TecknoStatz

Hero Impulse : First Ride

2012-03-09T05:38:00.002-08:00

A whole new dawn beckons Indian motorcycling with the launch of India's first properly designed and developed on-/of- road motorcycle. Not since Bajaj Auto introduced the Kawasaki Eliminator to herald cruisers into motorcycling mainstream in the country has there been a move to embrace different genres of bikes, until Hero MotoCorp came up with its bid to upgrade its huge Splendor / Passion customer base on to more Impulse-ive things, says Adil Jal Darukhanawala after his first ride on this dual-purpose pussycat

At first I didn’t know what to say, especially as news began filtering through from London, where Hero MotoCorp had a high profile debut. Among many things, the firm, now shed of its Honda partnership tag, was actually getting ready to usher in a brand new Honda-designed and developed motorcycle on its own! Adding to the myriad confusion was also the fact that the new named entity was pitching itself into an altogether new segment of the Indian bike market which not many had wanted to get into. Especially not after the ill-fated Kawasaki-Bajaj SX100 Enduro of the early 1990s! However, that was then and much has happened to motorcycling in India over the last two decades to warrant a motorcycle which ideally should have been popping out of every decent bike maker’s product portfolio!

Say hello to the Hero Impulse which is based totally on the Brazilian market Honda Bros. However, here in India, it is the Impulse for all wannabe biking Heroes who want to feel that a bike with go-anywhere capability is what will make them rise in esteem. I say this with nary a snide thought or such because this is a very canny move from Hero MotoCorp and one which it had debated and debated, going by the need to upgrade its existing customer base more at home on 100cc Splendors and 125cc Passion Plus. The ability to give them a mellow upgrade while taking them higher in their self esteem was always something which spoke volumes whenever the firm did consumer research and that is how the Impulse has turned out. Before I give you my rationale on this, let’s go straight in and dive to the bare bones of this spanking new motorcycle.

I have always maintained that dual purpose on-/off-road motorcycles are the SUVs of the two-wheeled world. And while some may accuse me of stretching this line of thought a tad too much, let me also quantify that over 99 per cent of Scorpios sold in the country feature rear-wheel drive only! As such the visual aspect dominates the senses and this is the bedrock on which Hero MotoCorp rests its case for the Impulse. It has the looks, the stance and the structure and this is most welcome. Starting out with a single downtube frame which is splayed into two bottom tubes running underneath the engine, this unit is made of carefully selected high tensile steel tubing to allow rigidity and strength where it matters the most – at the steering head stock and also at the swingarm mount pivot plus at the top mount for the monoshock.

Given the application of being a go-anywhere machine (within reason, of course), it had to have long travel front forks and here we have special Munjal-Showa units with a shade over 180mm of suspension travel. At the rear there is a direct monoshock unit, which is a nitrogen-charged Showa made in Japan acting in conjunction with a rectangular-section swingarm which runs a 17-inch wheel shod with a 110/90x17-60P tyre. Up front the Impulse makes do with a 19-inch wheel around which is wrapped a 90/90x19-52P tyre. Overall the balance as well as the stance of the bike are pretty solid yet neutral given its 1360mm wheelbase and a saddle height of 835mm. Given that weight transfer as well as rider placement is so crucial on an on-/off-road machine when driven in anger, the Impulse also seems to have catered to that with MX-style seat, tank and tail panels along with chunky grabrails at the rear for the pillion to clutch on. The upswept seat which rides up and over the rear of the fuel tank is nicely padded. And should there be someone who literally decides that his life depends on jumping speed-breakers and such, the seat unit is his silent angel protecting vital parts of his anatomy!

Jokes aside, this is exactly as it should be given the design evolution of on-/off-road motorcycles and the Hero Impulse is living manifestation of this aspect. The tall, flat handlebars complement the saddle and the footpeg placements to give an upright yet very comfortable riding position. Unlike a cruiser with kicked out front suspension and a seat forward riding the sofa cushion type of perch, that on an on-/off-road motorcycle is far easier and controllable, not to mention it delivers quick steering to help make change of direction an easy chore. The Impulse is all-proactive on this count and it shows in the way it rides, glides, swoops and smothers, be it on hard tarmac or loose gravelly surfaces. Even in easy riding mode, if having stepped off from a Splendor or Passion and on to the Impulse, riders can adapt very easily and therein lies the first hint of Hero MotoCorp’s method to prop up its on-/off-road madness. One of the key allies in making the Splendor/Passion rider comfortable is the tyre design which is not just of a big block rectangular tread pattern but one where the big blocks are carved out on a fine arc section, which gives traction on tarmac even when the bike is leaned over while having enough block grooves to help tractor through mud and gravel. This I feel is the step in the right direction and Hero MotoCorp must be given its due for thinking this over and working with Ceat to develop the right type of rubber on such a new genre of motorcycle.

