The ridiculously awesome KTM Duke 390 has a ridiculously appealing price tag to go with! The KTM Duke 390 has been launched at an introductory price of Rs. 1.8 Lakhs ex showroom Delhi.
Mr. Amit Nandi, Vice President Bajaj Probiking said “With its powerful engine, light weight and easy handling the 390 Duke will be equally rewarding both for the professional rider as well as the enthusiast. KTM is a sharply differentiated brand which in a short span of time is the largest selling premium motorcycle brand in India. This position would be further strengthened with the launch of the 390 Duke.”
Bookings for the bikes begin from 26th June 2013.
Unveiled at the 2012 New York International Auto Show, the new Mercedes-Benz GL-Class was launched internationally towards the end of last year. Mercedes-Benz India decided to bring its A game to the launch with tennis legend Boris Becker launching the new GL-Class in New Delhi. While the GL-Class is internationally available with either a diesel V6, a petrol V8 or the AMG 5.5-litre V8 Biturbo (available in the GL 63 AMG) India will currently receive only the V6 diesel, the GL 350 BlueTEC 4MATIC. This mill is good for 619 Nm of torque @ 1600-2400 rpm and a power 190kW/258 hp @ 3600rpm. Mercedes-Benz India will be importing the first GL-Class SUVs to be sold in India as completely built units. These will be offered as the ‘Launch Edition’ with some premium features. The GL-Class assembly is scheduled to begin in Mercedes-Benz’s Chakan plant by September 2013.
The S-Class of SUVs is how Mercedes-Benz is marketing the new GL-Class internationally. Easy Entry system to help occupants get into the third row easily, interiors with open pore wood trim are some of the firsts the GL-Class can boast of.
Mr. Boris Becker, tennis legend and Mercedes-Benz aficionado who was at the launch of the GL-Class said, “The GL-Class is the cornerstone of achievement for anyone across the world. It is a true blue SUV and the ultimate machine for off-roading. My association with Mercedes-Benz goes back to more than two decades. I identify with the values of the Mercedes-Benz brand – fascination, perfection and responsibility. I enjoy going for off-roading with my family I believe that the GL-Class is a perfect companion on those tracks. It is my pleasure to be a part of the launch of this majestic vehicle, here in India.”
Powertrain
The variant that will be launched in India is the GL 350 BlueTEC 4MATIC, powered by a 2987cc engine producing 619Nm of torque @ 1600-2400 rpm and a power 190kW/258hp @ 3600rpm. The GL 350 BlueTEC 4MATIC offers 14.8% lower fuel consumption than its predecessor. ECO start stop system is standard. Coupled with 7G-TRONIC Plus Automatic transmission 0-100kph is reached in 7.9 seconds and Mercedes-Benz claims a top speed of 220 km/hr.
Pre-Safe, Attention Assist, Crosswind Assist make the GL-Class one of the safest vehicle in its class.
Launch Edition
As with the ML-Class, Mercedes-Benz India offers a ‘Launch Edition‘, CBUs with addtional features like AMG body styling comprising front and rear apron painted in body colors, 21-inch AMG 5 twin-spoke light-alloy, aluminium finish running boards with LED illumination and flared wheel arches. Designo Exclusive Package is also on the offer which includes AMG sports seats and rear seats featuring upholstery in designo leather, upper and lower dashboard sections and door beltlines in design leather, heated front seats, design headlining in Dinimica black.
The ‘Launch Edition’ will also have heated seats, and temperature controlled cup holders. This Launch Edition of the GL 350 CDI 4MATIC will be available at INR 77.50 lakhs ex-showroom Delhi and is limited to 100 numbers most of which have been booked already.
The GL-Class assembly is scheduled to begin in Mercedes-Benz’s Chakan plant by September 2013. Expected the locally assembled variant to cost less.
Mercedes-Benz offers more equipment as standard in this generation of new GL models. These include comfort details such as electric sliding sunroof, electrically operated EASY-PACK tailgate, EASY ENTRY system, high-dampening acoustic windscreen or electromechanical steering. Inside, the standard equipment includes a colour screen with photo-realistic display or dashboard finished in ARTICO man-made leather. While we know that EASY ENTRY is available on the India spec GL-models, we are yet to confirm if the rest of the features that are available as standard in the new generation GL-Class models are also standard in India.
Mr. Eberhard Kern, MD and CEO, Mercedes-Benz India said, “2013 is the ‘Year of Offensive’ for Mercedes-Benz India and we are excited to present the all new GL-Class to our valued customers. Exclusivity and dynamism are two of the most enigmatic features of an ultimate SUV and the GL-Class imbibes both these as it established the SUV image of Mercedes-Benz in India with its launch in 2010. We have already succeeded with the new M-Class and now the introduction of the new GL-Class will further strengthen our dominance in the Luxury Large SUV segment. The GL-Class with its proven off-roading prowess and luxurious appointments exudes the Absolute Supremacy statement during on and off-road situations and is ideal to suit the taste of the growing number of off-roading aficionados in India”.
The GL 63 AMG variant is expected to make its way to our shores soon, while there’s no information available on the petrol V8.
Get in the car, turn the ignition on and there ends all the familiarity you have had with Hondas in India till date. The atomized diesel fuel in the cylinder explodes under the immense pressure and as the pistons start thumping up and down, the Honda Amaze shakes off the shackles in a very obvious way. As the entire car shudders, the realization sinks in that this is India’s first diesel Honda. Unfathomable. How does one of the biggest names in the automotive industry decide to sit back and watch the competition gobble up their market share, standing steadfast on the principle that gasoline engines with their high revving nature are more suited for passenger cars than diesels? Nearly a decade after their first diesel, Honda has finally decided to bring to India a 1.5 L i-DTEC diesel under the hood of the Amaze. The Amaze is based on the Brio platform, and will try to knock the Maruti Suzuki DZire off its high perch. Something that seems entirely plausible if you take into account the 20,000 bookings made in the first three weeks of the launch of the Honda Amaze. Read on for our impressions.
Photography: RD, Pradeep Mohan
Disclosure : Riot Engine was not invited to drive the Amaze in Goa. While we waited, twiddling our thumbs for our turn to drive the media vehicle down south in Chennai, an enthusiast who also happens to be good friend of Riot Engine offered his spanking new Honda Amaze for the review.
Honda’s Tryst with Diesel
It was in 2003 Honda introduced its first diesel engine for passenger cars. This was the 2.2 litre i-CTDi that went on to win the Engine of the year Award in 2005 having served under the hood of the CR-V, the FR-V, the ’03 Accord and the Civic.
The first of the i-DTECs was introduced in 2006. The 2.2 litre i-DTEC was a cleaner diesel engine employing a NOx catalytic converter. This engine powered the CR-V starting from 2008 and continued to power the Accord, and the Civic. While the engine normally made 150PS, there was also a special 180PS variant that powered the Type S Accord.
It was in 2013 that the downsized 1.6-litre i-DTEC was introduced. This engine was designed to replace the 2.2 litre diesel and embraced Honda’s Earth Dreams Technology philosophies and was a lightweight unit with high performance and lowest emissions in its class. This 1.5 litre diesel that powers the Amaze shares a lot with the 1.6 litre diesel including the cylinder block with the same bore.
