It’s not an exotic sports-car. In fact, it is one of the most common sights on Indian roads. It’s not ridiculously expensive either. Instead, it is one of the most affordable cars of all time. For people in their 60′s and 70′s whose choice when buying their first car was limited to the Ambassador and Premier Padmini, this came in as a whiff of fresh air. For people in their 40′s and 50′s, this was their first set of wheels. Guys and girls in their 20′s and 30′s grew up and learnt driving in this car. To cut a long story short, this car literally put India on wheels. Like what Ford Model T is to Americans and Volkswagen Beetle is to Germans, this car is to Indians. Until you had confined yourself into a dark room for the past 25 years or so, you would have rightly guessed by now that we are talking about the Maruti 800.
This particular car we drove was a 1984 manufactured model with high import content and consequently much better build quality than the later models that had high local content. It has passed through 4 owners and has covered a total of 122,389 km till date. So, how does a car which redefined the way Indians traveled in the 80′s look and feel now? Does it make sense at this day and age when cars have moved forward? Or is it only fit for rekindling fond memories associated with it? We drove it to find out and the answers are really surprising, even for us. Read on.

‘Boxy’ is ‘Sexy’ Outside:
30 years is a very long time for anything and more so for something as fashionable and ever-changing as the design of an automobile. But that’s precisely how long the design of the 800 has lived on with the existing 800 still using the same basic shape and theme of the original Suzuki SS80, albeit with a few facelifts. It just goes to show the greatness of the original’s design. Look at it and the 800 still looks simple and clean with an edge on practicality over aesthetics. It is small yet purposeful, boxy yet sexy and is eternally cute evoking a similar reaction to seeing a cartoon character. The square-shaped headlamps, the rectangular indicators with tiny parking lights and the slab-like tail-lamps are classic ’800′ stuff that makes this car instantly recognizable.

The bumpers are massive by those standards to protect the car and its occupants in case of an unfortunate accident and, to our eyes, the car seems to be riding on a pretty high ground clearance. Remember, when this car came out, India didn’t have decent highways, leave alone the Golden Quadrilateral and the Expressways. The boot can be accessed only through the rear windscreen that can be opened. If it sounds familiar, you are right. Honda brought back this concept recently with its Brio hatchback. The later 800 models though came with a boot that could be opened.

‘Simple’ is ‘Smart’ Inside:
The 800, when launched in India, was competing with two other popular cars of it’s era, the HM Ambassador and Premier Padmini. Compared to them, the 800 was smaller, shorter, narrower and consequently, had less passenger space. You might think that its a big negative point but the way the available space has been put to use can teach modern small cars a thing or two in practicality. For example, the jack to lift the car up has been smartly placed in the left corner of the hood. Though there is considerable leg-space both at the front and the rear, this is the only area where the 800 gets a drubbing from the Ambassador and the Padmini. The quality of interiors seems to be much better though and the 800′s interiors are proven to be durable to this day.

Just like the exteriors, the interiors are also simple and neatly laid out. It just reminds us of the fact that being simple is always better and smart too. ABS, Airbags, Climate Control and Power Windows were unheard of in those days and the 800 came with slider controls for the air-conditioner. Lesser electronics means lesser trouble and greater reliability. Every single button, knob and latch still works perfectly unlike many modern cars which suffer from unreliable electronics. The interior overall is still a nice place to spend time in and travel for 4 adults.

‘Small’ is ‘Big Fun’ to Drive:
Turn the ignition on and the car shows its first signs of age. The starter motor takes some time and effort to crank the engine on. Once done, the engine is pretty refined compared to the shaky and noisy competition the car had in those days. The clutter-clatter of the engine is pretty audible compared to these days though. Press the accelerator pedal and that’s where the real surprise is. The car moves forward swiftly with the light kerb weight helping things here. The absence of power steering is felt only at parking speeds and the steering weighs up nicely as speeds build up. The car willingly skates into corners and stays composed until you take sudden directional changes which creates a fair amount of body-roll. To hell with the Stability Control, this car knows nothing about those gizmos. It is just uncomplicated mechanical bits at its reliable best.

We knew that driving the car would be fun but, to be really frank, we never expected that it would be so much fun to putter around. It again shows that there is nothing that can bring as big a smile in your face as a small, light and nimble car sans the gizmos. To make things better, so much fun comes pretty cheap too with negligible maintenance costs and amazing fuel-efficiency. Having said that, the brakes are the only thing that scared us. A few episodes of ‘pressing the brake pedal and the car doesn’t react’ later, we stood hard on the brakes to bring the car to a stop, the absence of a brake booster making its presence felt here.

‘Japanese’ Build Quality Impresses:
As we stated earlier, this 800 was manufactured in 1984 which means that, except the tires and the battery, almost everything else was imported from Japan. The build quality of the Japanese component manufacturers needs a special mention here as this car still has most of the original fittings intact, and working too. The Stanley sealed-beam headlights and Tokai Denso taillights and indicators still looks and works great and have not faded 28 years into its life. Under the hood, most of the components are still original, manufactured by companies lie Nippon Denso and Mikuni. Even the original ‘Suzuki’ and SS80 scripts in the valve cover are intact. The car is devoid of rust around the joints and hinges but the repaint has not quite brought the magic of the original ‘Sky Blue’ color that the car came with.

Bring back this Time Machine:
If ever there was something that comes close to the concept of ‘Time Machine’, then this would be it. A few hours in the ubiquitous 800 sent us back in time and brought back the sweet memories when driving, controlling and stopping a car were completely in our control and consequently so much fun. If you are worried that you may never afford to have fun driving a Porsche or Lamborghini, we suggest you scout for a good old 800. It is infinitely less fun driving the 800 we agree, but then you would be spending just peanuts for it.

There is just one obligation to Maruti-Suzuki that we have and one that most of you readers will also agree to – “Bring back something as simple, as cute and as much fun as the original 800 please”. With this, we let you loose to feel the nostalgia and share it across. The floodgates are open in the form of ‘comments’ section below. Pitch in with the countless experiences, memories and moments that you would have had with this ubiquitous little gem of a car that changed the motoring landscape of India once and for all.