Mind you, this is also a bike where the Splendor / Passion user will be delighted to take to thanks to the simple reason of a strong reliable and mellow 149.2cc single- cylinder motor derived from the same engine family which does duty in so many Hero Honda, oops now make that Hero MotoCorp machines displacing 150cc – Hunk, CBZ, Achiever, etc. Much of the internals of this engine are proven bits and this robust unit with a five-speed gearbox has enough oomph to make the regular commuter dash everyday seem like a joy ride. Of course, rabble rousers will find this bike a sissy and not in sync with its visual make-up but then it was never Hero MotoCorp’s intention to make a KTM rival. Rather it echoes Honda’s all-round please-all refined offering ethos considering that there are millions of Splendor / Passion riders ripe to move up and more importantly stay within the Hero MotoCorp umbrella.

I had the opportunity to swing a leg over the well-crafted saddle and ride the Impulse for well over a couple of hours. I came back first a little bit downcast because the bike was way too refined, silent and purred its way when buzzing through the gearbox and with light controls that made me think as if this wouldn’t do for the next supercross event. However, when riding back through traffic, one got the absolute essence of this machine which is a genuinely nice and easy-to-use commuter with even better ability to point and head into, a very stable and solid approach to ride and handling, good steering geometry with light controls making for the ease of carving through traffic, fine brakes, good grip and overall a smile playing on the face all throughout. Hey, I know I must be getting old but heck, when one has to do the traffic carve-up day in and day out, I think they better do it on an Impulse because they’ll come smelling of roses after every outing on it.

So there you have it, a first ride on an altogether new type of motorcycle and even though it might not have the urge I crave for, it would be ideal for the Hero MotoCorp millions and that’s exactly where this machine is headed. Everyone knows that Bajaj Auto is going to unleash a handful of KTM on-/off-roaders on to the Indian market as well but they will be for the evolved rabble rousers. Trouble is, for the rabble rousing brigade, I see great opportunity for bikes like the Impulse at the bottom of the pyramid and it wouldn’t be out of place to see pure Impulse rivals from Bajaj Auto and the others as well! On the flip side, the onus then would be on Hero MotoCorp to rise to the challenge and build a firebreathing on-/off-roader to help fuel the rabble rousers’ latent desire for performance.

No worries on any count, for it always stands for a leader to steer the market and also to help upgrade users. So whether the Impulse moves millions or forces thousands to ask for more, the on-/off-road era is finally on its way here in India.

PS: The Impulse will be launched just before Diwali, according to Hero MotoCorp and expect it to sport a reasonable premium over the likes of other 150cc bikes from within its portfolio.

Kawasaki Ninja 650R: First Ride

2012-03-09T05:36:00.000-08:00

Two years ago the Ninja 250R set the ball rolling in the country for Kawasaki. Now the Japanese giant is back with another creation from its motorcycling portfolio, the Ninja 650R. But how good is the bigger Ninja for India at Rs. 4.57 lakh?

It’s about 8.30 in the morning and there is a faint pre-monsoon drizzle that has begun as I approach the back roads in the Sahayadri mountain range. The early morning high-speed dash on the open highway astride the newly launched Kawasaki Ninja 650R was indeed a great way to get rid of the veil of sleep that was there as I left home for an all-weekend ride along the Konkan coast. Drifting away from the highway, the back-roads are particularly narrow and bumpy but the big Ninja has been extremely forgiving so far. Well-behaved and sure-footed, it has shown no signs of jitteriness or unsettling character. The upright riding position with straight handlebars is making sure that none of the jerks and jolts from the bumps are reaching my arms at any given time. The uber-cool orange backlit MotoGP-inspired multi-function dash upfront is indicating about 65km/h but the surprising bit here is that I am already in the sixth gear and the middleweight Kawasaki is comfortably going through the set of corners on the NH17 highway without me having to dance on the gear-shift lever.

