos (4x4 MT, 4x4 AT) D Skoda Yeti 2.0 TDI (Active, Ambiente) D Skoda Yeti 2.0 TDI 4X4 (Ambiente, Elegance) D Tata Safari 2.2 DICOR (LX, EX, GX, VX), 4x4 (VX) D Tata Safari Storme 2.2 VariCOR (LX, EX, VX), 4x4 (VX) D Tata Xenon 4x2 (EX), 4x4 (EX) D Digital subs.pdf 20/03/14 D Toyota Fortuner 4x2 MT (FC, FY, TRD), 4x41(FB, FW) Toyota Fortuner 4x2 AT (FE, FX, TRD) D

24.7-27.0 23.5-25.7 9.0-12.0 9.0-12.0 6.3-8.5 6.4-8.5 8.7-9.1 8.3-8.7 6.1-8.3 5.8-7.9 9.1 8.7 7.4-9.9 7.0-9.4 20.8-22.8 19.9 22.4-25.4 21.3-23.1 21.8 20.5 22.8 21.4 22.4-26.1 23.1-24.7 NA 26.3 NA 27.3-29.3 NA NA 7.5 7.3 8.2 8.1 8.8-12.0 8.7-12.3 11.9-13.0 11.7-12.8 8.6 9.0 10.8-14.2 10.4-14.6 19.9 19.0 22.2 21.2 NA 5.8-6.0 NA 22.7 NA 24.6 23.1 23.9 23.2-25.8 22.6-25.1 27.7 27.0 10.3 9.8 10.1-11.7 9.6-10.9 11.9-13.2 11.3-12.5 6.1-6.4 6.3-6.6 6.7-7.0 7.0-7.3 8.3-9.7 8.0-9.3 9.1-11.4 8.7-11.0 11.2-12.7 10.8-12.2 NA 22.33 NA 25.14-26.19 15.2-16.0 15.2-16.0 17.2-18.9 17.2-18.8 8.8-13.9 8.8-13.6 10.9-14.6 10.3-14.3 10.2-13.9 10.0-11.0 9:35 PM 22.0-23.3 23.2-24.5 24.3-25.0 23.0-23.6

4/2231 4/2149 4/2596 3/999 4/1499 4/1499 4/1498 4/2499 4/2953 4/1997 4/1997 4/2354 4/2199 4/2199 4/2999 4/1498 4/2523 4/2179 4/2180 4/2609 4/2179 5/2696 5/2696 4/1298 4/2393 4/2393 4/2477 4/1995 4/1995 4/1598 4/1461 4/1461 4/1173 4/1248 4/1598 4/1461 4/1461 4/1995 4/1995 4/1968 4/1968 4/2179 4/2179 4/2179 4/2982 4/2982

C

M

Y

CM

MY

CY

CMY

K

SMS EVO to 56070 or log on to www.evo.in

184/3800 139/3800 81/3200 123/6000 110/6300 110/6300 90/3750 141/3500 154/3200 154/6500 154/6500 187/7000 194/3800 194/3800 161/3600 105/3800 75/3200 120/4000 120/4000 115/3800 140/3750 162/4000 184/4000 80/6000 164/6000 164/6000 176/4000 150/4000 150/4000 103/5850 84/3750 108/3900 75/5800 71/4000 103/5850 84/3750 108/3900 148/4000 170/3750 110/4200 140/4200 138/4000 138/4000 138/4000 169/3600 169/3600

424/2000 321/2400 230/2000 170/4500 140/4400 140/4400 204/2750 330/1800 380/2500 190/4300 190/4300 226/4400 421/2500 436/2500 360/2800 247/2000 200/2200 290/2800 290/2800 278/2200 330/2800 340/3250 402/3000 103/4500 225/4000 225/4000 400/2500 320/2000 320/2000 145/3750 200/1900 248/2250 104/4250 183/2400 145/3750 200/1900 248/2250 320/2000 360/2000 250/2500 320/2500 320/2700 320/2700 320/2700 343/3400 343/3400

Ever since its launch, the Fortuner has been popular for its butch looks and strong on and off-road performance. The Skoda Yeti is a cleverly designed vehicle which makes it a worthy contender. While Mahindra’s XUV is another strong challenger in this segment. 1978 1860 1410 1259 1268 1268 1290 1879 1930 1470 1500 1600 1868 1947 1900 1750 2510 2510 2510 2550 1785 1986 2000 1050 1614 1636 2065 1630 1663 1261 1279 1325 1080 1145 1180 1205 1781 1672 1794 1445 1543 2650 2095 1995 1885 2505

10.8 13.3 NA 12.2 NA 13.5 13.6 13.8 12.3 10.4 11.2 11.0 9.5 10.2 11.7 17.4 15.6 14.8 15.3 18.1 12.3 NA 10.8 16.2 11.5 NA 12.3 10.8 11.0 NA NA NA 19.3 20.2 NA 14.4 11.7 NA NA 11.7 10.7 15.5 16.6 14.6 NA 11.6

190 160 122 180 NA NA 170 160 165 NA 179 182 195 193 174 140 NA 155 155 145 180 180 195 NA NA NA NA 200 NA NA NA NA NA 145 NA NA 185 NA NA NA 190 160 NA 160 175 167

12.1 16.0 NA 18.5 15.8 15.6 22.7 13.1 11.4 13.7 13.7 12.0 14.7 11.7 NA 16.5 14.0 12.9 11.8 12.9 15.1 12.4 11.2 12.0 10.4 9.2 12.8 14.4 13.3 13.2 20.5 19.0 15.0 19.0 13.2 20.5 19.0 17.1 16.2 17.7 17.7 14.3 14.0 13.5 12.6 NA

+ Punchy engine, space, NVH - Heavy clutch, vague gear shift, turbo lag + Engine, interior space, brakes - Lacks snob value, size + Off-road cred, individual diff locks, snorkel - Utilitarian feel, long throw 'box + Award winning engine, build quality, VFM, feature list - Cramped rear seat + Design, urban drivability, efficiency - Space, Ecoboost makes for better VFM + Amazing gearbox, dimension, drivability - Narrow rear bench, boot space + Styling, dynamics, engine, compact size - A bit underpowered, rear seats + Cabin space, butch looks, interior quality - High maintenance, thirsty + Good performance, comfort, space - Cramped third row, fuel efficiency + Driveability, spaciousc cabin, legroom - No diesel, sub-par ride quality over bad roads + Futuristic looks, engine, handling - Lack of diesel option + Brilliant gearbox, styling, AWD - Expensive, ride is a tad stiff + Styling, engine, space - Interior quality, fuel efficiency + Engine, styling, feature loaded - Interior quality, fuel efficiency + Punchy engine, big on space - Expensive, huge for city roads, old-school styling + Torquey engine, off-roading capability, indestructible - Spartan interiors, handling + Comfort, price - Handling still needs to be worked on + Engine, price, VFM, tough looks - Sub-par handling, interior quality + Strong engine, reliable, resale value - Notchy autobox + Utility, robust build, capable pick-up - Handling still needs to be worked on + Styling, features, price - Braking, gearbox + Ride quality, features, space - Engine noise, steering feel, handling + Performance, features, quality interiors - Size, steering feel, handling + Hardcore off-roader, fuel efficient MPFI - No power steering, ride quality + Ride, engine, off-road ability - No diesel option + Comfort, compact dimensions - Thirsty, 4-speed autobox a letdown + Undisputable off-roader, bold looks, spacious - Dated design, service network + Efficiency, interior quality, engine - Boxy looks, not a nimble handler + Performance, build quality, space - Lacks image, unappealing design + Ride quality, refinement, premium looks for its size - Low on torque + Stability, light steering, low-end grunt - Steering snap over undulations + Performance, efficiency, quality interiors - Low on features, turbo-lag + Affordable, unique, home-grown - Cramped, underpowered + Handles rough roads well, frugal - Refinement, shift quality + Ride quality, refinement, butch looks for its size - Interiors don't feel premium + Stability, light steering, low-end grunt - Needs more power + Dynamic engine, efficiency, performance - Stiff ride, turbo-lag + Ride quality, economy, styling - Slow transmission + Ride quality, economy, styling - a bit pricey, slow transmission + Versatility, does most things bigger SUVs are good at, dynamics - No third row + Off-road ability, refreshed styling, handling, power - Pricey, lacks boot space + Commanding driving position, space, mile muncher - Dynamics, interior quality + Comfort, refined, spacious - Ride, new styling not to everyone's taste + Quite a looker, presence, versatility - Pricey, build quality, size + Off-road ability, ride, engine, looks - Handling, bulky + Ride, engine, linear power delivery, polished looks - Auto misses 4x4