Earth Dreams Technology
This phrase has been bandied about by the boffins at Honda everytime they talk about their diesels. We thought it was only fair we give you a concise explanation of what exactly ‘Earth Dreams Technology’ is all about.
“The key focus of our Earth Dreams Technology philosophy is to balance environmental efficiency with the dynamic performance expected of a Honda,” says Suehiro Hasshi, Large Project Leader for Civic 1.6-litre i-DTEC. “It is important that our cars are fun to drive.”
While it is true that the majority of customers in the Europe prefer diesels for the phenomenal fuel economy numbers, Honda believes the consumer shouldn’t have to compromise on the driving dynamics of the car. All diesel engines developed with the Earth Dreams Technology philosophy, start with the basic premise of building a powerplant that will ensure there will be no compromise on the driving dynamics of the car. When the R&D folks at Honda developed the 1.6 litre diesel, they wanted the Civic diesel to be an additional variant to the existing petrol engine lineup and not a special edition riddled with compromises.
The key steps here would be to reduce the weight and dimensions of the various components of the engine, reduce friction and ensure every component works to its optimum levels of efficiency.
Powertrain
The 1.5L i-DTEC engine makes 100PS @ 3,600 rpm and 200Nm @ 1,750 rpm all the while claiming an ARAI certified fuel efficiency of 25.8 kpl! We saw a 19.7 kpl figure on this Amaze which had done around 500 kilometres, most of which was on the highway. As with most engines, expect the efficiency to improve as the engine completes its run in.
The 1.5 L i-DTEC is definitely on the better side of refinement compared to the competition and can hold its own even when thrashed about. The diesel engine can be only had with the fantastic 5 speed manual box.
The 1.2L i-VTEC petrol engine is also available and makes 88PS @ 6,000 RPM and 109Nm @ 4,500 RPM. The petrol engine can be had with either the 5 speed manual box or the automatic transmission.
Design
The Honda Amaze’s design starts at a concept Honda calls ‘Smart Micro Limousine’. The contradictory name in itself is a straight hint at what the Amaze wants to be. A family sedan with a small footprint but with excellent space inside, courtesy of ‘smart’ optimizations. The Amaze design takes Honda’s “man maximum machine minimum” concept to a new level, maximizing the space available for people and minimizing the space required for mechanical components. As we had mentioned in our walk around video earlier, even with a driver of average height up front, there’s enough space at the rear to be comfortable. The efficient packaging of Amaze works towards ensuring this rear occupant space does not come at the cost of boot space. The boot space is around 400L accommodating 2 piece of medium size luggage and 2 piece of small size luggage.
If you aren’t facing the Amaze head on, you’d be hard pressed to point out that this sedan was built on the same platform as the Brio. The Amaze has a well incorporated boot that doesn’t look like its been slapped on. The double creases on the shoulder line break the monotony of the side surface and make the Amaze look longer than it is.
The chiseled large tail lamps work in favour of the Amaze. The chrome touch at the rear isn’t excessive and adds a premium feel to the sedan.
The Amaze gets exclusive alloy designs, one for the petrol and one for the diesel variant.
Alloys on the diesel variant
Alloys on the petrol variant
Ride & Handling
The Amaze’s sprightly diesel and short throw transmission with the light clutch makes for a very fulfilling drive. The torque is spread out evenly over the rev band making it a very easy car to live with in traffic.
The Amaze uses McPherson struts up front and a torsion beam at the rear, not unlike the Brio. The Amaze has wheelbase of 2405mm which nearly 60mm greater than the 2345mm of the Brio. The suspension handles potholes well keeping occupants isolated from the bone jarring irregularities. The suspension is more on the softer side but the compromise on handling is minimal. Body roll is present but not enough to bother the enthusiast driver.
With a ground clearance of 165mm the Honda Amaze has no trouble handling the speed bumps on our roads.
The steering is balanced being easy enough to handle in the city and feels more weighted at higher speeds. Tyres are adequate for the intended purpose of the Amaze.
Suprisingly adequate rear legroom
Interiors
This is where you start to wonder if Honda should have a new brand for its ‘reasonably’ priced cars. Maybe that is an exaggeration, after all Honda did get some flak for the ridiculously finished central console on the new Honda City. The chocolate coloured textured plastic we’ve seen on the Brio continues its streak of havoc here. Of course, that’s just our opinion. The steering though, feels fantastic to hold. The seat fabrics are good but leather at least as an option on the top end variant would have been a nice addition.
There’s the ubiquitous Honda golf ball gear knob which is comfortable in your hand. The drivers seat is adjustable for height and the steering wheel for tilt.
The refinement of the diesel which is best experienced from outside the car, fails to translate into the interiors, thanks to poor sound insulation. We are not sure if this was a cost cutting measure or a weight saving measure ( oh that magic number of 25.8 kpl !) but Honda could definitely take a leaf out of Ford’s design books for the EcoSport and work on reducing how much of the engine noise makes its way inside.
Steering mounted audio controls are available on the S and VX variants. The utilization of space in the Honda Amaze is to put it simply, mind-blowing!
Safety
Amaze’s Advanced Compatibility Engineering (ACE) body enhances self-protection while reducing damage to other vehicles in the event of a collision. The Amaze features a host of Honda’s active and passive safety technologies including Dual SRS airbags, ABS+EBD, pretensioner seat belts and impact mitigating headrests. The ABS with EBD is being offered as standard across all Diesel and AT variants. The Amaze is also pedestrian friendly with a front body structure that is designed to absorb impact energy.
Variants
The top end VX variants get dual front airbags, ABS with EBD, the stunning alloys, power folding ORVMs and audio controls on the steering wheel and segment first heat absorbing windshield. The segment first heat absorbing windshield is reported to reduce temperature by 6°C when under the sun for 20 minutes.
The petrol variants include the E,EX, S and VX in manual transmission while the SAT and VXAT have the 5 speed automatic transmission. There’s no option of an automatic transmission on the diesel. The technologically advanced 1.5L i-DTEC diesel is available in four variants of the Amaze, E,EX, S and VX.
The Amaze is available in the new shade Majestic Blue Metallic and the usual Urban Titanium Metalli, Taffeta White, Carnelian Red Pearl, Crystal Black Pearl and Alabaster Silver Metallic.
Variants Explained
ABS with EBD is standard on the diesel variants and the petrol automatic variants, and available only on the top end VX trim in the manual petrol.
E
EX In addition to the features on E Trim
S In addition to the features on EX Trim
VX In addition to the features on S Trim
Tilt adjustable Electric Power Steering
Front and Rear Power Windows
Central Locking and Immobilizer
Body coloured bumpers front and rear and chrome grille
Rear micro antenna,but no audio system
Eco Lamp, Fuel Consumption Display
1 DIN Audio
Front Speakers
Body Coloured Handles and outer rear view mirrors (ORVMs)
2 DIN Audio
Steering mounted Audio Controls
Driver seat height adjuster
Rear seat armrest with cup holder
Keyless entry
Power adjustable ORVMs
Full wheel trim
Front dual SRS airbags
Alloy Wheels
Integrated indicators in the power adjustable ORVMs
Front fog lamps and rear defogger
Dual tone interior
Heat Absorbing Front Windshield
Double Horn
Verdict
The Amaze is an all round excellent package. The 1.5 L diesel mill is a marvelous piece of engineering as is the fantastic utilization of space inside. With the prices being competitive enough, the Amaze is a home run in the making. Honda believes a number of customers will be first time car buyers, and a major chunk of them from Tier 2 cities. Efforts have been made to ramp up the reach of their sales and service network to these parts of the country. Rest assured, with the famed reliability of a Honda, most of these customers will lead a satisfied happy life with the Amaze. This begs the question though, what of the enthusiast?