Text & Photography: Aravind Ramesh

Having pre-owned a BMW 3-Series several years ago in Dubai, the first question I had in mind when I first set sight on the F30, how good is this new arrival and what has BMW done to make it a worthy successor of the outgoing E90. It’s a natural reaction since most of us who have watched and felt the 3-Series close enough in the model’s several generations of existence are aware how this model almost single-handedly stirred a revolution in the segment with rear wheel drive architecture and a remarkable normally-aspirated straight-six 2.0-litre engine in the E30 of the early 80s right up to the outgoing E46.

For BMW, the 3-Series is its global volume seller and also the brand’s entry-level sedan ticket. The job for replacing the E46 is crucial as not only BMW needs to keep the model series at the top of its game in view of competition heating up in the segment. A two day fact finding mission in and around Barcelona, Spain including a half day track experience at the famous Cataluyna track thrown in as part of the test package. A couple of things I was keen to find out in view of the current trends in motoring business – downsizing displacement capacity and cylinders, introduction of direct injection and some form of turbo or supercharging and somewhere a barrage of cutting edge efficient technologies including transmissions and weight saving measures.

The new arrival is built on a new platform which is also shared with the next-gen 1 Series (F20). The new car has grown – now it runs on a longer wheelbase, wider track and is longer by two inches overall. For now, Coupes and Convertibles carry over unchanged in their current E90 form. There are a couple things in a 3-Series that nobody wants changed – the lovely steering feel, chassis dynamics and the way it handles from this sporty midsize luxury car. As for handling, the car certainly must live up to the ‘Ultimate Driving Machine’ tag and by far, we always considered the model series to represent the best car in its class. Besides a bit of anxiety, we were keen to find out how the changes and new packaging could have affected the new arrival for better or for worse?

Exteriors – At first glance, I would not hesitate to say that sheet metal is evolutionary, not revolutionary or anywhere near the controversial ex-BMW design chief Chris Bangle’s designs. On the contrary, I would rate Christopher Weil’s restyle touches as positive in the senses that the car retains predictable corporate design cues and connects well with the pre-Bangle era 3-Series models. For those who didn’t know, Christopher Weil is part of Adrian Von Hooydonk’s team and his new design language at BMW and he also designed the GT. From aesthetics, the idea of pushing the headlamp lens right into the grille is perhaps the most unusual aspect of the new 3-Series design and we think the car is much closer to the 5-Series in overall execution with its new
dual character lines.

While the car is bigger and has more kit than before, it doesn’t mean that it’s heavier or clumsy. Weight savings have been possible due to selective use of higher strength steels in the body structure, a modded and lighter base engine, and increased use of plastics, composites, and aluminium in the chassis. An equivalently equipped 328i is 40kg lighter than its predecessor. The new platform’s suspension is effectively an update of the existing hardware. This means the car gets a forged aluminium five-link MacPherson strut set-up at the rear and aluminum-intensive double-joint struts up front.

Interiors - The cabin is typical of BMW and revised dimensions have been put to good use. For instance, the 1.9in wheelbase stretch which was used to add a half inch of legroom in both rows also helps lower the front seats enough to facilitate extra 1.8in for headroom up front while the rear heads enjoys 0.2in more clearance now. However, some of the same familiar tradeoffs of sport sedans return here in the new 3-Series, especially when it comes to occupant space.

The clinically clean instrument panel sits in the dashboard which has a unique to BMW feature — the revised placement of the navigation screen, which instead of being recessed, now sits on top of the dashboard with retractable mechanism. It’s a very thin glossy black tablet, rimmed in a simple chrome band. The instrument cluster also gets a uniform non-reflective matte black background that allows colour graphics, essential information and even cruise control settings to be posted between the main dials. Meanwhile, as before, there’s the latest iteration of iDrive completed with now-familiar combination of buttons and rotary controller remains on the center console, near the gear shifter. While it has been simplified in its operation, still the system seems unnecessarily complex, and we are not sure how it will appeal to the iPhone generation of consumers.

Powertrains - Under the bonnet, for almost 20 years as we are aware, 3-Series models have enjoyed inline-six engines. Although the 335i badged variants carries on with a single-turbo 3.0-litre six pumping out 300hp and 300lb-ft of torque, there’s a new engine that BMW is keen to promote. It’s the new forced-fed 2.0-litre four-cylinder in the 328i which offers 240hp at 5,000rpm and 260 lb-ft of torque at 4,000rpm. Both engines are mated to ZF eight-speed automatic transmissions.

Driving impressions - One of our concerns was that with all the new content, and the revised dimensions, that the 3-Series would be feeling more like a 5-Series. Our test cars were shod with 19in Bridgestone Potenza S001s — 225/40 (front) and 255/35 (rear). Meanwhile, aerodynamic efficiency is also improved from Cd 0.29 to Cd 0.23 now in the 328i. Our test car also had the optional variable-ratio electric-assist rack [which replaces the sublime hydraulic power steering assist that we have been so used to], and to which BMW claims that it provides a 14.5:1 ratio on-centre, quickening to 11.2:1 as the wheel passes about 100° in either direction.

The first day of the drive focused on day-to-day driving situations in and around Barcelona and we began the drive with the entry level turbo charged 2.0-litre. This engine uses direct injection, has a new faster-acting Valvetronic timing and lift, and twin-scroll turbo support to offer 10 more horses and 60 lb-ft of additional torque than in the old in-line six. On the move the changes are evident as most of the torque is delivered 1,500rpm earlier (when compared with the in-line six). This means from the onset itself the car’s powertrain is much more relaxed, thanks also in part to the sublime eight-speed transmission. On the issue of the switch from hydraulic assist to electric power steering, we are not entirely convinced of BMW’s logic to do it [although technical experts at Barcelona at length talked about its benefits] and unless one gets used to it, the passing away of the once legendary steering feel will be mourned by aficionados.

But the brighter side is that despite the new layout and architecture, BMW hasn’t compromised in maintaining an ideal 50:50 front:rear weight balance as before. While driving through the endless roundabouts and city traffic in Barcelona, we took the opportunity to toggle the Driving Dynamics Control switch to the new Eco Pro setting. Activating this optimizes all systems for maximum efficiency (including reducing power sent to heated seats and mirrors, lowering A/C output), and most of all remapping the throttle and shift on the fly to discourage rash or uneconomical driving. The display under the speedometer also provides driving hints, such as indicating when to reduce throttle input if you past 70 per cent or to slow down if you’re above 120km/h street legal limts. That’s not all, it also tells you when to upshift the manual or to take the automatic out of sport shift mode [during which the new auto start-stop system is disabled]. The display indicates the amount of driving range your frugality has earned.