33342 33322 33322 33342 33342 33342 33342 33422 33422 33332 33332 33332 33342 33342 33332 33322 33322 33322 33322 33322 33332 33322 33322 33342 33322 33322 33342 33342 33342 33322 33332 33332 33222 33222 33322 33332 33332 33322 33322 33342 33342 33422 33322 33322 33332 33332


Ratings

Thrill-free zone 3 Tepid 33 Interesting 333 Seriously good 3333 A truly great car 33333

COMPACT LUXURY SUV

Our Choice

Best of the Rest

1640 6.9 1660 8.2 1520 9.9 1608 8.25 1750 8.5 1340 13.9 1410 7.9 1385 11.3 1578 9.3

230 212 202 205 195 168 210 180 205

kmpl (ARAI quoted)

Top Speed

300/4900 380/2500 320/2500 380/2750 420/1750 153/3000 260/5000 270/1750 350/2750

0-100kmph

211/6200 177/4200 138/4200 184/4000 187/3500 98/6000 184/5500 112/4000 150/3500

The Evoque looks and feels great, but disappoints with an unexciting driving experience. It is also expensive for its size. The X1 offers good driving pleasure but feels a bit cramped.

Weight (kg)

Engine cyl/cc

28.5 28.9 4/1984 28.5 28.9 4/1968 25.0 25.0 4/1968 31.5-36.9 31.5-36.9 4/1995 57.1-66.4 54.4-65.2 4/2179 23.7 23.7 4/1598 36.5 36.5 4/1598 25.9-29.4 25.9-29.4 4/1995 29.9 28.5 5/1984

Nm/rpm

P D D D D P P D D

bhp/rpm

Audi Q3 2.0 TFSI quattro Audi Q3 2.0 TDI Audi Q3S BMW X1 sDrive 20d (base, xLine, Sport Line) Range Rover Evoque 2.2 L SD4 (Pure, Prestige, Dynamic) Mini Cooper One Countryman Mini Cooper S Countryman Mini Cooper D Countryman(std, high) Volvo V40 Cross Country D3

Delhi ex-showroom

Model & name

Mumbai ex-showroom

Fuel type

Audi Q3. With its clever packaging and smart styling the Q3 has been at the forefront of the segment since its launch. It offers good mix of driving pleasure and comfort for its occupants.

evo rating

Rating

11.7 + Performance, handling, price - NVH levels, styling similar to other Qs 15.7 + Strong performance, compact - Diesel clatter, collective styling a letdown 17.7 + Gearbox, handling, VFM proposition - lacks performance compared to siblings, NVH 15.1 + Excellent handling, well priced - Poor ride quality, cramped rear seats 13.2 + Contemporary design, gets you the attention - Interior space, price 13.5 + Styling, handling - Petrol not very quick 14.0 + Stands out from the crowd - Mini only in name 16.6 + Great handling for an SUV, space - Stiff ride 18.9 + Safety, ride quality, engine - Price, Service network

33332 33332 33332 33322 33322 33322 33322 33322 33322

MID-SIZE LUXURY SUV

Our Choice

Best of the Rest

BMW X3 xDrive 30d. The recently facelifted X3 is a car with many talents offering the perfect blend of sport, luxury and technology. It is also surprisingly efficient for a vehicle of its size and weight.

Audi Q5 2.0 TDI quattro Audi Q5 2.0 TFSI quattro Audi Q5 3.0 TDI quattro (Premium, Technology) BMW X3 xDrive 20d (Advantage, Expedition) BMW X3 xDrive 30d Expedition Land Rover Freelander 2 SD4 HSE Land Rover Freelander 2 TD4 (S, SE) Mercedes-Benz M-Class ML 250 CDI Mercedes-Benz M-Class ML 350 CDI BlueEFFICIENCY Volvo XC60 D4 (Kinetic, Summum) Volvo XC60 D5 AWD Summum

D P D D D D D D D D D

45.3 45.0 61.0-63.5 43.7-49.3 56.6 47.8 38.9-42.1 53.5 64.9 44.6-47.7 51.4

46.0 45.7 56.4-58.5 43.7-49.3 56.6 48.5 39.4-43.3 51.9 63.0 42.5-45.5 49.1

4/1968 4/1984 6/2967 4/1995 6/2993 4/2179 4/2179 4/2143 V6/2987 5/1984 5/2400

177/4200 224/6200 241/4000 184/4000 258/4000 187/3500 148/4000 203/4200 255/3600 163/3500 215/4000

380/2500 350/4500 580/3200 380/2750 560/2750 420/1750 420/1750 500/1800 619/2400 400/2750 440/3000

As compared to its rivals, the ML offers a more relaxed driving experience. The Q5 aims to emulate its bigger brother the Q7 and does a pretty good job of it. Volvo’s stylish XC60 offers a well rounded package with a reasonable price tag.

1895 9 1830 7.1 1895 6.5 1790 8.5 1875 6.2 1880 9.5 1880 11.2 2160 9 2175 7.4 2210 10.3 1805 8.3

200 222 225 210 230 181 181 210 224 195 205

14.2 + Spacious cabin, solid German build quality - Lifeless steering, uninvolving drive 11.8 + Strong engine, interior quality, solid build - Unintresting to drive, feels heavy 13.2 + Powerful engine, stonking performance, spacious cabin - Steering lacks feel 17.9 + Bold styling, performance, spacious cabin - Unsettling ride 16.7 + Styling, eager performance, space - Costlier than peers 12.4 + Rear seat space, cheapest LR for hardcore enthusiasts - Dull interiors 12.4 + Spacious, affordable LR - Not exciting inside 15.3 + Build, space, performance, comfort and safety features - Turning radius, no third row 10.7 + Mature styling, performance, features - Not involving to drive 14.7 + Safety, VFM, ride quality, space - Expensive 13.5 + Driver aids and safety features, performance, comfort - Brand presence in India

33332 33332 33334 33332 33334 33334 33342 33342 33332 33342 33342

FULL SIZE SUV

Our Choice

Best of the Rest

Range Rover Sport. Finally living upto its 'sporty' name, is a great all rounder providing real world comfort along with great driving experience, while finally justifying the Range Rover badge it wears.