In its quest to reach out to a wider market, has Honda risked alienating its existing customers? A diesel engine might be acceptable to the Honda enthusiast in this country taking into account the staggering prices of the lighter fuel. What might not go down well with the discerning customer is the shudder and roll when the ignition is turned on as well as the sound insulation inside the cabin which is average at best. One particular enthusiast we know pointed out how badly the inside edges of the wheel arches were finished, all in the short duration he spent with the car. Being a stranger to the Brio as well, he simply could not come to terms with the fact that this interior really belonged to a Honda.
All said, we’re still a nation that rushes straight to the diesel variant in the showroom. The 1.5 litre diesel mill just might turn out to be Honda’s ticket to setting the sales charts on fire again.
Pricing
Ex-showroom Delhi
Variant
Petrol
Diesel
Honda Amaze E
Honda Amaze EX
Honda Amaze S
Honda Amaze VX
Honda Amaze SAT
Honda Amaze VXAT
Riot Engine drove the all new Ford EcoSport in Goa for the better part of a day. This was the EcoSport Titanium variant powered by the 1.0 litre EcoBoost engine. Here’s our opinion on the spunky three cylinder engine which has a footprint that fits into an A4 sheet but makes 125PS of maximum power and peak torque of 170Nm. The engine owes this state of tune to direct gasoline injection and a compact turbocharger that revs upto 248,000 rpm. Ford spent nearly two hours talking us through all the tech that’s made it on to the EcoSport. An interesting product then?
Photography : R. Gopi Chandran, Ford India, Pradeep Mohan
Disclosure: Ford loves our comprehensive reviews so much that they were kind enough to fly us to Goa, put us up in a very fancy resort and pamper us senseless throughout the two day event.
Design
No number of pictures can prepare you for how compact the EcoSport actually is. Every line and surface on the EcoSport has been penned with the intent of making the compact SUV look menacing, dynamic and of course, much larger than it actually is. Not unlike the bulging wheel arches on the Renault Duster, the Ford EcoSport also has a number of distinct features that ‘grow’ the car visually.
Ehab Kaoud, Chief Designer at Ford North America for Car Exteriors, explained the thought that went into designing this compact SUV. The wheels were pushed as far out to the corners as possible, which has given the vehicle its stance. The cladding that surrounds the entire body works towards the same goal. The front of the EcoSport is defined by the new Ford family look, which we first saw in the EVOS concept. The headlamps are drawn out and as Kaoud put it, seem to be ‘laser cut’. The silhouette is aggressive too, with most lines that start at the front rising upward as they go to the rear. The door handles for the tail gate that is hinged at the side instead of the top, had to be incorporated without intruding into the stunning appearance of the rear. This is where the Ford engineers came up with the idea of integrating the door handles into the tail lamp. The Titanium Optional variant which gets the keyless entry uses a button on this handle, while the handle is itself is immovable.
The black wraparound bit on the D-Pillar is the ‘kicker’
The ‘kicker’ at the rear is painted black. What we thought was a single wraparound piece of glass before the unveiling at the Auto Expo, is actually three parts. The rear windshield, the wraparound kicker on the D-Pillar and the rear side glass.
Tailgate handle integrated into the tail lamp
Aerodynamics
Considering the recent advances in powertrains and material engineering, car manufacturers are investing a lot of time and money in fine tuning the aerodynamics of a car to improve fuel efficiency. The less resistance a car has to slicing through air, the less fuel it uses up. Ford spared no expense here and claims a drag coefficient of 0.371 Cd after more than 160 hours in the wind tunnel. The optimization starts with the ridges up front on either sides of the hood which direct air optimally around the car. A front baffle built into the bumper helps avoid recirculation of air and improves airflow under the SUV. There’s better sealing between the hood and the front grille to help the air flow over the hood. The air that moves over the top of the car is deflected off the vehicle by the lip spoiler at the rear. The ‘kicker’ at the D-pillar also works to deflect flowing air away from the car avoiding the formation of vortexes thereby reducing turbulence around the car.
1.0 litre 3 cylinder EcoBoost Engine
‘EcoBoost’ is the brand Ford uses for its range of downsized, turbocharged, gasoline direct injection engines that deliver power and torque of much higher displacement engines while delivering impressive fuel economy figures. Here’s the low down on the 1.0 litre three cylinder EcoBoost engine that powers the EcoSport in India. This engine is intended to offer the performance of 1.6 litre petrol mill, while offering nearly 20% improved fuel efficiency. The engine uses direction injection technology, where the fuel injectors spray the fuel directly into the cylinders unlike in the conventional port injection method where the fuel is injected into the intake port. The low inertia Continental turbocharger is extremely responsive and can spool upto 248,000 rpm. The fast response ensures ‘virtually’ no turbolag.
This isn’t the first time Ford has experimented with Direct Injection. The quest for an engine with diesel like fuel economy and much loved petrol engine characteristics of performance, driverability and less noise led Ford to come up with what was named the PROCO engine, way back in the 70s. The PROCO (Programmed Combustion) engine was a ‘stratified charge’ engine where the fuel is sprayed close to the spark plug so that you have a rich mixture near the spark plug which enables easy initiation of combustion whereas the rest of the cylinder can have a leaner mixture thus improving fuel economy. Unfortunately though, the electronics were not as advanced as they are today and the PROCO engine was abandoned for use in production cars. Until the first EcoBoost engine was showcased in 2007, that is.
The 1.0 litre EcoBoost is an enigma. The engine brings the best of both worlds of petrol and diesel. Trundling around the streets of Goa, you realize there’s enough torque low down like a diesel, and a linear torque curve ensuring minimal shifting while you navigate through the traffic. Find some open roads and let her rip and the tacho needle revs freely all the way upto 6500 rpm reminding you that this is a petrol! The unfamiliar thrumming of the three cylinder mill is slightly unsettling but once you get over it, you realize how sporty the lil’ EcoBoost sounds. The aural symphony we are afraid, might split families/countries/civilizations. Some might like it, others might not. You have been warned, never get into an argument about this with your better half.
The other unsettling thing about this enginef is the lack of engine braking. The low friction components coupled with a turbocharger that works just as well on part loads means this engine has little resistance when you lift off the throttle. She keeps rolling!
This video beautifully explains the tech wizardry that goes into making the engine the masterpiece it is. Watch for the positions of the injector relative to the spark plug, the engine drive belts in oil and the split cooling system that allows for a quick warm up of the engine.