Admittedly, it takes a while to get used to this new set-up. Given the car’s electronic options, we spent 95 per cent of the drive in the Sport or Sport+ settings and in the process pushed the 2.0-litre and enjoying the eight-speed automatic’s crisp upshifts and rev-matched paddle downshifts. The car also appears lighter to handle and is also a full second quicker than the outgoing 328i with a 0-100km/h sprint time under 5.5sec in the automatic. What is encouraging is the fact that as before, the electronics aren’t that intrusive [beside the friendly advisory role] enough to spoil what a typical 3-Series driver is used to. On track, we even got a better opportunity to get acquainted with the car and its steering in particular. Out on the track, the 3-Series feels lean, and its dynamic goodness is very much intact. On smooth dry track it transmits no nervousness to suggest subtle variation in the grip level of the road surface, perhaps one of the reasons why the ratio transition feels unnatural in the tightest corners. After spending more than half a day on track, we can safely conclude that the electric steering does indeed convey the driver when approaching the limits of adhesion and we noted that both in fast corners and the twisty public road, the F30 feels as nimble and agile as the E90. While it can attack a fast corner, supporting in the endeavour we think is its broader stance and 10 per cent more rigid structure and driver-friendly tighter suspension settings.

Conclusion - BMW has given the 3-Series its most radical set of changes in many years, and because we—and sport-sedan owners and enthusiasts in general are fully aware of where the 3-Series came from and now where it is heading. We also appreciate the fact that BMW Group has tried to incorporate as many efficient technologies and systems (in view of competition and in line with future demands, legislation, etc) while trying to remain faithful as much as possible to the original theme. Somewhere, in-between they have gone overboard and those bits come up as niggles which a driver familiar with the 3-Series will immediately spot.

Competitors - Mercede C-Class, Audi A4, Volvo S60.

The Sunny Diesel was launched sooner than expected and quickly picked up the numbers in a diesel driven market. We Indians love diesel cars and there is no reason not to like the Sunny. Besides being spacious, it has a big car feel, or should i say Caar as the adverts put it and certainly looks a segment higher than it is. We have already driven the reviewed the Sunny Diesel at the time of the launch. I take the Sunny Diesel for a highway spin and get pleasantly surprised by its fuel economy.

Being a doctor, i sometimes have my consultations in and around Mumbai which can be as far a Pune or Nashik at times. This time i choose the Sunny Diesel from the Motorbeam garage for my trip to Pune. My basis for selecting the Sunny was diesel economy, large boot and king size legroom at the rear.

The Renault K9 is perhaps the most versatile engine in the Renault – Nissan JV. This 1.5 litre engine powers cars right from the Nissan Micra to the Renault Fluence. On paper, its comes across as an engine which can just about pull the Sunny but in reality its a different story. The Sunny is a big car and the K9 does its job well. Power is available right across the rev band with a hint of lag at the initial RPM’s. The Sunny produces 86PS at 3750 rpm and a maximum torque of 200 Nm at 2000 rpm which is sufficient for the job.

We fuel up to the brim and set the trip meter to zero at the start.

My trip was a predominant highway run, from Navi Mumbai to MG Road in Pune. I kept the speedometer between 100 & 120 on the expressway to simulate the speed most people do in the given conditions. . The Sunny Diesel offers better driving dynamics as compared to its petrol sibling and feels more planted on the road at high speeds.

We spotted the Mahindra Xylo Mini enroute.

After 312.7 km of driving, the MID reads something like this. Its impossible to believe that the Sunny returned 25.4 kmpl, there has to be an error. To get the more appropriate figure, we follow the tank to tank method and fill her up to the brim to calculate.  15.12 litres of diesel fills up the tank to the maximum and then its simple maths. The calculator reads a whooping 20.68 kmpl. Simply phenomenal for a car of this size. What amazed me the most was the fact that the Sunny returned 20.68 to a litre with 5 people on board and luggage stowed in the boot.

The Sunny is total value for the buck. Diesel power, mindblowing fuel efficiency and tons of room at the back and in the boot. I still cant get over the fact that i spend only 700 bucks on fuel. This is brutal efficiency.

Hyosung GT650N - Click above for high resolution picture gallery

Text: Faisal A Khan; Photographs: Viraja D Vakada

Bike tested: 2011 Hyosung GT650N

Price OTR Mumbai: Rs. 4,45,000/- (with discount)

Garware Motors’ third bike in India is a naked streetfighter. Such bikes are very popular globally. Not only are they cheaper to buy and easier to ride, they are also insanely fast and practical too. The latest naked in town not only looks the part but goes the part too. Known as the GT650N and based largely on the GT650R, this new Hyosung is the cheapest superbike on sale today and can easily be the stepping stone to bigger bikes for many. Currently Garware Motors is aggressively pushing the Hyosung GT650N by offering a discount of Rs. 60,000/- on the bike. But is that enough to cut the mustard? We put the GT650N through our road test to find out if it hits the right spots.

Styling – The Hyosung GT650N is a definite looker. They are two types of styling which are hugely popular among bikes. One is the full fairing lot, while the other is the naked streetfighter. The GT650N is the latter and proves a point with the muscles it flexes. The headlight is inspired from the MV Agusta Brutale, which is a good thing. Hyosung has used colours very smartly with half the bike being in black and the other half being in the colour you chose (in this case white). When viewed side on, you won’t miss the fairing at all, because you can see the monster of the V-twin motor in all its flesh, along with the large exhaust. The subtle rear tail light and a fat 160 mm tyre adorn the rear. The rear is not any different from the GT650R. Any which way you look at it, the Hyosung GT650N is a looker and grabs eye balls where ever you take it.

 ★★★★½ 

Instrument Cluster and Switch Gear – The instrument cluster on the Hyosung GT650N is similar to the one found on its elder sibling the GT650R. However the appearance looks different due to lack of a front visor on the GT650N. Due to this, light tends to reflect at times, making reading the meters difficult at some angles. The usual data is present on the speedometer such as digital speedometer, odometer, twin trip meter, fuel meter, temperature levels and current time. The usual hazard indicators are present along with reset buttons for the trip meters. The switchgear is made of good quality with the layout being the usual turn indicators, lights, pass-by, engine kill, electric start and horn switches.