Audi Q7 3.0 TDI quattro BMW X5 xDrive 30d BMW X6 xDrive 40d Land Rover Discovery 4 (SE, HSE) Land Rover Range Rover 3.0 TDV6 (HSE, Vogue) Land Rover Range Rover SDV8 (Vogue SE, Autobiography) Land Rover Range Rover V8 Petrol Autobiography Land Rover RR Sport 3.0 TDV6 (SE, HSE) Land Rover RR Sport V8 S/C Mercedes-Benz G 63 AMG Mercedes-Benz GL-Class 350 CDI Launch Edition Porsche Cayenne Diesel Tiptronic S Porsche Cayenne S Diesel Tiptronic S Porsche Cayenne Tiptronic S Porsche Cayenne GTS Tiptronic S Porsche Cayenne S Hybrid Tiptronic S Porsche Cayenne S Tiptronic S Porsche Cayenne Turbo Tiptronic S Porsche Cayenne Turbo S Tiptronic S Toyota Land Cruiser LC 200 Premium (LG, LH) Toyota Land Cruiser Prado 4x4 Volkswagen Touareg Volvo XC90 D5 AWD Summum

D D D D D D P D P P D D D P P P P P P D D D D

55.3 56.3 V6/2967 80.6 80.6 6/2993 99.6 99.6 6/2993 100.4-108.8 98.8-111.4 V6/2993 167.8-190.9 173.6-200.5 V6/2993 227.7-235.5 235.5-249 V8/4367 242.6 251-255.6 V8/4999 109.9-143.4 110.3-123.9 V6/2993 165.8 166.3 V8/4999 183.2 177.6 V8/5461 76.1 74.0 V6/2987 76.4 77.8 V6/2967 98.9 100.7 V8/4134 68.7 70.0 V6/3598 112.1 114.2 V8/4806 87.8 89.5 V6/2995 96.4 98.2 V8/4806 155.5 158.4 V8/4806 205.1 208.9 V8/4806 119.0-120.7 115.9 V8/4461 NA 84.8 4/2982 57.2 58.5 V6/2967 50.8 48.5 5/2400

241/4400 245/4000 313/4400 245/4000 254/4000 334/3500 503/6500 258/4000 503/6500 544/5500 258/3600 245/3800 382/3750 300/6300 420/6500 380/5500 400/6500 500/6000 550/6000 261/3400 171/3400 242/4400 200/3900

550/2750 540/3000 630/2500 600/2000 600/2000 700/3000 625/5500 600/2000 625/5500 760/5000 619/2400 550/2750 850/2750 400/3000 515/3500 440/5250 500/3500 700/4500 750/4500 650/2600 410/2800 550/2250 420/2800

Sport-saloon like handling and performance with everything you would need from an SUV. That’s the Cayenne. It even comes with a diesel! While the Q7 has been a favourite in this category for a while now.

2345 2150 2185 2570 2160 2360 2360 2115 2144 2550 2950 2080 2195 2030 2085 2240 2065 2170 2215 2740 2400 1800 2208

7.8 6.9 5.9 9.3 7.9 6.9 5.4 NA NA 5.4 7.9 7.6 5.7 7.8 5.7 6.5 5.9 4.7 4.5 13.1 NA 7.47 10.3

215 230 236 180 209 218 225 NA NA 210 220 220 252 230 261 242 258 278 283 NA NA 218 205

12.1 16.1 15.9 11.4 13.3 11.5 7.2 NA NA 7.2 NA 13.9 12.0 10.1 9.2 12.2 9.5 8.7 8.7 NA 11.1 8.7 12.0

+ Celeb status-symbol, presence, handling - Size, stiff ride + Massive torque, brisk acceleration, feature rich - Feels dated + Crossover styling, handling, brilliant performer - Not an off-roader, rear visibility + Off-road specialist, 7-seat comfort - Boxy rear end, price + Luxurious, brilliant off-road - Expensive + Lighter, more capable, even more luxurious - Diesel V6 feels more alert + Fast, comfortable, luxurious - Big, heavy, thirsty + Improved dynamics, lightweight - Expensive options, limited rear headroom + Sporty design, tasteful interiors, ridiculously fast - Too early to say + Epic soundtrack, manic performance for its size, torque - Ancient chassis, silly price + Space, price, design - Too big + Diesel doesn't lose the Porsche DNA - Outdated looks + Car like performance - Outdated looks + Presence, power - Outdated looks + Dynamically the best SUV on sale - Outdated looks + Trying to save the planet? - Not quite.. + Presence, more power - Outdated looks + Greener, faster, better - Odd rear styling, numb steering + Near identical power and torque to a Zonda C12S - SUV feel robs performance, feel + Off-road ability, presence, refinement - Price, efficiency + Go-anywhere ability, powerful diesel - Dated design + Engine, go-anywhere ability - Looks not in sync with the price + Safety, performance, comfort, space - Dated design

April 2014 |

evo India

33342 33342 33322 33322 33333 33333 33333 33334 33334 33332 33332 33334 33334 33334 33334 33334 33334 33334 33334 33334 33332 33332 33322

167


Ratings

Thrill-free zone 3 Tepid 33 Interesting 333 Seriously good 3333 A truly great bike 33333

Database Knowledge

Key

N = new entry this month. Weight is the bikes’s kerb weight as quoted by the manufacturer. Prices all in thousand rupees. Acceleration times in seconds. Top speed in kmph. Fuel efficiency in kmpl claimed by ARAI.

COMMUTERS

Our Choice

Best of the Rest

Honda CB Twister. The CB Twister offers great handling which coupled with its eager, quick revving engine makes for an exciting proposition in its segment. It looks stylish as well, and boasts of typical Honda quality.