Torque curves : 1.0 litre EcoBoost compared with 1.6 L petrol and diesel
The 1.0 litre three cylinder unit is the first of Ford’s Fox family of engines. Downsizing is here to stay and Ford only knows it too well. The Fox family of engines are three cylinder compact units with a cast iron block and an aluminium head that is machined using Ford’s green MQL (Minimum Quantity Lubrication) machining methods. The Fox family of engines are developed for the European markets, and also the markets in China and India. It is also reported that the 1.0 litre three cylinder engine will also be made available as a naturally aspirated engine developing around 75PS for developing markets like South America. If you have the stomach for the one more speculative report, there’s whispers of a 180hp 1.0 litre EcoBoost engine, that will be powered by a larger turbo.
Ford PROCO 302 Experimental Engine with Mechanical Direct Fuel Injection – Hugo on Flickr
Dual ignition Direct-Injected 302 5.0 litre Proco Engine used in racing – Ford Racing
No balancer shaft in this three cylinder engine?
Instead of a counter rotating balance shaft, Ford engineers have taken an innovative approach and intentionally unbalanced the pulley and flywheel with weights placed precisely to counteract the natural shaking forces present in a three cylinder engine.
The special engine mounts also help reduce vibration.
Cast iron cylinder block?
Cast iron is quicker to warm up and reduces ‘warm-up’ energy required by 50%
Cast iron also absorbs sound energy reducing engine noise
Helps meet strict cost targets
Withstands higher cylinder pressure, especially with the 180hp engine with the bigger turbo being a possibility.
Exhaust Manifold integrated in the head
Lowers exhaust temperature
Optimum fuel to air ratio at high speeds
Lowers manufacturing costs
Split cooling system
During the cold start phase, the cooling system bypasses the cylinder jackets and water flows only around the exhaust manifolds, thereby allowing the cast iron cylinder block to achieve operating temperature faster. Once the engine gets going, the cooling system resumes normal operation, now also cooling the cylinder blocks.
Two stage variable oil pump
The variable displacement oil pump has been designed so that the oil pressure varies based on requirements of the engine at different speeds.
M12 thread spark plugs
While the larger EcoBoost engines use M14 thread Spark plugs, the compact dimensions of the cylinder block as well as the centrally mounted injectors mean Ford has had to use M12 thread spark plugs.
1.2mm cooling slits
The 1.0 litre EcoBoost also features specially machined 1.2mm wide cooling slits between the cylinder to reduce peak temperature. These slits cannot be formed during casting as they are so narrow.
550mm water wading
St. Jacinto’s Church
Ride & Handling
As with most Fords the EcoSport handles bad roads very well. The ride isn’t too supple yet the EcoSport can skip over potholes without causing the occupants any unease. Ford has implemented a simple hydraulic rebound stop as opposed to a conventional mechanical stop. What happens is, the tube in the front strut that holds the hydraulic fluid has a reduced diameter towards both ends of suspension travel. When the rebound stop platform in the strut hits the reduced diameter the sudden drop in diameter increases the pressure of the oil above the platform, increasing the damping momentarily and absorbing the force of the impact. In such a situation, the peak force would be at least twice to thrice in a setup using conventional mechanical rebound stop. This has enabled to avoid any compromise on the ride comfort of the SUV at the cost of handling.
While it may be a bit too early to make this declaration we do sincerely believe that the best drivers car priced around 10 Lakhs – the Fiesta – now has a sibling with the same title to its credit. The EcoSport is one of the best handling SUVs in the country. The twisties in Goa will swear to that. Body roll is barely noticeable while the EPAS steering is nothing short of delightful.
Turning radius of the EcoSport is 5.325m, which is still more than that of the Renault Duster at 5.2m .The EcoSport steering also is bestowed with Pull-Drift Compensation and Active Nibble Control. Pull-Drift compensation detects irregularities on the road surface that tend to pull the vehicle off the intended path, and crosswinds and helps the driver compensate for the resulting pulling and drifting the EcoSport may be subject to. Active Nibble Control reduces the vibrations that are transmitted from the road.
All’s not perfect though. The MRFs (the tyres that our EcoSport was shod with) have been greatly optimized for reduced road noise inside the cabin and on occasions we heard the tyres squeal under not so intensive braking.
The brakes on the EcoSport are progressive, with good bite early on. The Titanium variant comes with an arm rest for the driver which is best left in the upright position until you’re out of the city. The arm rest while comfortable, somehow ruins your shifting experience and it is quite easy to pin the blame on the transmission for shifts ending up not slick enough.
We had a complaint with the Fiesta, and we have it with the EcoSport too. This five speed box really needs shorter throws for a much more engaging driving experience. On that note, maybe a six speed transmission would have been a nice addition. Don’t get us wrong, with the five speed box the EcoSport can still manage to do a easy 100-120 kph, beyond which the EcoBoost engine starts to make you feel guilty about enslaving thirty hamsters to turn the cogs inside the engine!
Ford makes no claims of the EcoSport being a hardcore off-roader. The EcoSport is being advertised as an Urban SUV and with ground clearance of 200mm and approach angles of 25 degrees and a departure angle of 35 degrees, and we’d say that’s a valid claim. The EcoSport, Ford claims can also wade through water upto 550mm deep, a relief for those heavy monsoons and badly flooded roads. Ford mentions that while the EcoSport is available as a 4×4, India will not be one of those markets these variants will be sold in.
Interiors
It’s quiet. Eerily quiet inside. While a lot of work has gone into reducing the vibrations and noise from the three cylinder EcoBoost, Ford has also worked hard to make the cabin as quiet as it can be. Sound-deadening materials in the doors, roof and body minimise the noise making its way into the cabin. A double-sealing system for the doors and new technologies for improved glass sealing further reduce wind noise. Ford also points out that inside the cabin, the EcoSport has an acoustic headliner that helps absorb ambient noise.
While Ford won’t elaborate on what exactly it is, the company says a new compressor technology has been used that reduces the fuel spent when cooling the interiors of the car. Ford claims that if a car left under the sun for a while and temperature inside hovers around 65 °C the air conditioning can reduce it to under 30 °C in under ten minutes.
You would be hard pressed to find flaws with the usability of the interior space of this SUV. There’s around 20 storage spaces including 9 cup holders. While we have spotted the EcoSport with beige interiors it doesn’t seem likely that it will make it to production. The black and grey interior will continue to grace the interiors of the new age Fords. We aren’t big fans of beige unless executed properly, so we quite like the dark interiors of the EcoSport.
Clever engineering and innovative design aside, the EcoSport is still a compact SUV and it shows. You’re going to be often brushing elbows with the driver The knee room is pretty comfortable but three people at the rear becomes a squeeze. The rear seats can be reclined in stages and work best when they are at their most reclined position. This of course means the rear seats do eat up into the boot space.
The boot space, well, is just adequate. The parcel tray is a flap that can be spooled in and out of a roller that can removed. There is 346 litres of space which can be increased to 705 litres by folding down the rear seats. Upwards of the Trend variant,the rear seats can also split 60:40 so you can carry more cargo while also having a passenger at the rear.
The interiors of the EcoSport are swathed in different materials for different variants. On the Ambiente series, the theme was ‘techtronics’ where a fabric with a metallic yarn was used. The metallic yarn gives the cloth more depth and a high-tech look. The colour and trim team named the fabric Patna after the capital of the Indian state of Bihar.
On the Trend series, the buzz word was ‘modular’ with geometric shapes. Part of the seat fabric is a circular knit called Beijin, inspired by China. The insert fabric, called Dali and inspired by India, is specially embossed to give the cloth a three-dimensional feel.