 ★★★★☆ 

Performance and Gearbox – Admit it, we are all power hungry and the Hyosung GT650N is just the tool to quench our thirst for power at an affordable price. The Hyosung GT650N uses the same 650cc, DOHC, V-twin engine which does duty on the GT650R. This 8-valve motor produces a mammoth 72 BHP of peak power at 9000 RPM and 60.9 NM of peak torque at 7500 RPM. The performance is quite similar to the GT650R but with slightly less vibrations. Yes, these V-Twin motors produce alot of vibes but the slightly upright seating position makes these vibrations less obvious to the rider. The heat which we encountered in the GT650R is completely missing in the GT650N, which seems to operate at cooler levels thanks to the lack of full fairing.

This liquid cooled motor can fool quite a few. At low revvs (read below 5500 RPM), progress is quite laid back. But once you cross that point, the silence breaks and the GT650N comes into its own, making progress so quick that your eyes pop out in your helmet. There is no two ways to it, the GT650N is quick and quick is an understatement here. The bike roars and is absolutely vocal about the thrust it is encountering. The way this motorcycle performs at high revvs is something which can only be felt and the GT650N is everything but sedate past the 7000 RPM mark. Yes there are way too much vibrations at those engine speeds but you seem to lose the sense of touch and feel when the V-twin motor growls in anger, blurring the scenery around you quicker than you can blink or breathe!

If you are still wondering how quick the Hyosung GT650N is, then here are some figures. 0 – 100 kmph is done and dusted in less than 6 seconds, while a top speed of around 210 kmph is what it will be happy to do. Mind you, usually its the rider who runs out of gas before the GT650N does. We did not face any issues with the gearbox, no false neutrals and gears engaged smoothly.

 ★★★★½ 

Ride, Handling and Braking – The biggest difference when it comes to riding the GT650N, against the GT650R is the riding posture. The GT650N features a softer suspension setup at the rear. This results in a more pliant ride and the 41 mm upside down telescopic forks along with 5-way adjustable monoshock suspension ensure that the GT650N takes in all the bumps with aplomb. Never does it feel unsettled with rough patches on our road. The 208 kgs weight ensures the GT650N is stable at high speeds and even with that mass, the bike is quite flickable in the corners. The lack of full fairing ensure that the GT650N is more agile than the GT650R, lending ample confidence to the rider. The brakes are very strong too and the GT650N stops right in its track, owing to the large discs and sticky Bridgestone tyres.

Usually sport bikes are not very rider friendly and the Hyosung GT650R is proof of that. But with the GT650N, Hyosung has managed to make a very practical machine. Case in point is the raised handlebars, forward shifted footpegs and upright seating position. This makes the GT650N a very rider friendly machine. Riding the GT650R can be exhausting if you are doing large distances at once. But astride the GT650N, the rider feels comfortable and confident. Your back does not hurt and you are able to enjoy all those angry horses which are sitting right below you, waiting to be unleashed.

 ★★★★☆ 

Conclusion – We bikers are craving for performance motorcycles, which are fast and don’t burn a big hole in our pockets. This is where the Hyosung GT650N steps in and makes a very strong case for itself. At the current discounted price, nothing even comes close to the value proposition Garware Motors is offering with the GT650N. Its faaaaast, practical, aggressively priced and a looker from every angle, you can’t help but gawk at it. The Hyosung GT650N is then, brutal aggression at a mouth watering price.

 ★★★★¼ 

Whats Cool

* Brutal Performance
* Streetfighter Looks
* Aggressive Pricing

Whats Not So Cool

* Vibrations
* Pillion comfort

2011 BMW 5-Series - Click above for high resolution picture gallery

Car tested: 2011 BMW 5-Series (530d)

Price OTR Mumbai: Rs. 57,81,082/-

The BMW 5 Series (F10) has evolved into a more comfort friendly mode of executive transport. Though many still prefer the exterior of the older (E60), the evolution is noticeably apparent. The F10 is longer and wider and is based on the F01 7 Series platform, so basically you get skeleton of the 7 Series with a 5 Series badge. I get behind the wheel of the top of the line 530d and find out if its as good as it looks. We have already reviewed the BMW 520d and thus i will not go into too much detail but cover the differences between the two.

Exteriors are the same except for the 530d badge at the rear.

Under the hood lies a 3.0 litre (2993 CC), in line six cylinder powerplant with Variable Geometry Turbo which punches out 245 bhp @ 4000 rpm and a mind boggling torque of 540 Nm @ 1750-3000 rpm. The same engine powers the 525d, which produces 204 bhp @ 3750 rpm and max torque of 450 Nm @ 1750-2500 rpm. The difference of 41 bhp and torque of 90 Nm is attributed to the injection pressure between the two cars. The piezo injectors operate at a maximum injection pressure of 1600 bar and 1800 bar respectively in the 525d and 530d respectively. This 200 bar boost changes the equation completely.

Mated to this engine a eight speed automatic gearbox with the option to shift manually through tiptronic function and well as the paddles on the steering wheel. This gearbox only features in the 530d and the 535i. Unlike the 330i, the left paddle controls the downshift and the right is used to upshift. The gearbox has four single gearsets and five shift units interacting to give 8 forward gears and one reverse gear. This arrangement allows only two of the five clutches to move along open in each gear thereby resulting in smooth and quick shifts with minimal lag. Even the transition from eight gear to second is pretty quick.

The 525d stops the clock on a 0 – 100 run in 7.2 seconds with a top speed of 236 kmph, while the 530d zooms to the same in 6.3 seconds (Official BMW timing), a full 0.9 seconds less than the 525d. Under less than ideal conditions, our test car did the same 0 – 100 run in 7.1 seconds. The paddles can soup up things nicely, downshift and floor the pedal to the metal and the 530 will dart forward like an arrow which is meant to hit the bullseye. The engine note in the process can make most heads turn and some jaws end up dropping & drooling over the sound, while the sporty looks can prove to be eye popping.