Model & name

Mumbai ex-showroom

Delhi ex-showroom

Engine cyl/cc

bhp/rpm

Nm/rpm

Weight (kg)

0-60kmph

Top speed

kmpl (ARAI quoted)

The Bajaj Discover 100T makes a good case for itself, offering perhaps the best value for money with its competitive pricing and strong performance. The Honda Dream Yuga and Neo are two other viable options, offering the same package as the CB Twister.

upto 110cc Bajaj Discover 100 DTS-Si Bajaj Discover 100M Bajaj Discover 100T Bajaj Platina 100 Hero HF Dawn Hero HF Deluxe Hero Passion Pro Hero Passion X-Pro Hero Splendor (Plus, Pro) Honda CB Twister Honda Dream Neo Honda Dream Yuga Mahindra Centuro Mahindra Pantero TVS Star City TVS Star Sport Yamaha YBR 110 Yamaha Crux

47.0 47-50 50.2 41.4 40.2 43-46 49-54 50-56 46-52 49-57 46-51 50-53 45.8 39-44 40.9 39.7 48.4 41.1

44.5 46-49 49.1 40.4 38.4 42-44 48-52 51-53 45-48 45-52 43-48 46-49 45.0 43.2 41.2 40.1 46.0 39.0

1/94 1/102 1/102 1/99 1/97 1/97 1/97 1/109 1/97 1/109 1/109 1/109 1/107 1/107 1/110 1/100 1/106 1/106

8/7500 9/8000 10/9000 8/7500 8/7500 8/7500 8/7500 9/7500 7/8000 9/8000 8/7500 8/7500 8/7500 8/7500 8/7500 7/7500 7/7500 7/7500

8/5000 9/6000 9/6500 8/4500 8/4500 8/4500 8/4500 9/5500 8/5000 9/6000 9/5500 9/5500 8/5500 8/5500 8/5000 7/5000 8/6000 7/6000

115 114 121 113 109 112 119 119 109 108 105 108 120 120 99 95 126 113

8.6 NA 7.6 9.7 7.9 7.9 12.3 8.2 12.3 6.8 8.3 8.3 8.6 8.6 10.3 9.8 12.8 12.1

86 NA 98 79 89 89 82 82 95 94 87 89 97 97 91 86 84 90

89 84 89 76 83 83 84 84 81 86 74 74 85 79 84 83 70 78

Our Choice

55-58 58.6 62.1 57-59 60-63 54 56-60 61.5 47.2 55.0 58.9 55.6 54.8

54-57 NA 60.5 54-56 58-60 52 52-56 56.9 42-44 52.6 56.0 55.6 52.1

1/125 1/125 1/135 1/125 1/125 1/125 1/125 1/125 1/113 1/124 1/125 1/123 1/123

12/9000 13/9000 13/9000 9/7000 11/8000 9/7000 10/7500 11/8000 8/7500 9/8500 10/8000 11/7500 11/7500

11/7000 11/7000 11/7500 10/4000 11/5000 10/4000 11/5500 11/6500 8/5000 10/6000 11/6000 10/6500 10/6500

125 125 122 129 129 121 120 128 112 129 116 125 127

6.3 6.2 5.2 8.3 6.8 8.3 6.0 6.2 8.8 8.5 6.8 7.3 7.3

102 104 101 98 100 97 96 100 88 93 94 104 104

77 65 68 83 70 83 72 70 75 73 67 71 71

168

evo India | April 2014

68.7 71.9 70.5 68-71 68-71 67-77 64.6 65.6 69.8 74.8 71-78 60-63

1/149 1/179 1/149 1/149 1/149 1/149 1/149 1/149 1/160 1/177 1/153 1/153

15/9000 17/8500 13/7500 14/8500 14/8500 14/8500 13/8000 14/8500 15/8500 17/8500 14/7500 14/7500

12/6500 14/6500 13/5000 13/6500 13/6500 12/6500 13/5500 13/6000 13/4000 15/6500 14/6000 13/4500

143 147 134 150 143 137 146 149 137 139 135 133

33422 33342 33332 33322 33422 33422 33322 33342 33322 33332 33332 33332 33332 33342 33342 33342 33322 33422

+ Styling, performance - Tyres could be better + Premium feel, equipment, looks - Below par grip from tyres + Styling, engine performance - No updates yet + Basic commuter that does its job well - Premium pricing, dated design + Styling, performance, handling - Looks identical to the Honda Stunner + Bigger Splendor, efficiency - Performance, ageing design + Engine, gearbox, reliable - Looks ordinary + Styling, performance, handling - No tachometer, pricey + Comfort, performance - No disc brake + Styling, engine - Performance + Refinement, handling - High speed stability + Comfort, smooth engine - Mid-range + Dynamics, engine, performance - No disc brake

33332 33332 33342 33322 33332 33322 33342 33342 33342 33322 33342 33342 33342

Best of the Rest

Honda CB Trigger. The CB Trigger is the newest of the lot and looks fresh in this highly competitive class. The engine feels silky smooth, offering good performance. Handling and comfort are great as well, not to mention high equipment levels and quality.

70.6 73.9 73.9 72-76 71-74 72-83 69.6 73.1 67.3 73.1 75-82 60-66

+ Smooth engine, efficiency - Clunky gearbox, vibration at speeds + Option of disk brake, modern engine - Too early to say + Fesh styling, performance - Hard tyres lack grip + Frugal engine, ride quality - Uncomfortable ergonomics, dated + Efficiency, affordability - Looks and feels dated + Reliable workhorse, frugal - Feels dated even after styling additions + Tried and tested engine, ergonomics - Styling not impressive anymore + Updated styling, efficient - Priced as much as 125cc bikes + World's largest selling bike, proven product - Too common, underpinnings + Sporty styling, Honda reliability, performance - Skinny tyres + Best in class fuel efficiency - No disc brake option + Efficiency, reliability - Doesn't look much different than the Neo + Feature-loaded, efficiency - No disc brake option + Efficiency - Average styling + Build, efficiency, easy to ride - Bland styling + Alloys and better decals than the Stay City, price - No sporty intentions + Comfort, efficiency - Feels lacklustre, dated, pricey + Basic commuter which does its duty well - Not as good as the competition

The Honda CBF Stunner is a good handler and packs a punch, while looking sporty and offering good efficiency as well. The Mahindra Centuro is worth looking at as well - the powertrain is impressive and it offers features that are unheard of in the segment.

Our Choice

150 to 180cc Bajaj Pulsar 150 DTS-i Bajaj Pulsar 180 DTS-i Hero Impulse Hero CBZ Xtreme Hero Hunk Honda CB Trigger Honda CB Unicorn Suzuki GS150R TVS Apache RTR 160 TVS Apache RTR 180 (ABS) Yamaha FZ (FZ16, FZS, Fazer) Yamaha SZ (S, RR)

Rating

Best of the Rest

Bajaj Discover 125ST. The Discover 125ST pulls ahead of the competition with its strong engine performance and high equipment levels. It gets a rear monoshock, LED tail lights, digital speedometer with modern styling to match its performance.

110-135cc Bajaj Discover 125 T Bajaj Discover 125 ST Bajaj Pulsar 135 LS Hero Glamour Hero Ignitor Hero Super Splendor Honda CB Shine Honda CBF Stunner Suzuki Hayate Suzuki Slingshot Plus TVS Phoenix Yamaha SS 125 Yamaha YBR 125

evo rating

Yamaha’s FZ series still rules the roost with its torquey engine and able handling while styling appeals even today. The Suzuki GS150R is on the other hand is a highly capable machine with a refined engine and a slick 6-speed transmission.