The Titanium variant can be had in either leather or cloth. The leather is Torino leather with contrasting Cabarnet Red stitching. For cloth seats, there’s a motif of “Clay Art”, referencing painted pottery in China and Brazil. A microfiber fabric called ‘Shanghai’ which is extremely comfortable and easy to care for was used. The microfibers are water-repellent and resistant to stains.
The level of detail on the EcoSport is apparent from the pattern on the plastics. Ford calls these ‘Squareflec‘, random peppering of squares to break up the monotony of the pattern.
The audio system is mediocre at best. The system lacks bass, and a subwoofer is definitely in order.
Card holder for easy access to those smart cards
Under seat storage
Torino leather with Cabarnet Red Stitching
Squareflec
SYNC
The EcoSport is the first recipient of Ford’s SYNC system in India. SYNC is a set of technologies developed by Ford in partnership with Microsoft. Microsoft misses no opportunity to use the Windows brand name, and calls the innards of this system Windows Embedded Automotive. Right off the bat, we weren’t big fans of SYNC in the EcoSport. While the Voice Control on the Ford Fiesta was average and getting ‘Kate’ to understand our ‘Indian’ accent was a tiresome affair, the system did as much as it advertised. SYNC though, stands for a staggering set of services elsewhere.Ford customers abroad discover features month after month! The SYNC on the EcoSport available in India is too basic for our taste.
Not all is lost though. There are a couple of differences. Windows Embedded Automotive ensures that the data SYNC accesses from your phone cannot be accessed by a third party, say during service at the workshop or when you loan your car to a friend ( would you?). The phone has to be connected for the driver to be able to access the data. Multiple devices can be added and a single device is set as the primary phone.
SYNC can also read out text messages to you and you can respond with any of the 15 preset outgoing messages.
SYNC can also play music from a device through USB or Bluetooth. Voice Commands include Play Artist/Play Album/Play Genre and Play Similar where you allow the system to pick music for you.
Temperature can also be set with voice commands, which was as unsuccessful as with the Fiesta. We also loved SYNC’s ability to display the signal strength, battery charge on the SYNC screen in the dashboard.
Emergency Assistance
In the unfortunate case that an EcoSport is involved in a crash, the system activates Emergency Assist right after an airbag is deployed or the fuel pump is shut off. Emergency Assistance gives you ten seconds to cancel the call to 108 if your crash has not been severe enough to warrant an ambulance. If no action is taken by the occupants, the system understands that the occupants need emergency medical attention and dials 108 through the primary phone connected to SYNC, gives them an automated message with details including GPS coordinates. The system then automatically opens a line to an operator so the occupants can elaborate on their situation. The biggest advantage to this system is that for the first time in India, third parties are dispensed with and the system gets in touch with the emergency services directly through 108. GVK EMRI, a not for profit organization runs the 108 services in various states in India. Ford representatives have met with people from GVK EMRI and also the Ministry of Transport, Ministry of Health to discuss Emergency Assistance.
Safety
The EcoSport comes with dual airbags and also available as options are side and curtain airbags. ABS+EBD should be available upwards of the Trend variant, while ESP is available only on the Titanium automatic tranmission variant. More than half of the structure of the EcoSport is made of high strength or Ultra High Strength Streel (UHSS) with critical areas being made of Boron steel. The automatic transmission variant also gets the Hill Launch Assist feature which allows a three second cushion for the driver from the time he/she gets off the brakes and gets on the accelerator. This works on inclines regardless of which direction the vehicle is facing. Lastly, upon rapid braking, the indicators start flashing rapidly giving the cars behind a heads up on what’s happening.
Verdict
Ford has a fictional target customer who embodies the requirements of the product’s actual prospective customers. For the EcoSport, it’s Sameer. A young professional working in a MNC, is married, has a kid and leads a very active lifestyle during the weekends and uses his car in all kinds of city roads and takes frequent out-of-town trips. Sounds just about right. Only question is, does Sameer really want the 1.0 litre EcoBoost? Or is he going to buy the diesel? Or maybe the more easy to drive automatic variant powered by the 1.5 L Ti-VCT? The EcoBoost claims a fuel economy of 18.9 km/L and the instantaneous fuel economy meter hovered in the 15-16 km/L mark in our sprightly driving session, which still isn’t as good as that of the diesel. Yet, with the price of petrol and diesel inching closer and the sporty attitude of the EcoBoost appealing more to the enthusiast, it will be a battle well fought.
No word on pricing yet, although we have some information on the variants. Pricing will be the factor which decides the commercial success of this compact SUV, which can comfortably seat four adults, has enough space in the boot and holds a definite appeal to the driving enthusiast with its taut handling and excellent road manners. Bookings begin in June and deliveries should commence in July. Whew, finally!
The Ford EcoSport will be sold in India in four variants. The base variant will be the Ambiente, which is loaded to the gill with features like electric exterior rear view mirrors with integrated indicators and an AUX, USB and Bluetooth audio system. The other variants are the Trend, Titanium and Titanium Optional. Of note is the fact that the much hyped 1.0 liter EcoBoost engine will be available only on the Titanium variant and above. Similarly, Ford’s acclaimed 6 Speed PowerShift transmission is available only on the Titanium variant and only with the 1.5 liter TiVCT petrol engine.
Compare Ford EcoSport Variant Features/Specs
Ambiente
Trend
Titanium
Titanium Optional
1.0L EcoBoost Petrol ( MT )
–
–
Y
Y
1.5L TiVCT Petrol
( Manual Transmission )
Y
Y
Y
Y
1.5L TiVCT Petrol
( PowerShift Auto )
–
–
Y
Y
1.5L TDCi Diesel
( Manual Transmission )
Y
Y
Y
Y
STYLING
Body Coloured Bumpers
Y
Y
Y
Y
Body Coloured Mirrors
–
Y
Y
Y
Chrome Handles,Center Stack, Air Wing
–
Y
Y
Y
Chrome Exteriors
–
–
Y
Y
Wheels
15″ Steel Wheels with Full Wheel cover
15″ Steel Wheels with Full Wheel cover
16″ Alloys
16″ Alloys
Leather Steering
–
–
Y
Y
Leather Seats
–
–
–
Y
Roof Rails
–
–
Y
Y
SAFETY
Dual Airbags
–
–
Y
Y
Side & Curtain Airbags
–
–
–
Y
ABS + EBD
N
Y
Y
Y
FEATURES
Ambiente
Trend
Titanium
Titanium Optional
Tilt Adjustable EPAS
Y
Y
Y
Y
Radio + AUX-in + USB + Bluetooth Audio System
Y
Y
Y
Y
Electric ORVMs with integrated indicators
Y
Y
Y
Y
Power Windows Front/Rear
Y/N
Y/Y
Y/Y
Y/Y
Rear defogger + wash & wipe
–
Y
Y
Y
Audio Controls on Steering
–
Y
Y
Y
Driver Seat Adjuster
–
Y
Y
Y
Power Outlet Front/Rear
Y/N
Y/Y
Y/Y
Y/Y
SYNC
–
–
Y
Y
Automatic Climate Control
–
–
Y
Y
Cooled Glove Box
–
–
Y
Y
Driver Seat Lumbar Support
–
–
Y
Y
Reverse Parking Sensors
–
–
Y
Y
Push Start/Keyless Entry
–
–
–
Y/Y
Ford EcoSport Ambiente
Ford India’s relentless pursuit for maximum localization, which is cited to be the prime reason for the delayed launch of the EcoSport, seems to have paid off. The Ambiente, supposedly the base variant of the EcoSport comes loaded with features. The aesthetics of the EcoSport are not ruined with black bumpers. All variants will have body coloured bumpers. The Electric Power Assisted Steering is the defacto Ford standard on all their vehicles. The steering vehicle is tilt/telescopic adjustable. Inside, you have an audio system which is AUX, USB and Bluetooth capable. This variant is available with either the 1.5 litre TiVCT petrol or the 1.5 litre TDCi engine with manual transmission only. Similar to what Ford did in the Figo, the EcoSport Ambiente does not get rear power windows.