Composed and planted, this middleweight Kawasaki speaks its mind with conviction constantly reminding the rider of its street-friendly gene pool and road-worthiness. The 41mm front forks with 120mm of travel are working overtime constantly dealing with ditches and road undulations but never have they shown any signs of weakness or instability. The wide handlebars make for a fine riding experience with the cushy saddle and the foot pegs placed perfectly in alignment to make for a fantastic ergonomic riding position, allowing the rider to cover limitless miles without pronounced fatigue or body ache while being in full control of the motorcycle. The large-ish front windscreen is more than adequate to deal with the windblasts and for a rather stubby chap like me – it’s also helping to keep the bugs from reaching the visor.

These minor yet significant details together make for an enjoyable riding experience astride the Ninja. A trait commonly found in all street-worthy Kawasakis. Precisely the reason why the quarter-litre

baby Kwacker has enjoyed the title of best 250cc sports motorcycle for over two decades. And the bigger 650cc Ninja only builds further onto the Ninja legacy, with its mighty powerful 649cc parallel twin cylinder liquid-cooled DOHC motor. Producing 72PS of power at 8,500rpm and potent 66Nm of twisting force at 7,000rpm, all the power and torque of the Ninja is evenly spread out across the rev-range and is matched by equally well-setup gear ratios that provide instant thrust notwithstanding what gear and speed you are in.

Simply twist the throttle and as the 66Nm of torque makes its presence felt in an absolute brazen manner, the 650R lurches ahead with ferocious velocity. So much so that you would take the corner in one higher gear and still wouldn’t come to know!

The moment one swing’s a leg over the 650R, the comfort and plushy feel from the radically designed offset rear monoshock suspension is instantly evident and sends the rider in a very comfy spot or if I may say, a lazy mode. But the laziness does not last too long as once the throttle is caressed a little enthusiastically, the crisp response from the motor with its spot on fuel injection system and the smooth power delivery with 72 horses galloping to the rear wheel will even wake up the dead from the grave. Touching the 100km/h mark in less than 6 seconds and a top speed reaching upwards of staggering 200km/h, there is little left to doubt the 650R’s performance credentials.

But speed isn’t the real strong point of the Kawasaki Ninja 650R. Its true potential comes to fore in real world environments like ease of use in city traffic conditions despite its sizeable bulk of 204kg and large 1,410mm wheelbase or for stress-free highway hauling without having to shift gears to make swift overtakes. It’s a wonderfully packaged machine that excels on most counts barring just one small glitch – the headlight beam could be more powerful, especially for the Indian roads.

As we see it, the Kawasaki Ninja 650R will add that many more miles in your motorcycling resume thanks to the practicality it offers with oodles of fun packed-in at thesame time. It can be your daily ride to work or then be the perfect companion for the week long motorcycle ride you planned with your buddies. Whatever be the application, the Ninja 650R will not disappoint, especially once the phenomenal price-tag of Rs. 4.57 (Ex-showroom, Delhi) is factored in.

The biggest draw for the Kawasaki Ninja 650R is not that it is the only motorcycle bringing method to madness in the current Indian market that is buzzing with big fancy superbikes with little practicality for India but the fact that it is doing all of this while being within reach of plenty of eager Indian motorcycling enthusiasts.

2012 Bajaj Pulsar 200NS: World Exclusive First Ride

2012-03-09T05:31:00.000-08:00

here is the exclusive first ride impression of the most important motorcycle of 2012. Time to shift into higher gear as the new Pulsar brings with it a host of never-seen-before technologies and engineering mastery at its very finest

Any Pulsar, be it the 135 or the 150 right up till the 220 was performance oriented and in the present scenario, the new bike hits the front and goes straight to the top of the heap in the quickest possible manner. I would also like to state one thing here and that is to ask whether any other bike maker in this country has come up front and stated the performance capability of any of its machines in so up front a manner as has Bajaj Auto. In fact the specifications released to the media at the launch today indicate a top whack of 136kmph which is surely top drawer stuff but then the acceleration figures are even more illuminating: zero to sixty comes up in 3.61 seconds while the ton from standstill is dispatched in 9.83 seconds!