The suspension can be tuned as per the requirement. I must mention, that the 530d offers the best ride and handling balance in the entire segment. The suspension stiffens up in the Sports setting and this can be used for spirited runs. The Normal mode is ideal for the routine city driving. It also has the longest wheelbase in the given segment, this attributes to a better axle laod distribution. BMW cars have been victims of criticism in the past due to their stiff ride but the handling has been always at the head of the game, this time around, the 530d appeals to both the sections of the society. The 5 Series is the first one to feature Electric Power Steering in the segment and this enhances comfort while driving especially at low speeds. Braking is perhaps the best in the segment, i stepped on the brakes at 140 kmph and the 530d stopped with utmost ease, mind you this was on a completely wet surface.

HUD or Heads up Display was first used for military aviation purpose wherein the pilot would have all the information without taking his eyes of the horizon, the same feature is now available in commercial aircrafts and high end automobiles. The HUD projects the data on the front windshield, visible only to the driver. Navigation is seamless as shown in the picture. The best part is that your passengers won’t have a clue if you are using the navigational aids once you turn off the voice guiding feature.

For those who can be distracted by this at night or simply like it the conventional way, the HUD can be turned off by a flick of a button.

The 530d features a larger 10.2 inch screen which shows various parameters. The screen also works in split screen mode, thereby showing two different groups of data in a single view as shown in the picture. The lower models get a 7 inch screen. The same also serves as the display for the rear camera and parking assist. After 144 km of rev limiter driving, the 530d returns 9 kmpl. Phenomenal.

The rear passengers get two individual screens behind the front seats.

A DVD player is located in the central , console. Passengers can attach individual earphones and can enjoy music, videos etc from the iDrive or from their portable players through the RCA port.

The rear remote, notice the distinct similarity to the iDrive.

Instrument Cluster

Instrument cluster is very modern indeed. The lower end is an LCD screen which blends beautifully with the dials. This screen shows you various parameters.

Cruise Control works well and speed changes can be made down to the single digit.

The BMW 530d is superbly impressive and comes fully loaded with the latest technology like the HUD, Regenerative braking, 8 Speed gearbox etc, however, the price differential over the 525d is perhaps a bit steeper than one would like for the extra power and goodies on board, all said and done, this is the best piece of transport in the segment for the enthusiast with its driving dynamics and if you love sitting at the rear, you are likely to feel pampered too.

Whats Cool

* Performance
* Styling and Design
* Ride and Handling dynamics
* Features such as Regenerative Braking, HUD etc
* Built Quality
* Road Presence

Whats Not So Cool

* Price differential over 525d
* Rear Legroom
* Runflat tyres

Author: Chandan B Mallik; Photography: Author and Nabeel Ferzan

Thanks to Ferrari’s multiple award-winning all-new 2012 458 Italia, the seventh in the series, skeptics will have to wait for a long time to hear before a supercar’s obituary has been written. Meanwhile, we at MotorBeam discover how close one can get to eternal automotive bliss.

A new Berlinetta from Ferrari has arrived in the world of supercars at a time when critics of the supercar lobby have been actively predicting the segment’s eventual demise. Well, everyone has an opinion to share, but despite what’s happening in the world of fast motoring, the obituary isn’t happening at Ferrari, while others resort to alternative solutions such as downsizing displacement and cylinders, direct injection or part hybridization etc.

When we got an exclusive on-off invite to test the car in UAE for a day, we must admit in our profession, there are these rare moments in our tranquility that’s a welcome distraction. This is where we can re-ignite the fact that it’s also fun to adorn the role of a 100% petrol head. Because of the adulation, devotion, and unrelenting attention due this new model, also the winner of the 2011 performance car title, we made sure that we didn’t fall into the trap of one preconceived notion or another about Ferrari and take things for granted.

But Ferrari likes to keep things clear and pure. While, the 458 Italia is the spriritual replacement for the aging F430, Ferrari has ensured that the new car continues with the established principles which are responsible for the venerable status of the F430. This means the car had to be made using an aluminium space-frame and mid mounted naturally aspirated V8 engine powering the rear wheels.

And that’s where the similarity ends as much of the 458 is entirely new. But, there’s one fact that Ferrari cannot be discounted for – its technology driven products, innovation and design. While the Italia uses the same modular format for the chassis as the California’s, Pininfarina design has ensured that it is distinctive in its own right. In fact, the lines of this low slung car are not only pleasing to the eye but they also communicate evidence of the complete departure from the past in its compact aerodynamically inspired profile while underscoring an element of simplicity, efficiency and lightness in the overall package. As it evolves, it is only a millimetre lower than its predecessor, but 14mm wider and 15mm longer, with a wheelbase stretched 50mm with overhangs shorter to match. The front track has been pushed 3mm wider, although the rear is actually narrower. The car’s front features a single opening for the front grille and side air intakes and aerodynamic cues and detailing of this car which can reach speeds up to 325 kms are obvious to a keen eye. The car’s fluid shape, new flat underbody, specially designed mall aeroelastic winglets on the nose all contribute in generating downforce as much as 140 kgs at speeds of 200 kmph and above.

The Italia’s interiors talk about the next level – in terms of supercar design with pure driver focused elements such as the leather bound two tone interior, new wraparound dashboard, three dimensional HVAC vents, extra chassis controls, starter button, turn signals and more on the steering wheel (believed to be recommended by Michael Schumacher for that closest to F1 track car feel), low slung sports seats among others. Similar to the outgoing F430, there are no gear shifters, but electronically operated buttons instead neatly settled at the base of the central console. Instrumentation is a mix of analogue and digital, where the digital part of the display can also be programmed to offer all sorts of information needed for a typical track day outing. As before, the paddle shifter are mounted to the steering column, whereas most rival models such as the new McLaren MP12 C has them on the steering wheel. Ferrari’s view point is that you should not change gears while the wheel is turned. Plus, by moving all secondary controls to the steering wheel, there is no accidental activation of the wipers or turn signals. Our only niggle with this is that you need to cancel said turn signals after a lane change, as they lack a three-blink feature so it has to be manually canceled at times.

The car’s 4,499cc normally-aspirated V8 is the first Ferrari direct injection engine to be mid-rear mounted. It has a very low piston compression height typical of racing engines which contributed to achieving its compression ratio of 12.5:1. Equipped with the traditional flat-plane crankshaft [introduced in the F430 with great success], the engine delivers 562hp at 9,000 rpm and which also translates to incredible power output of 125 hp per litre. This engine has also received top marks from Wards Engine awards [equivalent of engine Oscars] and offers maximum torque of 540 Nm at 6,000 RPM, over 80% of which is available from 3,250 rpm. The seven-speed sequential gearbox in this car traces its heritage to the track and the e-diff is now incorporated within the transmission housing to reduce dimensions and weight. The e-diff, F1-Trac traction control and ABS are now controlled by one ECU. Altered gearing suits the extra power and the car’s character, while gear actuation is quicker. Even the asymmetric tyres have been specially designed.