Ford EcoSport Trend
The Trend variant gets ABS+EBD but no dual airbags. Rear power windows make an appearance as do steering mounted audio controls. Driver seat height is adjustable. This variant also has a power outlet at the rear and the mirrors are body coloured. At the rear
you get a defogger as well as a wiper. Powertrain options as well as other features of the Ambiente are carried over here.
Ford EcoSport Titanium
The much hyped 1.0 litre EcoBoost is available only upward of this variant. The EcoBoost engine can be had only with manual transmission. You can also opt for an automatic transmission but with the 1.5 L TiVCT. Microsoft SYNC is available. Dual airbags offer higher levels of safety. Rear parking sensors, cooled glove box, front armrest and automatic climate control make life easier in the EcoSport. Inside you have leather wrapped steering wheel and on the outside there’s more chrome garnishing.
Ford EcoSport Titanium Optional
Push button start, keyless entry, leather seats and side and curtain airbags are added to the Titanium package in this variant.
The Ford EcoSport seems to have most of its priorities right. The rumoured prices for the EcoSport have been fluctuating with every detail of the EcoSport revealed. With a feature laden base variant like the Ambiente, the rumours of Ford pricing the EcoSport in the Rs. 5 Lakh bracket does not seem to hold water now. Autocar India reports the prices might start at Rs. 7.5 Lakhs with the top end Titanium variant powered by the 1.0 litre EcoBoost engine going on sale close to the Rs. 12 Lakh mark.
Polaris & AKB Motors have brought to Bangalore two off road tracks at different ends of the city to cater to off road enthusiasts. The track at Sarjapur has been built in association with ‘Play’ while the one in Yeshwanthpur in association with ‘Target Games & Facilities Pvt. Ltd,’. The Sarjapur track has 12 Polaris vehicles including the Outlaw 50cc, Sportsman 90cc, RZR 170cc, Phoenix 200cc, Sportsman 400cc and RZR S 800cc ( a must try!). The track is an exciting mix of climbs, axle breakers, a water pit, and two side inclined slopes. The Sarajpur facility also has a Polaris workshop. The Yeshwanthpur track has 5 Polaris ATVs including Sportsman 90cc, RZR 170cc, Scrambler 500cc, Sportsman 400cc and Sportsman 500cc.
Commenting on the ocassion, Mr. Pankaj Dubey, Managing Director, Polaris India Pvt. Ltd., said, “Bengaluru has a rich racing culture and has a wide variety of terrains, hence the off-road vehicle segment has the potential for growth. We are pleased to start Polaris Experience Zone with Play and Target Games & Facilities to offer off-road motor experience to motor sports lovers in Bengaluru. Southern India is an important market for us as it contributes majorly towards our growth story in India and hence strategic for us. We foresee huge interest and potential in this market and plan to introduce more off-road tracks in Southern India. We plan to increase the number of such tracks from 13 to 25 by this year-end.”
Directions to the Sarjapur ‘Play X Games Arena’ Polaris off road track
Getting to the Polaris Off Road Track was a bit of a hassle without proper landmarks, so allow us to help you out. Hit the Sarjapur Road and head to the Total Mall on Sarjapur Road, after which you’ll cross the Sarjapur Fire Station on the left, and finally the Kaikondrahalli Lake on your right and then . A nondescript right turn which is officially called the Central Jail Road, Matha Amritha College Road but known better to locals as the ‘Hosa Road’ will take you to Play X Games Arena. Deep inside the Arena you have the Polaris Track where you should definitely try the Ranger RZR S 800 EFI!
Pankaj Dubey in the RZR and Anil Anthony on the Sportsman 400 tackle the water pit at the Sarjapur track
Tackling the off road track in the Ranger RZR S 800 EFI
Offered an opportunity to drive the Ranger RZR S on the off road track, we simply couldn’t refuse. While the Sportsman series of ATVs let you know every second of the ride that you’re on a vehicle unlike any other you have driven, the Ranger series of side-by-sides leave you in a vague state that lies somewhere between I’m in something that’s as bare as a go-kart and Why is this 4×4 not as tall as the others I’ve driven. Once you get past the momentary disorientation, you fall into a rhythm and start to consider yourself the numero uno driving God. The pits, the inclines are good fun the first time around, but pose no challenge to the RZR S. You just modulate the throttle and rarely find the need to brake. We look forward to taking the Ranger RZR S 800 EFI out in the wild where it belongs, someday.
The RZR S and the rest of the ATVs all have the Polaris Variable Transmissions (PVT) with P/R/N/L/H positions on the lever. The RZR S has a High and Low mode, as with other 4×4 vehicles, L is for more torque and really tricky situations while H for a sprint. The Ranger RZR S has Polaris’ On Demand AWD. There a toggle switch for AWD and 2WD, but even in the AWD mode, the front wheels engage only when the rear loses traction.
Stunts by HTRZ
A stunt was organized prior to the inauguration of the track to keep the attendees entertained. Polaris’s Entry level Phoenix 200 ATVs were used along with a couple of Pulsars, Apaches and an FZ. The Phoenix 200 was a stunning machine that stood out in the crowd of heavily customized stunt machines. HTRZ is a stunting group based in Kerala and I sincerely hope they sent their second best to this event. While the group did manage to keep the audience engaged, the stunts didn’t have the rhythm and the style we’ve seen with other popular stunt groups.
Directions to the Polaris Off Road Track at Yeshwanthpur
The Yeshwanthpur track is on the Tumkur Road east of Taj Vivanta. The track is in the Golden Grand Apartment complex. This facility has 5 Polaris ATVs including Sportsman 90cc, RZR 170cc, Scrambler 500cc, Sportsman 400cc and Sportsman 500cc.
As one if its methods to reach out to people, Polaris now has such off road tracks in cities including Greater Noida, Ahemdabad, Bhopal, Nagpur, Goa, Pune, Mumbai, Coimbatore, Munnar, Chennai.
Polaris India currently has a presence through dealerships in 13 major cities, including New Delhi, Mumbai, Kolkata, Chennai, Ahmedabad, Bangalore, Hyderabad, Cochin, Jaipur, Jammu, Ludhiana, Indore & Dehradun.