Quick gets a whole new meaning. However, these figures are all academic because the real pleasure comes from the actual driveability in town and the way the bike reacts when the wick is lit! Meaning when you crack the throttle open, the engine spins so fast and quick that you need to aim for the gaps while keeping the throttle pinned open if you want to dazzle yourself with the capability the Pulsar 200 NS packs. This is a bike (Read: Special Coverage) which thrives on revs but which is equally docile and tractable if that is how you want to enjoy your biking.

I got astride the bike for a short sharp session and was immediately floored by the strong seamless surge the 199.5cc motor put out. If that wasn’t all, sticking tall yet comfortably in the superbly crafted saddle and yet straddling the tank with its well defined recesses – better than on the older Pulsars mind you, the sheer strength of the new bike’s frame was apparent.

There was hardly a weave or tuck and under heavy braking or when leaning into corners and exiting them quickly was a revelation. After a couple of runs I came in but Joseph Abraham who was watching me go out on his baby asked me to be a bit more adventurous and told me to scream the motor in all the gears to its 10,000rpm red line and then come back and tell him how the bike behaved. This was something else altogether for the manner in which the bike screamed in sheer delight as she was given its head and I started shifting as high as the track allowed me to.

Third, fourth and fifth speeds snuck into at anywhere between 9500 and 10,000 rpm saw the Pulsar 200 NS blast out like a bat out of hell but yet so stable and sure that it was an intoxicating affair. Thrusting ahead with the energy of a record-breaking sprinter, the 200 NS lurches forward with intense ferocity as I keep on upshifting with the needle on the analogue tachometer bouncing off the 10,000 rpm redline and the gear shifter blinking incessantly. The new Pulsar pulls and pulls relentlessly in every one of its six cogs devoid of lag or hesitance. The clutch is light yet firm and the shifts are slick, precise and positive. Gives an altogether new meaning to the phrase as one with the bike!

The absolute connect between tyre and tarmac is a sheer joy for experiencing and the torque surge in whichever cog you may be gets you drunk on delight. The saddle height is slightly higher – at 805mm - than the older Pulsars but that is no deterrent in enjoying the brilliance of the handlebars-seat-foot pegs interplay which makes for not just a most sporty yet comfortable stance, it also allows you the flexibility to move your weight when you want to use it to good effect in the corners.

Speaking of weight and its effect, I must mention balance and mass centralization here again and the way this sets the Pulsar 200 NS (Read : Design & Style) from any other bike in the country today. While some may have marveled at the brilliance of the CBR250R’s handling the fact remains that it just doesn’t have the buzz and the exhilaration that the 200 NS does and even while giving away crucial displacement to the quarter-litre Honda, this Bajaj can show a thing or two, not just to the CBR but to every other bike on the market in its class and then leave them for dead.

The tightly packaged engine (Read : Engine & Tranmission) along with the boxy silencer element wrapped above and behind the swing arm pivot is key to this mass centralization. The engine is hung on a bracket just above the swing arm axle and there are two hangers up front to hold the engine on either side. If you thought the petrol tank looks dishy you are mistaken, no not for the style element but for the fact that it is only a plastic cover for the actual 12-litre capacity fuel tank, which resides below and close to where the rider sits on the saddle!

The aggressive rake and the beefy headstock play their vital role as well in the overall dynamic ability of the Pulsar 200 NS that tips the scales at 145kg, a saving of almost seven kilos over the Pulsar 220. While slashing weight is a key component in these days of emission legislated protocols where engine downsizing, better efficiency and cleaner exhausts take precedence over outright performance, here the pleasure delivery never ceases.

If all up weight has been slashed the gains in the weight distribution are even more pronounced. With a near 50:50 weight distribution front to rear, 72kg : 73kg to be precise, this has to be the best balanced bike there is on the Indian market today and nothing much needs to be said about the virtues of a bike endowed with good balance coupled with a low centre of gravity as well.

The ergonomics are light years ahead of whatever competition there is on the market today and while thee would seem to be a slight weight forward thrust to it, this is only in the overall fell where you can work the front end to do much more than on any other bike in the land. And here may I add something which will totally blow everyone’s’ minds: on the Bajaj Auto test track, the Pulsar 200 NS (Read: Pulsar Revolution) sees off the KTM Duke 200 effortlessly! The surety and assurance with which the Pulsar 200 NS displays its prowess across the dynamic spectrum is of another planet.