Although the 458 is based on the same chassis of the California, it uses a multi-link rear suspension that has been designed for this car specifically with different suspension bushings plus new software and hardware for the Magnetorheological magnetic suspension (SCM2) for more rapid response. This is to ensure that there’s greater roll stiffness and greater lateral and longitudinal integrity. Stopping power has also improved, with 100km/h to zero in 32.5m, thanks to carbon ceramic brakes and new high-performance ABS.

Driving impressions – Once you are inside the car, there’s an immediate sense of déjà vu. Part of this I think is to do with the driving position where you not only sit quite low but almost at the outer edge of the car which heightens the sensation of its width. It takes a little while to get accustomed to the haphazardly placed controls on the steering wheel and during the first few kilometers of driving the car in Dubai we were almost disappointed at how easy this car is to drive. It initially sounds a little flat, and feels almost too sensible. But when you decide to go a bit faster the canvas can change dramatically.

I’ve driven the F430 before and its exhaust note sounded like an overgrown sports motorcycle, whereas the 458 sings a more melodious and more complex tune. The bored out engine sounds delicious, utterly intoxicating and encourages you to use every last one of the 9,000 revs that are on tap before you finger-flick the superfast paddle shifter back and engage gears in less than a blink of an eye. One thing I noted in particular is that even at docile speeds of say 100 kmph, the engine is ticking at around 3,000 RPM and constantly reminding me of the fact that there’s up to 15 per cent more torque at low to medium revs than any 430 variant had, and 80 per cent of it available from 3,250 to 9,000 RPM. The second thing that we experienced with the seven-speed transmission is that even at very slow city cruising speeds as low as 73 kmph, the top gear still holds and it’s when you abruptly push the throttle that the gears downshift to third without the engine screaming unnecessarily – something which the Maseratis tend to do. What is truly extraordinary is the amount of torque available while still maintaining high levels of power at low revs, thanks to the record 120 Nm/litre specific torque ratio.

It’s great fun to be able to shift through the gears super quick. The engine responds with blips and opening of the exhaust baffle plates release that extra power. Even on technically challenging roads one really doesn’t miss the manual transmission at all, reveling instead in the way you can drive the car with both feet and delighting in the instant shifts in both road modes. Actually, one of the nice things about this car is its dual personality. Although it has track genes built in, one would have thought that a racetrack is needed to appreciate the car. While that’s true to some extent but even in normal driving situations, our drive across the UAE’s roads we could manouevre it like a normal sports car by tapping the wheel-mounted button (choosing the appropriate mode) to soften damper response and leaving other job for the Manettino (controls) to go on with.

Although we didn’t go in for the extreme two-track modes (as it could compromise with safety on public roads), if one wanted to experience some G-force thrust, we are happy to note there’s plenty of it, courtesy of extra generous torque on tap. Even in the normal mode, the thrust available is pretty compelling by any measure and car’s road manners are impeccable and quite consistent with its engine note which is frantic [as even idles at higher revs]. While most modern cars are opting more and more electric power steering, it’s still nice to have a bit of old school with the hydraulic set-up. The weight of the steering is marginally felt in low speeds and progressively changes as speeds pick up and offers incredible feedback to the inputs from the driver. The steering is hyper-responsive, intuitive, reacting to mere twitches and so is the accelerator pedal, which spikes the revs and illuminates a set of bright red LEDs atop the steering wheel as you approach the 9,000 RPM redline. No supercar is worth its salt if it hasn’t been given the hairpin test. We deliberately chose a route with plenty of those with both on and off cambers thrown in. Whatever was thrown in, the F458 takes it naturally and turns in as eagerly as a kid choosing candy!

Verdict – If someone was thinking about writing an obituary about supercars, well right now it’s not happening, at least at Ferrari. No amount of fancy words can ever describe the 458 Italia in its totality. Simply put, it’s sensational. When Ferrari announced the 458 Italia as the successor to the F430 model it promised a giant leap forward in design, technology and environmental efficiency. A two-seat berlinetta, Ferrari calls its 458 Italia “a completely new car from every point of view: engine, design, aerodynamics, handling, instrumentation and ergonomics.” Although, the F430 was a breakthrough in many respects, the 458 Italia in our opinion represent a further evolution in engineering and design elements packaged with class-leading refinements. We couldn’t agree more after spending some quality time with it. The 458 Italia is soulful and pure and direct, something you wear as an extension of your body, mind and eyes.

AMG Driving Experience - Click above for picture gallery

The AMG driving academy is a global initiative from Mercedes Benz to train enthusiasts and Mercedes owners to skillfully and safely drive AMG vehicles with increased driving pleasure and better safety. The courses offered are the Emotion Tour, Basic Training, Advance Training, Pro training, Winter Sporting and Masters SLS AMG GT3. Mercedes Benz has collaborated with the Buddh International Circuit to bring the AMG Driving Academy to India and will kickstart 2012 with the Basic Training programme. Lucky, as many will call me and i shall gracefully admit, i got a chance to be a part of the exclusive preview which was organized for select media on the eve of the 11th Auto Expo.

The Driving Academy will be the first of its kind in India and third outside Germany. The participants will be trained by experienced German drivers. There will be total of maximum 64 participants per year with the course including both theory and practical sessions. The course will span out into 2 day sessions per quarter at the circuit which is total 8 days in a year trackside. Course fee will be Rs 75,000 per year with Mercedes Benz owners getting a special price tag of Rs 50,000 per year. The fee will cover all the trackside expenses. Travel and hotel arrangements will be borne by the participant. At the end of the year, the participants will get a Certificate stating that they have been trained by the AMG Driving school.

Getting to my experience with the AMG cars, the session started with us being introduced to our trainers. If you follow Formula 1, one face will seem too familiar. Bernd Maylander (right) is the official Formula 1 safety car driver since the last 12 seasons. As i will mention later, it was a breathtaking experience to sit alongside him on a hot lap around the circuit. Reinhold Renger (center) is the Chief Instructor at the AMG Driving Academy and one of the most senior instructors. Norman Simon (left) is an instructor and race driver. All the instructors at the academy have more than 10 years of professional racing experience.