5.6 5.1 5.4 5.7 5.6 6.2 6.1 5.6 5.3 4.5 5.3 6.4

111 116 105 112 108 102 107 106 118 124 106 98

64 60 50 65 66 60 65 59 45 44 51 62

+ Tried and tested machine, performance - Feels dated + Performance, styling - Gearbox, no recent updates + Dual-purpose styling, practicality - Underpowered + Performance, dynamics - Tyres, pricey + Ergonomics, performance, practical - Old-school design + Styling, engine, equipment - Not much VFM + Engine, comfort, handling - Dated + Refinement, reliability, six-speed 'box - Performance + Performance, brakes - Vibration, feels cramped + Styling, performance, ABS option - Ergonomics, vibrations + Best-looking 150cc, big-bike styling - Performance does not match looks + VFM, styling, price - Tyres lack grip

33342 33342 33342 33342 33342 33332 33342 33342 33342 33342 33342 33342


Ratings

Thrill-free zone 3 Tepid 33 Interesting 333 Seriously good 3333 A truly great bike 33333

SCOOTERS

Best of the Rest

Our Choice

Weight (kg)

0-60kmph

Top speed

kmpl (ARAI quoted)

V2/839 1/109 1/102 1/109 1/109 1/109 1/109 1/71 1/125 1/125 1/125 1/125 1/124 1/124 1/88 1/88 1/110 1/110 1/125 1/113 1/113

Nm/rpm

1384-1435 47.9 44.1 47.2 44.2 48-54 44.7 34.2 42.1 44.6 42.2 47.6 48.6 49.6 41.3 43.2 49.7 44.2 68-76 49.5 47-49

Engine cyl/cc

1395-1447 51.8 46.2 51.3 48.1 52-57 48.6 34.3 44.0 45.7 44.8 47.6 52.3 53.3 40.0 41.8 49.8 50.2 68-75 NA 50-52

The Vespa’s classic styling, engine and handling make it a great buy. Suzuki’s Swish is an all-rounder which scores well on all grounds. The newly launched TVS Jupiter, Yamaha Ray Z and Honda Dio are worthy options too for their performance and dynamics.

bhp/rpm

Aprilia SRV 850 (ABS) Hero Maestro Hero Pleasure Honda Activa Honda Activa-i Honda Aviator Honda Dio Mahindra Kine Mahindra Duro Mahindra Duro DZ Mahindra Flyte Mahindra Rodeo RZ Suzuki Access Suzuki Swish TVS Scooty Pep+ TVS Streak TVS Wego TVS Jupiter Vespa (LX, VX, S) N Yamaha Alpha Yamaha Ray (std, Ray Z)

Delhi ex-showroom

Model & name

Mumbai ex-showroom

Honda’s Activa. Honda’s Activa continues to be the chartbuster with its smooth engine, high efficiency and reliability. Its popularity reflects in the large volume that it’s selling in. HET technology and a claimed 60kmpl make it hard to find flaw with this scooter.

75/7750 8/7500 7/7000 8/7500 8/7500 8/7000 8/7000 3/5500 8/7500 11/7000 8/7000 8/7000 9/7000 9/7000 5/6500 5/6500 8/7500 8/7500 10/7500 7/7500 7/7500

76/6000 9/5500 8/5000 9/5500 9/5500 9/5500 9/5500 5/4500 9/5500 9/5500 9/5500 9/5500 10/5000 10/5000 6/4000 6/4000 8/5500 8/5500 11/6000 8/5000 8/5000

249 110 104 110 103 109 110 82 105 114 106 106 112 110 95 96 104 108 114 104 104

NA 10.4 12.0 10.7 10.7 10.8 10.5 NA 8.7 8.6 12.8 9.6 NA NA 12.5 11.9 10.4 NA 9.5 9.5 9.5

NA 88 79 89 89 82 91.6 60 88 90 82 81 NA NA 74 92 84 NA 100 80 85

NA 68 63 67 60 67 67 63 57 56 56 59 54 57 66 66 65 NA 60 62 53

evo rating

Rating

+ Explosive performance, Italian styling, high-speed stability - Pricey, heavy + Tried and tested engine, handling - Feels bland + VFM, cutesy styling, feminine appeal - Quality, biased looks + Best-seller, engine, performance - Brakes could be better + Engine, efficiency, new technology - Brakes + Build, styling, engine - Seat height + Sporty styling, handling, dynamics - Ride quality + Only 2-stroke scooter on sale! - Too small + Performance, ride quality - Efficiency, quality + Best-in-class power, ride quality - Efficiency, sililar to Duro + Engine, features - Sub-par fuel economy, quality + Looks, engine, features - Not as efficient as competitors + Performance, quality, engine - Bland styling + All-round performer, quality - Tyres could be better + Compact, ideal for short commutes - Feels dated, nervous handling + Styling - Needs more grunt + Engine, performance, handling - Too compact + Styling, telescopic front suspensions, ease of use - To early to say + Ageless retro styling, engine, excellent build - Price, lacks features for the price + Engine, performance - old-school design + Design, engine - Too compact

33332 33342 33322 33332 33332 33342 33332 33422 33342 33332 33342 33342 33332 33332 33322 33322 33332 33332 33332 33332 33332

CRUISERS

Our Choice

Best of the Rest

Weight (kg)

0-100kmph

Top speed

kmpl (ARAI quoted)

Engine cyl/cc 1/220 L2/1198 V2/1585 V2/1690 V2/1690 V2/1690 V2/1202 V2/883 V2/1247 V2/1690 V2/1690 V2/749 V2/1585 V2/1585 V2/1584 V2/883 V2/1312 V2/249 V2/647 V2/678 V2/935 V2/935 V2/1380 V2/1380 1/346 1/499 1/346 1/499 1/499 1/499 1/346 1/346 1/499 V2/805 V2/1783 3/2294 2/1699 V4/1679

Nm/rpm

81.5 79.5 2048-2553 2048-2553 1281.0 1281.0 1490.0 1490.0 1560.0 1560.0 NA NA 876.0 876.0 671.0 671.0 2175.0 2175.0 2281.0 2281.0 1625.0 1625.0 410.0 410.0 1016.0 1016.0 1171.0 1171.0 1171.0 1171.0 571.0 571.0 1525.0 1399.6 265.0 269.0 568.0 525.4 634.5 599.0 1629.0 1613.0 1613.0 1599.0 2112.0 2093.0 2279.0 2256.0 100.9 95.6 145.6 137.9 120.7 114.5 154.6 146.7 157.0 149.0 164.2 155.8 113.3 107.4 131.4 124.6 167.3 158.7 1005.0 1005.0 1595.0 1595.0 NA 2000.0 NA 1300.0 2565.4 2565.4

The Ducati Diavel is lustworthy. The Yamaha V-Max offers mind numbing performance to go with its smashing looks. Moto Guzzis are beautiful and boast of brilliant equipment and dynamics too. The Royal Enfields offer great VFM and chug along agelessly.

bhp/rpm

Bajaj Avenger 220 DTS-i Ducati Diavel (std, Carbon, Carbon Red) Harley-Davidson Fat Bob Harley-Davidson Fat Boy Harley-Davidson Fat Boy Special Harley-Davidson FLHX Street Glide Harley-Davidson Forty Eight Harley-Davidson Iron 883 Harley-Davidson Night Rod Special Harley-Davidson Road King Harley-Davidson Softail Heritage Classic N Harley-Davidson Street 750 Harley-Davidson Street Bob Harley-Davidson Super Glide Custom Harley-Davidson Super Glide (110th) Harley Davidson Superlow Honda VT 1300CX N DSK Hyosung Aquila 250 DSK Hyosung Aquila GV650 Pro DSK Hyosung ST7 Moto Guzzi Bellagio Moto Guzzi Bellagio Black Eagle Moto Guzzi California 1400 Custom ABS Moto Guzzi California 1400 ABS Tour Full Royal Enfield Bullet Royal Enfield Bullet 500 Royal Enfield Classic 350 Royal Enfield Classic 500 Royal Enfield Classic Desert Storm Royal Enfield Classic Chrome Royal Enfield Bullet Electra Royal Enfield Thunderbird 350 Royal Enfield Thunderbird 500 Suzuki Intruder M800 Suzuki Intruder M1800R Triumph Rocket III Roadster Triumph Thunderbird Storm Yamaha VMAX

Delhi ex-showroom

Model & name

Mumbai ex-showroom

Harley-Davidson Road King. Our choice in this segment crammed with plenty of good options is the Road King. Proper tourer styling, standard luggage, supreme comfort and an engine that betters most of the competition, tilt the scales in its favour.