It will make average riders and newcomers feel as if they are right in the league of gods while for those experienced hands it will be the right tool to go out and flog with delight and the bike will reward those with quickness of hand and the dexterity of being one with the machine. And one more bit I might add, and that concerns the exhaust note – this Pulsar has probably the best sounding note among present day Indian motorcycles with a slight throaty pronounced audio alerting all and sundry as to make way for it, in the nicest possible way!

While this might be emerging as a road test, I must say that an actual road test will only bear out all what I have outlined here and trust me this is one of the bikes which is destined to be a big seller, not just in India but also overseas. Bajaj Auto is finally going to launch the Pulsar all over the world and in any company this machine can more than hold its own. In fact, Kawasaki, its Japanese partner of long standing has been dazzled by the way the bike has shaped up and wants to explore ways to branding it as one of its own in some of its most important markets! And that’s just saying everything one wants to know about this firecracker of a motorcycle with manners to charm, delight and excite. A hooligan and a gentleman both rolled in one!

World Exclusive! KTM Duke 200 review!

2012-03-09T05:23:00.000-08:00

Nothing succeeds like success, and KTM’s achievement, in the model’s first six months in the marketplace since its spring 2011 debut, in selling no less than 9,370 examples of its new 125 Duke four-stroke single-cylinder entry-level hotrod manufactured in India by its partner (and 39.30% shareholder), Bajaj Auto, has proved that the shrewd gamble made by KTM president Stefan Pierer and his colleague Rajiv Bajaj in developing such a bike is paying off. Big time.

For the duo’s dare in producing a range of cool, affordable, entry-level bikes which, in showcasing the youthful KTM brand image, will help attract the next generation of European riders to choose motorcycling over other forms of leisure pursuit, from wakeboarding to mountain bikes, digital entertainment to rock-climbing, has so far proved a smart move. “In my opinion, this the biggest single challenge for today’s motorcycle manufacturers - how can we direct our future products towards a younger customer?” says Stefan Pierer. “The main thing is to get young people on motorcycles for the first time – then we can try to get them to keep on riding, preferably with KTM, as they progress through life and up the capacity scale.”

Creating the 125 Duke has successfully addressed that objective in terms of KTM’s most youthful entry-level target group, which has developed as a result of the new EU regulations which allow 16-year olds to ride 125cc bikes with a maximum horsepower of 11kW/15bhp. But it’s interesting that KTM dealer statistics show an even 50/50 split in 125 Duke buyers between 16-18 year-olds, and 18+ customers. This shows the concept works for older riders, too – perhaps including returnees to two wheels, or car drivers who want something cooler and more fun than a scooter to convert to. In any case, the new downsized Duke has been the first fruit in terms of hard product of the link between the second-largest motorcycle manufacturers in both India and Europe, which has been progressively strengthened ever since November 2007 when Bajaj Auto took an initial 14.5% stake in KTM.

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But now the time has come to introduce the next model in KTM’s growing family of made-in-India street singles, the 200 Duke which made its debut at the EICMA Show in Milan in November, having been developed in parallel with the 125 version. “From the beginning it was clear that the 200 Duke would be made for the Indian and other developing markets, where the 125 is not so interesting, because there isn’t the low-power legislation that we have in Europe,” says Andreas Wimmer, 37, KTM’s project leader for all street singles, up to and including the 690 model range. “So we developed both models in tandem with each other using a common platform, so that the chassis and almost all the running gear are shared by both bikes, and the engine is essentially the same, except for the cylinder head, valves, piston and crankshaft assembly, and throttle body. But, without the restrictions imposed by the EU regulations, this has allowed us to produce a bike with 73% more engine performance, but weighing exactly the same as the 125. I think this makes it 100% more fun!”