Our AMG experience was divided into 4 parts -

1. Theory
2. Taxi with Bernd Maylander
3. Lead Follow on the Race Track behind the Safety Car
4. Slaloming to get a feel of Handling and ABS Brake

1. Theory

Renger gave us a few important instructors and thew light on the Flag rules which have to be followed at the circuit. Seat positioning and steering principle were given special importance. The steering has to be held with both hands at all times. Other key things discussed were -

The first thing to do when you step into the car is to adjust the seat accordingly as shown.

Different racing lines and how they should be taken to get the fastest time on the track.

Braking behavior and reaction time graph.

Observation is important and the participant should focus far ahead as shown. Amongst other things, the importance of ABS and ESP were discussed.

2. Taxi with Maylander

The participants were split into 3 batches and my batch was the first to get a taxi ride with Maylander. With helmets on and seat belts fastened, we head out of the pits in the C63 AMG. The C63 AMG is powered by a 6.3 litre V8 engine which churns out 457 Bhp and 600 Nm Torque. Power to weight ratio is perhaps the best of all the AMG cars. As Maylander stepped the gas, i was thrown back into my seat with adrenaline swiftly rushing into my blood. The sound of the 6.3 ltr V8 was phenomenal and Maylander on the wheel was sqeezing out the last bit from the entire 457 horses. The track had not been used since the inaugural Formula 1 Grand Prix and hence grip levels were low. The tyres were squealing and the car was sideways with the track offering little grip, but i have to give it to Maylander. I have never seen anyone with such finesse and car control, no wonder he is driving the Formula 1 safety car since the last 12 years. We did 2 laps and were back into the pits. The brakes and tyres were smoking away to glory.

3. Lead Follow on the Race Track behind the Safety Car

In the next leg, we were to get into the cars and drive in formation behind the safety car. Before getting behind the wheel, i will briefly mention the cars present on the track.

Renger was behind the wheel of the Safety car, the awesome SLS AMG Gull-wing. Powered by a 6.3 ltr V8 engine, the SLS AMG produces 571 Bhp and 650 Nm torque and does 0 – 100 in a 3.8 seconds with a top speed of 317 kmph.

Cars meant for the participants were two C63 AMG’s and an E63 AMG. I did see a SL63 AMG in the pits but did not see it on the track.

I was eagerly edging to get into the car and was put behind the wheel of the E63 AMG for my run on the track. I would have preferred the C63 ideally, since its lighter and sharper around the track but i had 68 Bhp more on hand as compared to the C63,  so i wasn’t really complaining. The E63 AMG is powered by the same 6.3 ltr V8 and produces 525 Bhp and 630 Nm torque and hit 100 from 0 in 4.5 seconds. The C63 AMG also stops the clock in the exact same time but the 68 horses extra on the E63 make up for its extra weight. The top speeds of both have been limited to 250 kmph.

After adjusting my seat position and putting the car on Sports mode with a Stiffer suspension setting, i was ready to go. Renger came and had a check on the settings. All good. I maintained 60 kmph in the pits and steeped on the gas after i crossed the pit exit, the sound of this 6.3 ltr beast was phenomenal, soul soothing so as to speak, its till ringing in my ears.

The Buddh International circuit is the one which makes all this possible. Designed by non other than Herman Tilke, its an absolute masterpiece. In the picture above, the SLS is approaching turn 3, which is completely blind, you start turning in (right) and then you see the apex, absolutely brilliant. The elevation changes on the circuit are more apparent than what is appreciated on television.

I got a taste of both understeer and oversteer and even missed the apex a couple of times. Grip levels were still far from ideal. On the start finish straight i was doing about 240 kmph, though i never did get a chance to look at the speedo again. The perfume for the day was burning rubber and the smell greeted me when i stepped out of the car. I will summarize my experience in this video. The frames have been accelerated to 165 percent to give it a race track feel.

Turn up the volume now and appreciate the sound of the E63 AMG on the Test Track.

4. Slaloming to get a feel of Handling and ABS Brake

The last part of the programme was taken up by Norman and included going through slaloms to understand the handling and braking characteristics of the car. Unfortunately i was unable to get into the car for this part as we had come to the end of the allotted time.

To sum up, it was an eventful and a good days work for me. It is a great initiative from Mercedes Benz to start this kind of an Academy in India, a country which is at the bottom as far as motorsports are concerned. This program will not only help people extract the best out of their car but also train them on the importance of safety & basics of driving and will encourage motorsports in the country. I know a few people who will be willing to sign up, if they haven’t done so already and the Buddh International Circuit is all set to be busy throughout the year. A certificate sits pretty on my desk and reminds me of the roaring V8′s on the track, its says “Trained by the AMG Driving Academy”, this piece of paper puts a smile on my face & is absolutely priceless.

RE Classic Desert Storm - Click above for high resolution picture gallery

Bike Tested:2012 Royal Enfield Classic 500 Desert Storm

Price OTR Mumbai: Rs. 1,58,000/-

If you are an automotive enthusiast, which most probably you are considering the fact that you are reading this review on our website, a brand called ‘Royal Enfield’ needs no introduction. So, without trying to weave tasteful phrases about the history of a brand which almost everybody seems to be knowing, we dvelve straight into the subject. Royal Enfield right now is in an enviable situation in which almost all its models are sold out for months together in advance. The Classic twins, launched in 350 and 500 variants, has been a phenomenal success and the waiting list to own one is still around 5 to 6 months.

Recently, the company launched two new variants of the Classic 500 – Classic Chrome and Desert Storm. As the names suggest, these are just cosmetic tweaks with the former sporting an overdose of ‘chrome’ and the latter wearing a stunning pre-war era ‘sand’ paint job. As only Royal Enfield can fathom, the  launch of merely two variants of an already well-established product has created quite a flutter in the industry and amongst the public. We drive one of them and find out what has actually changed.