Regarding the current market scenario, Mr. Dubey said, “Currently, we are witnessing a increased interest towards adventure sports in India. With improving infrastructure facilities, awareness about this category of vehicles and the desire for adventure sports activities, Polaris finds it a perfect fit to offer its products to more and more adventure lovers in Bengaluru who can now experience the real thrill. With the introduction of off-road circuits across the country our purpose is to sensitize the consumers and create a new market for recreational vehicles and to generate more interest in these activities.”
Mr. Sharath Reddy, Owner, Play, stated, “We are delighted to be associated with Polaris India. The track not only offers riders a place to experience the excitement of Polaris off-road vehicles, but also serves as a wonderful place for family entertainment.”
Mr. Alok, Owner, Target Games & Facilities Pvt. Ltd, stated, “The aim is to provide a safe, family fun time filled with lot of thrill. Whether you are an off-road enthusiast looking for a thrill or motor sport lover, you will simply enjoy riding sturdy Polaris vehicles on the track.”
Some of the images used in this story were shot by R. Balasailendran
Way back in 2007, Ford became the first manufacturer to implement the high-solids, solvent-borne 3-Wet paint technology at its manufacturing facility in Ohio. At the Ohio Assembly plant, 200 Ford Econoline vehicles were painted using this technology and the durability of the paint was monitored by the plant personnel over a period on one month and a distance of 400,000 miles. These Econolines accomplished the mileage as they were put to work as U-Haul trucks and after noting that they still looked fresh from the factory, Ford proceeded to implement the 3-Wet paint technology at its other manufacturing facilities, bringing the total number to twelve. Ford is now adding four more plants, two in the United States, one in China and one in Spain to the list. In a nutshell, the 3-Wet process has helped Ford reduce CO2 emissions by 15-25 percent and volatile organic compound (VOC) emissions by 10 percent.
3-Wet paint technology?
Baffling isn’t it? All those words that individually are familiar to primary school kids but put together leaves you flummoxed! Starting with the basics, the paint is a high solid, solvent borne formulation. High solid paints have higher content of materials the solidify after spraying, like resins and pigments and much less of the stuff that evaporates after spraying. This leads to the low content of volatile organic compounds (VOC). Less volume of the paint is required to achieve the required thickness of the coat, meaning less spraying operations and thus reduced process time. Some reports also claim that the flow and setting properties of high solids help the metal particles in the paint to align with one other leading to a brighter shine of the paint.
Intensive surface preparation as required by the method
The 3-wet paint process goes another step forward. Using conventional methods of automotive painting, the three coats, primer coat, base coat and clear coat need to be sprayed after the prior coating has been ‘cured’ in a dedicate oven. The 3 wet paint process eliminates the need for stand-alone primer application and a dedicated oven. Automated robots apply all three coats one on top of another before oven curing. These eliminations reduce the paint booth size, saves electricity from the blowers that circulate massive volumes of air through paint booths, and reduces its use of natural gas needed to heat the air and ovens. This is how, Ford’s global 3-Wet paint process has reduced CO2 emissions by 15-25 percent and VOC emissions by 10 percent compared to either conventional high-solids solvent-borne or waterborne systems.
Application of the 3 coats -primer, base and clear- by automated robots
3-wet paint process at Ford India’s Chennai-Maraimalainagar plant
Ford India stakes claim to having been the first Ford plant in the world to have adopted the 3-wet paint process after the pilot launch in Ohio. Ford is also the only manufacturer in India to use the Three-Wet High-Solids paint technology. The Chennai Ford plant also employs heat recovery by utilizing exhaust heat air to heat fresh air through a Heat exchanger in Topcoat oven and E coat ovens. Instead of diesel, Propane gas is used as a fuel in the ovens.
Ford India also proudly states that the VOC emission has reduced by 23%, the best in the Ford Asia Pacific region. Dock-to-Dock time has reduced by nearly 40% while CO2 emissions have reduced by 21%. Nearly 27.6 million kWh/annum energy is saved in the paint shop. Ford India points out that this energy is enough to power almost 12,000 households in Chennai for a year, or to light up all the street lights of Chennai every night for almost 4 months.
For a city that has faced severe water shortages over the last few years, Ford India does the city a favour with reduced water consumption, a reduction of 15000 KL/ annum.
Final inspection
15-25% lesser CO2 emissions
10% lesser Volatile Organic Compound emissions
25% faster process time
The 12 Ford Plants with 3-Wet Paint Technology
The new locations where Ford will be installing the 3-Wet process in 2013 are:
Flat Rock Assembly Plant, Flat Rock, Michigan
Kansas City Assembly Plant, Claycomo, Missouri
Jiangling Motors Co. Ltd., Jiangzi/Nanchang, China
Valencia Assembly Plant, Valencia, Spain
Locations that currently have 3-Wet capability are
Asia Pacific:
Chennai Assembly, Tamil Nadu, India;
CAF 2, Chongqing, China;
Ford Thailand Manufacturing, Rayong, Thailand;
Europe:
Craiova Assembly Plant, Craiova, Romania
BHPian Karan561 spotted the new Octavia testing on the Mumbai-Pune expressway.
It has been a long time since a Skoda in India has been so desirable based on just looks.
The new Skoda Octavia especially in this white shade with the black roof has left us with wobbly knees. The Octavia has grown by 108mm between wheels to accommodate its younger sibling the Rapid in the market. This has led to an increase of 47mm in knee room at the rear and headroom stands at 980mm. The boot at 590 litres is dangerously close to that of the Skoda Superb!
Powertrain options for the new Octavia include the 1.8 TSI with 177 bhp as well four diesel engines including the base 1.6 TDI that powers the Greenline version of the Octavia and enables fuel efficiency figures of 3.4 litres of diesel per 100 km. India is expected to get the 2.0 L diesel in two states of tune. In addition to the 1.8 TSI, the 1.4 TSI is expected to power the base petrol variant. Skoda has also announced that it has plans for a natural gas variant for Europe. It would be a shame if Skoda doesn’t bring in the natural gas variant and the Greenline 1.6 L diesel to India.
Manual and automatic DSG transmissions are available, with all-wheel-drive versions in the near future. India might not really see the four wheel drive variants, but enthusiasts fret not, the ŠKODA Octavia RS powered by a 200 bhp petrol is definitely on the cards.
The new Skoda Ocatvia was also spotted in Bangalore by BHPian Mtnrajdeep in the red shade.
Finally, there’s this not so clear image from Autocar India.
Read our detailed design story on the new Skoda Octavia for 2013 here.
Signatech-Alpine presented their new endurance racing prototype at L’Atelier Renault in Paris, France. The n°36 Alpine will defend Alpine’s colours this season at the 2013 Le Mans 24 Hours and this year’s European Le Mans Series (ELMS). The Alpine brand returns endurance racing after a 35 year gap. These efforts are part of the brands reemergence in preparation to the big launch in 2016 – the first sports car designed and built by Société des Automobiles Alpine-Caterham, the Alpine-Caterham collaboration borne out of Renault’s Formula One connection with Caterham.
The N°36 Alpine-Renault-Nissan is mashup of the best the three brands can bring to the table. The chassis is from Alpine while the V8 that powers the endurance racer is from Nissan, to be specific the type VK45 engine. The N°36 Alpine-Renault makes close to 500hp, can hit speeds of 330 kph and weighs under a ton at 900kg! The transmission duties are borne by a six-speed sequential X-Trac gearbox.