19/8400 162/9500 NA NA NA NA NA NA NA NA NA NA NA NA NA NA 57/4250 26/9500 74/9000 58/8000 74/7200 74/7200 96/6500 96/6500 20/5250 26/5100 20/5250 27/5250 27/5250 27/5250 20/5250 20/5250 27/5250 50/6000 127/6200 146/5750 97/5200 197/9000

17/7000 127/8000 126/3500 132/3250 132/3250 134/3500 95/3500 69/3500 111/7250 134/3500 130/3000 65/4000 124/3250 124/3250 125/3000 69/3500 107/2250 21/7000 62/7500 57/6000 75/6000 75/6000 118/2750 118/2750 28/4000 41/3800 28/4000 41/4000 41/4000 41/4000 28/4000 28/4000 41/4000 66/3600 160/3200 221/2750 156/2950 167/6500

154 210 325 330 330 368 260 260 302 368 341 218 305 313 310 260 303 179 240 244 224 224 300 322 180 193 187 190 190 190 187 192 195 269 347 367 339 310

15 2.9 NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA 3.12 NA NA NA NA NA NA NA NA NA NA 8.5 NA NA NA NA NA NA NA

114 NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA 176.0 NA NA NA NA NA NA NA NA NA NA 101.1 NA NA NA NA NA NA NA

50 NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA 25 NA NA NA NA 41 NA 53 40 40 40 53 53 40 NA NA NA NA NA

evo rating + Styling - Ill-suited engine, handling + Explosive styling and performance, agility - Stiffly sprung, service network + Comfortable and powerful cruiser with clean lines - Styling not to everyone's taste + Best selling hog, comfortable seat and riding position - Feels bulky in city + Sinister styling, legacy - Bulky + Ultimate luxury cruisers - Strictly a highway machine + Bold styling, performance - Handling feels lazy + Bad boy styling, attractive price tag, great perfomance - Feels a tad too small + Styling, performance, lustworthy - Not rideable in traffic + Big on comfort, torque, engine - Cumbersome to ride in city + Retro styling - Not an everyday Harley + Affordable, ride quality, handling - not suitable for tall riders, exhaust note + Bobber styling - Pricey accessories + Authentic Harley styling - Custom badge doesn't add much + Looks, styling- Custom badge doesn't add much + Most affordable Harley - Ground clearance + Chopper design - Not to everyone's taste + Rideability in city, comfort - Unrefined, price + VFM, attractive styling - Quality niggles + Spot on cruiser looks- Low on torque + Typical Italian looks, performance - Poor service network + Styling, light handling - Service network + Engine, attractive styling - Pricey + Equipment, styling - Low ground clearance hampers cornering + Old world charm - Quality + Retro styling, performance - Quality + Classic British era design - Single spring-seat not comfortable + Charming looks, torquey - Seat feels unstable + Attractive styling, matte finish - Maintenence issues + Design, chrome finish - Quality niggles + Appealing design - Reliability still questionable + Performance, tank range, styling - Comfort + Design, tank range, torquey - Seating + Impressive design - Needs more grunt + Styling, performance - Lacks the appeal of a Harley, size + Massively torquey, comfort - Humongous size + Stance, engine performance - Debatable styling + Ultimate power cruiser - Price

Rating 33342 33332 33332 33334 33334 33332 33332 33332 33334 33334 33332 33334 33332 33332 33332 33332 33342 33342 33342 33322 33332 33332 33332 33332 33342 33342 33342 33342 33342 33342 33342 33342 33342 33332 33332 33334 33334 33334


Ratings

Thrill-free zone 3 Tepid 33 Interesting 333 Seriously good 3333 A truly great bike 33333

TOURING

Best of the Rest

Our Choice

115/6800 73/5000 175/5250 120/6000 120/6000 124/7500

214 218 332 259 263 224

NA NA NA NA NA NA

NA NA 200 200 200 NA

NA NA NA NA NA NA

+ Hi-tech suspension aids, torquey engine - Wind blast inspite of the high windshield + Auto box, storage space - bland styling + Comfort, performance, technology - Heavy, too large for the city + Legacy, go-anywhere ability - Not for the city + Comfort, engine - Seat height + Styling, touring ability, brakes - Soft suspension, price

33332 33332 33334 33334 33332 33334

V4/1237 3/799 3/1215 V4/1237

170/10000 94/9300 135/9300 170/10000

129/8750 79/7850 121/6400 129/8750

267 215 259 267

NA NA NA NA

NA NA NA NA

NA NA NA NA

+ Technology, transmission, comfort - Feels like a boat + Rugged looks, capable tourer, affordable - May not suit everyone's taste + Sound dynamics, go-anywhere ability - May not suit everyone's taste + Technology, transmission, comfort - Feels like a boat

33342 33332 33334 33342

Nm/rpm

125/8200 75/8000 160/7750 110/7750 110/7750 150/9250

bhp/rpm

V4/1197 V2/839 6/1649 4/1170 4/1170 L2/1198

Engine cyl/cc

kmpl (ARAI quoted)

1762.9 1200.0 1790.0 1762.9

Top speed

1885.7 NA NA 1885.7

0-100kmph

1733-1944 1716-1923 1382-1424 1371-1412 2916-3186 2320-2552 2322.0 1768.0 2473.0 1964.0 2006-2489 2006-2489

The Ducati Multistrada 1200 is perhaps one of only challengers to the BMW and boasts of terrific touring credentials too. Honda’s VFR1200F boasts of ultra-modern tech and an automatic dual clutch transmission.

Weight (kg)

Aprilia Caponord 1200 (ABS, Travel pack) Aprilia Mana 850 ABS (std, GT) BMW K1600 (GT, GTL) BMW R1200 GS Adventure BMW R1200RT Ducati Multistrada 1200 (std,ABS,S Touring) Honda VFR 1200F Triumph Tiger 800 XC Triumph Tiger Explorer Honda VFR 1200F

Delhi ex-showroom

Model & name

Mumbai ex-showroom

BMW R1200GS. This is the ultimate touring machine if you are planning to circumnavigate the planet. It has the reliability of a battle tank and an engine that goes on and on. Has been ridden around the world innumerable times to prove its worthiness.

evo rating

Rating

SPORTS

Our Choice

Best of the Rest

19/7000 18/6000 18/6000 13/8500 23/7000 23/8000 61/7500 27/10000 64/7000 15/7500

kmpl (ARAI quoted)

21/8500 17/7000 18/7000 18/10500 26/8500 28/10000 73/9000 38/11000 71/8500 17/8500

Top speed

1/220 1/223 1/223 1/149 1/250 V2/249 V2/647 2/296 2/649 1/150

0-60kmph

84.1 81.6 101.8 121.3 185-192 275.1 479.0 338.0 492.1 112.5

The Ninja 300 offers a big bike feel, refined engine and performance, and a handling package that makes you want to push harder. The Honda CBR250R is a great all-round motorcycle too, while the Yamaha R15 continues to impress as a track tool.