Styling:

Enough has been said already about the styling of the Classic many a time. But, given a chance, words don’t stop coming out to describe this truly one-of-a-kind motorcycle. The industry might be moving forward with modern and aerodynamic designs taking over, but the Classic retains its typical old-world charm and is unashamedly ‘classic’. The round lights all around including the twin tiny pilot lamps, the mighty fuel tank with the perfectly placed knee rests, the magnificent wheel arches, the long exhaust pipe and the chrome embellishments in the mirrors and indicators combine well together to create a stunning retro motorcycle. The pre-war era sand paint job sans the glossy finish of modern motorcycles only adds to the overall visual appeal of the bike.

The amount of eyeballs the Classic Desert Storm attracted during our test drive was incredible and you don’t have to dig deep for an answer. Just look at the magnificent design and the awesome ‘sand’ paint job that the bike possesses. It immediately brings in a sense of nostalgia to your mind that sends you into a tizzy. Having said that, the build quality is still not upto the mark in a few places which is quite disappointing given the price that you pay to own one. The blisters in the surface, the irregular joints and the rusty metal and chrome parts in a hardly 2000 km old bike isn’t something that can be easily excused.

Instrument Cluster and Switch Gear:

While we appreciate the retro effect that the Clasic brings upon in most aspects, one thing which is not particularly commendable is the age old design of the cluster. As we have said before, there is nothing snazzy and digital here with a large circular speedometer dominating the proceedings. The speedo also houses bare minimal tell tale lights and is flanked on either sides by the key slot and a fuel cum engine warning indicator. The low fuel warning light glowing on is the only indicator and unavailability of a fuel gauge is a glaring omission by Royal Enfield. The switchgear, in contrast, matches up to the present day standards and also looks and feels better to operate as it is made of better quality materials that feels built to last.

Performance and Gearbox:

Just like the regular Classic 500, the Desert Storm is powered by a single-cylinder, twin-spark 499cc engine with Electronic Fuel Injection system that pumps out, or rather, thumps out 27.2 bhp of raw power. This Unit Construction Engine in which the engine and gearbox are enclosed in a single casing thereby reducing the transmission losses is soon becoming a staple powertrain for many Royal Enfield models with the recently unveiled Thunderbird 500 also sporting the same. Crank the engine up and the royal thumps fill the surroundings isolating you from other disturbing noises around. The bike is pretty quick and accelerates briskly to reach a top speed of around 130 kph. The most interesting thing is that you just don’t realize the speeds that you are doing until you look at the speedo.

The 5-speed constant mesh gearbox is smooth shifting with the universal 1-down 4-up shift pattern. The gear ratios are nicely placed and the Classic doesn’t feel out of breath in any gear. Particularly impressive is the abundant torque available at lower end of the rev range. As a result, the Classic Desert Storm is pretty comfortable to drive inside the city limits too, unabated by the sheer bulk it carries. Probably, one of the most irritating negative aspects of the Classic is that the vibration levels coming out of the engine leaves a lot to be desired. By that, we mean so much vibrations that you can hardly see anything in the rear-view mirrors as speeds build up. Royal Enfield needs to seriously look into this issue.

Ride Handling and Braking:

Get astride the Classic Desert Storm and the high and comfortable seating position and the massive bulk at your disposal invariably gives you the feeling that you are king of the road. And the ride just reinstates this point as the Classic continues unfazed by bumps, potholes and other road undulations that would make other motorcycles unsettled. The ride is absorbent enough and you just don’t feel the irregularities in the road as the telescopic dampers up front and the gas-charged shocks at the rear gobbles and spits them out. Be it smooth tarmac, muddy patches, gravel stretches or literally no roads, you can trust the Classic to take you across. High speed stability is superb and the feeling that you get while cruising at 100 kph in an open highway on this bike is surreal and needs to be experienced.

As much as the Desert Storm scores in open highways with its amazing composure and ride, it isn’t as nimble as you would like in the city traffic. Given that the bike is incredibly heavy, we kind of expected the city handling characteristics to be compromised and we were proved right. But, the torquey nature of the engine more than makes up for this and ensures that you don’t end up disappointed. Braking is average and is not on par with bikes like TVS Apache RTR180 ABS and Honda CBR 250R. Just for the sake of thousands of loyalists, Royal Enfield should go to the next step and introduce the much-needed ABS technology in their motorcycles, given that they come with abundance of power and torque and compete in the premium segment of the market.

Conclusion:

Royal Enfields are still not the most reliable motorcycles around and you might end up stranded somewhere just when you don’t want to. The build quality is still not on par with the competition and special care and attention needs to be given to ensure that the chrome and metal parts do not rust. The engine vibrations gives your palms and shoulders a jerky feeling sometimes. Despite all these inherent flaws, the Classic 500 is a great motorcycle with unbeatable highway characteristics and the Sand Storm variant is no different. If you are in the market with a fat budget, you can close your eyes and go for it and rest assured that you will not be disappointed. We at MotorBeam are not the only ones here. All the owners out there are no different. They love their machines and swear by a Royal Enfield anyday anytime and anywhere. As most of you would agree, the sun never really sets on a Royal Enfield.

Whats Cool:

* Timeless Retro Looks
* Excellent high-speed Stability
* Composed Ride Quality
* Torquey and Powerful Engine
* Stunning matt-finish ‘Sand’ Paint Job

Whats Not So Cool:

* Basic Instrument Cluster
* Inconsistent Fit and Finish

Royal Enfield Classic 500 Desert Storm Specifications:

* Engine – 499cc, Single Cylinder, 4 Stroke, OHV, SI Engine, Air cooled
* Fuel Delivery – Fuel Injected
* Maximum Power – 27.2 bhp @ 5250 rpm
* Maximum Torque – 41.3 Nm @ 4000 rpm
* Transmission – 5-speed Manual
* Top Speed – 130 kmph
* Fuel Type: Petrol
* Suspension – Telescopic Hydraulic Dampers (Front), Swing Arm With Gas Shock Absorbers (Rear)
* Tyres – 90/90/19 (Front), 120/80/18 (Rear)
* Brakes – 280mm Hydraulic Disc Brake (Front), 153 mm Single Lead Internal Expanding (Rear)

Royal Enfield Classic 500 Desert Storm Dimensions:
* Overall Length x Width x Height: 2130 mm X 800 mm X 1050 mm
* Wheelbase: 1370 mm
* Ground Clearance: 140 mm
* Fuel Tank Capacity: 13.5 liters
* Kerb Weight: 187 kg

Text: Aravind Ramesh
Photography: Arun Varadarajan & Aravind Ramesh