Société des Automobiles Alpine-Caterham’s CEO Bernard Ollivier and Philippe Sinault, Signatech-Alpine Team Principal, lifted the veil to reveal the N°36 Alpine in the stunning striking blue and orange livery.
The drivers who have been named to share the N°36 Alpine-Renault are Nelson Panciatici, 24, and Pierre Ragues, 29 who will be team up with 34-year old Tristan Gommendy for Le Mans 24 Hours. Another French youngster, Paul-Loup Chatin, has been chosen as the car’s reserve driver.
Renault hopes to replicate the success of the 1978 Le Mans 24 Hours-winning Alpine-Renault A442B raced by Jean-Pierre Jaussaud and Didier Pironi 35 years ago! The A442B, since it is one of the centrepieces of the ‘No Limit!’ exhibition which is currently running at L’Atelier Renault until April 7. L’Atelier Renault is located on Champs-Elysées, one of the busy avenues in Paris.
I must admit that I have been a little late in writing this piece. This should have been written before the commencement of the World Superbike Championship of 2013. Unfortunately other commitments have kept most of us away from doing this writing which has been the main identity that Riot Engine has acquired. So not only are we apologising for the delay, we are also claiming that maybe the delay in writing this piece has actually worked in our favour (meaning both you the readers and us the writers).
There must be some curiosity on the part of our readers as to why we have decided to start talking about World Superbike racing in 2013 while in the past we have only restricted ourselves to brief reports of the results of the races. But there is a clear reason for that, or let me say there are three clear reasons why this time around it maybe useful to discuss the World Superbike series. The first reason is that the Buddh International Circuit or BIC as it is now being referred to, will host a round of the World Superbike Races this year. Those of you who follow the series and the news about the series will be aware that the BIC was to host the second round of the the World Superbike Championships from the 8th to the 10th of March, 2013. But this date was postponed to the 17th of November (meaning the weekend starting with 15th of November and ending with the 17th of November) and this has now become the last race of the season.
Becoming the last race of the season can become a thing of advantage if the championship is going down to the wire as it did last year. But if the championship is clinched before the last round, then that would turn into a disadvantage since the race will be of academic interest only. But the question that needs to be asked here is what were the reasons behind the postponement?
Even before the postponement was formally announced various websites and motorsport magazines were carrying stories of how the Indian round of the World Superbikes was being postponed due to the interference of the now (in)famous Indian bureaucracy. Stories that went around initially were those which were claiming that the Indian round was completely cancelled. Then came the announcement that the round was postponed but the reason given was rather astounding. It was claimed that the round was being postponed mainly due the fact that marshalls did not have adequate training to deal with injured riders if in case there was a misfortune of an accident. The reason is rather strange, because the BIC has been hosting Formula 1 races for the last two years without a glitch. The reason why I am going so much into the story is that there is still one small little theory that says that the round will ultimately be cancelled and the grounds suggested are that Dorna the series promoter is extremely unhappy with the deal that Infront (the organisation that was in control of the World Superbike series) had actually reached a deal in a hurry and has surrendered the TV rights which were the main source of revenue. So the fact is that Dorna does not want the deal to go through. Last year there were rumours that Dorna was keen on bringing MotoGP to India but Infront beat them to a deal with BIC which included the retention of TV rights by BIC. After Bridgepoint the company that owns Dorna took over Infront completely they gave Dorna the responsibility of running both the MotoGP and World Superbike series. Now we have to wait and see if there is going to be a race in India.
The second reason why we are interested in writing about World Superbikes this year is again India specific. In what can only be called a stunning development the operation of the official World Supersport team of Kawasaki has gone to Mahi Racing in which Indian Cricket team captain Mahendra Singh Dhoni and Telugu Film superstar Nagarjuna Akkineni have invested. Mahi Racing has stunned the world by taking over the mantle of being the official Kawasaki team in the 600 cc category after Lorenzini (who represented the official Kawasaki effort) had won the championship with Kenan Sofuoglu last year. This year Mahi Racing has inherited the riders along with the official status. And they have started on the right note with Kenan Sofuoglu starting his defence of the world championship in style with a victory in Australia. In Australia one of the sponsors of the World Superbike effort of Kawasaki was Mahi Racing. The reasoning was that TV coverage is hardly given to World Supersport races and therefore it made sense to advertise Mahi Racing on the 1000 cc machines of Kawasaki run by the Spanish outfit Provec.
The third reason why we have decided to turn our attention to the World Superbike series is that which pertains to this being the last time that we will see the World Superbikes being run in this format. Right now World Superbikes allows for modifications to street going machines and this has brought the series into conflict with MotoGP. In fact, the lap time differences between MotoGP and World Superbike machines on one circuit where both series had their races, was less than 2 seconds. That was the reason why factories, especially Honda at one time threatened to pull out of MotoGP and move to World Superbikes. But with Dorna now in control, the power of factories such as Honda has been neutered. Apparently in the present form the World Superbike series sees the use of upto 39 engines per season per motorcycle by a number of teams. Dorna CEO, Carmelo Ezpeleta, has made it abundantly clear that during times of economic recession (which is now) it was extravagant to allow the use of so many engines. In MotoGP the number of engines that can be used by a factory is limited to 5.
Ezpeleta has already hinted that there will be a cap on number of engines in the series from next season on. In fact, the changes for next season include dumbing down of the series and the pointers that have emerged so far show that the series is headed towards becoming production machinery based. That means that the lap times will go up and maybe the races will not be as closely fought as they are now. Then there is the question of the format as well. The present Superbike series is really not very TV friendly. The existence of two races that are separated by the World Supersport race has meant that most TV channels are not interested in showing all the races. Last year in India, one got to see only one of the races live while the other would be delayed or sometimes not even covered. The fact that most TV channels have successfully marketed the various football leagues from around the world has meant that football gets precedence when it comes to coverage and within the motorsport caste system Formula 1 is top and gets preference over everything else and then comes MotoGP. World Superbikes is at the bottom of the caste hierarchy and so the coverage of this is left to the whims and fancies of ESPN Star Sports which have the rights of coverage for the series.
The million dollar question therefore is what form will World Superbikes take next year? Will it be totally dumbed down and become uninteresting or will it have an exciting new format one that is more TV friendly? Will it feature pit stops? This has been one of the innovations that has apparently been proposed. Rumours about the shape that the series will take have suggested that the World Supersport category will be eliminated and that the Moto2 category in MotoGP that is now restricted to Honda engines of 600 cc capacity being put in custom built chassis. If the Supersport category is abolished then engines from various manufacturers will be allowed to be put in the custom built chassis. If this happens and the abolition of the Supersport category also becomes reality then one of the formats being considered apparently is the 200 mile format where Superbikes (1000 cc) will run a race of 200 mile length with pit stops. How will TV stations receive it is the question. We will have to wait till the middle of May for some clarity to emerge about the direction that World Superbikes will take under the stewardship of Dorna.
Till then what you can do is watch whatever is shown of the series on TV and enjoy close racing between riders on machinery that includes Honda, Suzuki, BMW, Aprilia, Ducati and Kawasaki. And in the meantime also hope that from next year on it will be a more TV friendly series that will get shown just as MotoGP and Formula 1 are shown. Meanwhile we will try our best to get you as much coverage as possible from the races.