Weight (kg)

Engine cyl/cc

86.2 85.6 106.8 129.0 160-189 288.0 515.5 348.0 494.2 118.2

Nm/rpm

Delhi ex-showroom

under 650cc Bajaj Pulsar 220 DTS-i Hero Karizma R Hero Karizma ZMR Honda CBR 150R Honda CBR 250R DSK Hyosung GT 250R DSK Hyosung GT 650R Kawasaki Ninja 300 Kawasaki Ninja 650 Yamaha YZF-R15 v2.0

bhp/rpm

Model & name

Mumbai ex-showroom

Kawasaki Ninja 650. The Ninja 650 is a brilliant all-rounder. The parallel-twin engine makes a healthy 72bhp, while the able chassis and suspension let you ride it to work everyday effortlessly, go touring or have fun on a race track. At a highly competitive price.

150 150 159 138 167 177 215 172 211 136

4.6 4.7 4.6 4.9 3.8 4.1 2.7 2.6 2.1 4.8

133 125 121 130 146 140 205 167 209 131

57 45 51 40 27 35 22 NA NA 47

Our Choice

170

2389-2462 2365-2436 1955-2014 1934-1992 2570.0 2570.0 2354.0 2354.0 3050.0 3050.0 2594-2728 2594-2728 3239-3373 3239-3373 3911.0 3911.0 1518.0 1518.0 1632-1658 1521-1546 1250.0 NA 1570.0 NA 1690.0 NA 1595.0 1595.0 1075.0 1075.0 1595-1625 1595-1645 NA 1015.0 NA 1140.0 1560.1 1560.1

evo India | April 2014

V4/1000 V4/1000 4/1170 4/1293 4/999 L2/1198 L2/1198 L2/1198 L2/849 4/999 4/1043 4/998 4/1441 4/999 4/1255 4/1340 3/675 3/675 4/998

178/12250 178/12250 133/8750 175/9250 193/13000 195/10750 195/10750 195/10750 140/10500 176/12000 140/10000 197/13000 197/10000 160/12000 97/7500 197/9600 126/12500 126/12500 180/12500

115/10000 115/10000 115/6000 140/8250 112/9750 132/9000 132/9000 132/9000 98/9750 112/8500 111/7300 112/11500 163/7500 110/10000 109/3700 140/8100 74/9750 74/11900 115/10000

179 179 178 254 202 188 188 188 194 199 230 201 268 203 254 260 184 184 206

Rating

+ Performance, styling - Still not a great handler, dated feel + Still an able machine on road and track - Way too dated + Silky smooth mill - Debatable styling + Styling, handling on track - Power delivery, expensive + VFR inspired design, comfort, performance - Quality niggles + Big bike feel - Ergonomics, quality + Handling, performance - Ergonomics, quality not up to the mark + Styling, big bike feel, handling - Expensive + VFM, touring abilities - Styling could be better + One of the best track machines in the country till date - Needs more power

33342 33342 33342 33342 33332 33322 33322 33332 33332 33332

Best of the Rest

Ducati 1199 Panigale S. Arguably one of the meanest, scariest and fastest superbikes on the planet. MotoGP derived technology and mind numbing performance with handling that stuns you on track, not to mention an unreal power to weight ratio.

above 650cc Aprilia RSV4 Factory APRC (std, ABS) Aprilia RSV4 R APRC (std, ABS) BMW HP2 BMW K1300S BMW S1000RR Ducati 1199 Panigale (std, ABS) Ducati 1199 Panigale S (std, ABS) Ducati 1199 Panigale Tricolore Ducati 848 EVO Honda CBR Fireblade Kawasaki Ninja 1000 Kawasaki Ninja ZX-10R Kawasaki Ninja ZX-14R Suzuki GSXR-1000 Suzuki Bandit 1250S Suzuki Hayabusa (std, Limited edition) Triumph Daytona 675 Triumph Daytona 675R Yamaha YZF-R1

evo rating

Its hard to name only a few machines. The Aprilia RSV4, BMW S1000RR, the big four from Japan are all legendary machines. The Suzuki Hayabusa and Kawasak ZX-14R are the real monsters though, with lethal performance that is second to none.

2.9 3.0 3.1 2.8 2.7 2.6 2.6 2.6 3.3 3.2 4.0 2.9 2.6 2.3 3.4 2.7 NA NA 3.0

291 NA 248 276 295 284 284 284 NA 294 NA 296 297 NA NA NA NA NA 285

NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA

+ WSBK machine in road trim! - Too sharp for the road + One of the best machines in its class - Feels too sharp for the road + Performance - Too extreme for the road + Touring virtues, performance - Beginning to look dated + Killer looks, performance - Sky high pricing + Scarily fast, lustworthy styling - Not for novice riders + Scarier than the standard version - Too sharp for the road, service network + Italian colours in the same terrific package - Too track-focussed, service network + Styling, explosive performance - Demanding to ride, uncomfortable ergonomics + Able machine on road and track, performance - Conservative styling + Comfort, touring virtues, performance - Styling is not everones taste + Explosive performance, styling - Scary for novice riders + Mind-numbing performance, pricing - Feels too large + Performance - Needs a styling update + Practicality, comfort - Needs more power, looks dated + Engine, mind-boglling performance, handling - Feels bulky + Rs 1.25 Lakh cheeper if you dont want the R suffix - Devoid of Ohlins + Loaded with gizmo, best supersports bike - Expensive! + Technology, performance - Beginning to show age

33334 33332 33332 33342 33332 33332 33332 33332 33332 33332 33334 33334 33334 33332 33342 33334 33342 33332 33332


Ratings

Thrill-free zone 3 Tepid 33 Interesting 333 Seriously good 3333 A truly great bike 33333

SUPERMOTOS

Best of the Rest

Our Choice

Top speed

kmpl (ARAI quoted)

V2/1197 L2/821 L2/1078

0-100kmph

1628.0 1120.0 1489.0

Weight (kg)

Engine cyl/cc

1643.0 1120.0 1489.0

Nm/rpm

Delhi ex-showroom

Aprilia Dorsoduro 1200 ABS Ducati Hypermotard 796 (std, Matt) Ducati Hypermotard 1100 (std, SP)

The Aprilia Dorsoduro is a great alternative to the Hyper’ and feels as competent with its smile inducing performance and handling. We cannot wait for the Hyperstrada to be launched though, since it only betters what the Hypermotard does!

bhp/rpm

Model & name

Mumbai ex-showroom

Ducati Hypermotard 796. The Hypermotard boasts of a body type that can tackle non-existent roads effortlessly. It is an accomplished tourer, and also has you grinning wide on a race track. Light, nimble with excellent performance.

129/8700 110/9250 95/7500

115/7200 89/7750 103/5750

186 188 196

3.5 4.1 3.9

230 192 209

NA NA NA

evo rating

Rating

+ Ultra-torquey, agility - For skilled riders only + Rider-friendly, refinement - Heavy throttle + Rideability, stability - Feels underpowered as compared to competition

33332 33332 33332

STREETFIGHTERS

Our Choice

Best of the Rest

Ducati Monster 795. Gorgeous Italian styling and a brilliant V-twin engine make this legendary naked a great buy at a great price. Add to that the snob value of being a Ducati and a brilliant handling package and you know what we are talking about.

Aprilia Tuono V4 APRC Bajaj Pulsar 200NS BMW K1300R BMW R1200R Ducati Monster 795 Ducati Streetfighter S Honda CB 1000R DSK Hyosung GT 650N Kawasaki Z800 Kawasaki Z1000 KTM 200 Duke KTM 390 Duke Moto Guzzi Griso SE Moto Guzzi Sports 8V Moto Guzzi Sports 8V Corsa Royal Enfield Continental GT N Suzuki Inazuma Triumph Bonneville Triumph Bonneville T100 Triumph Speed Triple ABS Triumph Street Triple ABS Triumph Thruxton Yamaha FZ1

1893.0 89.6 2203.0 1890.0 609.7 2183.0 1274.0 417.0 790.0 1250.0 133.8 184.9 1725.0 1772.0 1789.0 185.2 315.0 NA NA NA NA NA 1072.0

1855.3 84.1 2100.0 1411.0 609.7 2183.0 1181.8 387.6 805.0 NA 130.7 180.9 1708.0 1754.0 1771.0 184.5 299.0 570.0 660.0 1040.0 750.0 670.0 1072.0

V4/1000 1/199 4/1293 4/1170 L2/803 L2/1098 4/998 V2/647 4/806 4/1043 1/199 1/373 V2/1151 V2/1151 V2/1152 1/535 4/248 2/865 2/865 3/1050 3/675 2/865 4/998

165/11500 23/9500 173/9250 110/7500 86/8250 155/9500 123/10000 73/9000 111/10200 140/10000 25/10000 44/9000 110/7500 103/7000 103/7000 29/5100 26/8500 67/7500 67/7500 133/9400 105/11850 68/7400 148/11000

111/9500 18/8000 140/8250 119/6000 78/6250 115/9500 100/8000 61/7500 83/8000 111/7300 19/8000 35/7000 110/6000 105/6750 105/6750 44/4000 22/6500 68/5800 68/5800 111/7750 68/9750 69/5800 106/8000

183 145 243 227 187 167 217 208 231 230 125 139 231 240 240 184 183 225 230 214 183 230 214

The Honda CB1000R is one of the best large capacity sport nakeds, just like the Yamaha FZ1. The Bajaj Pulsar 200NS is pure value for money with an awesome package, while the KTM 390 Duke is your perfect pocket rocket and is one of most insane machines.

3.1 9.6 2.8 3.3 5.1 3.2 3.5 5.5 NA 4.0 9.1 5.5 3.5 3.8 3.8 9.6 NA NA NA NA NA NA 3.2

264 151 260 248 200 256 228 187 NA NA 135 168 210 216 216 136 NA NA NA NA NA NA 246

NA 35 NA NA NA NA NA 22 NA NA 32 28 NA NA NA 41 40 NA NA NA NA NA NA

+ Scary performance, styling - Too powerful for newbies + Performance, VFM quotient - Quality niggles + Muscular styling, performance - Bulky feel + Comfort, performance - Seat height + Rider-friendly performance, VFM - No single-sided swingarm + Styling, scary performance - Not practical for everyday use + Performance, styling - No flyscreen, unreasonably expensive + Pricing, handling - Lacks refinement + Chunky mid-range, perfect seating position - No traction control + Styling, performance - No color options in India + Technology, performance, VFM - Quality niggles + Staggering performance at a bargain of a price - Too similar to the Duke 200 + Typically Italian design, performs admirably - Sales and service network + Italian styling, performance - Dealer and service network isn't strong + Italian styling, performance - Sales and service network + Retro looks, handling - Vibration, weight, needs more power + Decent built quality, comfortable riding position - Overpriced, overweight + Timeless design, easy-going nature, price - May not be favoured by younger riders + Bonnie with more panache - May not be favoured by younger riders + Absolute hooligan of a performer - Nothing much really + Smaller, more affordable hooligan - Nothing much really + Modern-day cafe racer, retro charm - We want more power + Performance, practicality - Styling not distinctive

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Art of speed Camera: Nikon D800. Focal length: 29.0mm. Exposure: 1/160 sec at f/8 (ISO 100)

Bugatti Veyron Super Sport NACA duct WORDS by DAV I D V I V I A N | P h o t o g rap h y by s t uart c o l l ins

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View a NACA duc t from above and it looks like a plan outline of Concorde. It’s a shape that is inextricably associated with minimal aerodynamic drag. It enabled Concorde to fly at one and a half times the speed of sound. As a duct, it’s efficient at channelling airflow onto whatever it is that needs to be cooled with minimal disturbance at the point of entry. In other words, it’s a low-drag air intake. And on a car, well, it looks very cool. Imagine a Ferrari F40 without its twin NACA ducts on the bonnet. Or the Bugatti Veyron Super Sport, pictured here, missing the slightly longer-nosed variety set into its roof. Not quite the ticket. NACA stands for National Advisory Committee for Aeronautics, a US federal agency founded in 1915 to undertake, promote and institutionalise aeronautical research. In 1958, the agency was dissolved and absorbed into the newly formed NASA, but the acronym lives on. The NACA duct left the drawing board in 1945, originally called the ‘submerged inlet’ and consisting of a shallow ramp with flared walls recessed into a streamlined body. Its initial use was on aircraft, but unsurprisingly it soon found favour with the designers of racing cars.

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evo India | April 2014

The NACA duct makes use of the layer of slow-moving air that clings to the bodywork of a moving car, especially flatter surfaces like the bonnet, roof or side panels – the so-called ‘boundary layer’. The flush duct with its gentle diffuserlike ramp and sharp-edged curved walls creates counter-rotating vortices which nudge the boundary layer away from the intake, coaxing in the faster-moving air, neatly sidestepping the flow separation and form drag of protruding inlet designs. It doesn’t achieve very large ram pressures – ruling it out as an engine inlet vent – but It can accommodate a multitude of cooling duties. And, of course, the duties of looking cool. The Golden Age, when it was almost impossible to buy a high-performance car that wasn’t sporting at least one NACA duct, spanned the 1970s and ’80s. Arguably the biggest, and usually painted black to draw attention to their presence, could be found on either side of the Lamborghini Countach, partially recessed into the rear flank panels. For a car composed mostly of trapezoidal shapes, it was an aesthetic gift. And the first? That’s a matter of some conjecture but, whether it was or not, I reckon it sits pretty well with a ’69 Shelby Mustang. Although the NACA duct’s function was relatively subtle, it always made a car look harder. L

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