Could be – but there’s only one way to find out, and that was to take the keys of one of the pre-production prototypes, and head off on an exclusive 100km first ride on KTM’s muscled-up mini-mono through the hills and valleys surrounding its Mattighofen factory. Like the 125, this bigger-engined variant was primarily developed in India on the basis of an Austrian design, with input from KTM engineers in Mattighofen. This took place in Bajaj Auto’s own magnificent standalone 165-acre Akurdi R&D setup 20km north of its Pune HQ – a facility fully on a par in terms of size, facilities and technology with, for example, Harley-Davidson’s 217,000ft² Capitol Drive Product Development Center in Milwaukee. At Akurdi, more than 900 staff, including over 600 engineers, work under the direction of Bajaj Auto’s R&D boss Abraham ‘Joe’ Joseph in developing the range of models flowing off the company’s Chakan factory production lines, whose 1,100-strong workforce will produce a record annual 4,000,000-plus vehicles in its financial year ending March 31, 2012.

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To produce the 200 Duke’s liquid-cooled twin overhead cam four-valve single-cylinder motor, robustly engineered for durability as well as performance, the Bajaj/KTM R&D team bored and stroked the 125cc version’s 58 x 47.2 mm dimensions to 72 x 49 mm, for a capacity of 199.5cc. As with the smaller engine, KTM took lessons learnt in developing their highly-stressed 250 motocross engine as the basis for producing the Duke motor, whose four-valve cylinder head with larger paired 28.5mm inlet valves (against 27mm on the 125) and smaller 24mm exhausts (25mm on the smaller engine), still set at a 29.5° total included angle, is very similar to that of KTM’s 250EXC-F four-stroke offroader. The crankcase, six-speed transmission, radiator, airbox, and silencer are all unchanged from the 125 Duke, but the exhaust headers are a larger diameter, and the catalyst is bigger, says Wimmer, who admits his Austrian R&D team has successfully run a 250EXC-F engine installed in the 200/125 Duke’s chrome-moly trellis frame, for even more performance! Just to see, you understand….

However, the step up in output from the 125’s Euro-strangled 11kW/15bhp peak output at 9,500rpm to the new 200 Duke’s 19kW/26bhp, delivered at higher peak revs of 10,000 rpm, already produces a significant increase in power that transforms the KTM junior hotrod into a serious piece of riding kit. Nice as the 125 Duke is to carve street corners and tool around town on, it’s more of a city bike compared to the 200, which is a go-anywhere funbike with the vital added dimension of extra performance. However, it’s not so much that 73% hike in horsepower numbers than transforms the 200 motor into something that’s so much more fun, it’s the commensurate 68% lift in torque from the 125’s slightly weedy 11.8Nm at 8000 rpm, to the 200’s considerably more muscular 19.5Nm at the same revs.

OK, this isn’t exactly Harley-Davidson territory, but it does mean that with an unchanged dry weight of 122kg (134.5kg with a full 11-litre tank of fuel, with 50/50% weight distribution) acceleration is now considerably less lethargic than the 125, and may even be termed sprightly. While the six-speed gearbox has the same flawless operation as before, with a progressive-action clutch that feeds out controllably – though you must always use the clutch to change gear, however experienced you are, since clutchless upshifts are hard to perform smoothly – you don’t need to work it nearly as hard as on the smaller-engined bike, and roll-ons in the higher gears are much more responsive, and immediate, without needing to hook down a ratio and rev it hard to get any sense of zest. This’ll be a crucial feature in the Indian market, where riders resist using revs in order to save fuel, and so get used to short-shifting all the time. They’ll be happy with KTM’s provisional fuel consumption figures for the two bikes, which Andreas Wimmer reveals show an already frugal 2.9lt/100km for the 125 – and just 3.3lt/100km for the 200, in spite of the larger 38mm Dell’Orto throttle body with single top-spray injector, compared to the 125’s 33mm unit. So, 12% more fuel consumption for around 70% more power and torque, and the bikes weigh the same. Sounds a good trade-off to me.

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And it is, because the extra punch makes the 200 Duke that much more invigorating to ride, with the engine literally pulling off the 1200rpm idle speed mark without excessive use of the clutch. It’s very forgiving as well as torquey, and there’s totally linear acceleration all through the revband, with an extra little kick above 6,000rpm, when revs start to pick up a bit faster. You don’t have to plan overtaking a truck quite so strategically on this bike as you must on the 125, where you need to gather momentum and time everything carefully to deal with traffic. On the 200, the extra torque means you sometimes don’t even need to kick it down a gear as you must always do on the 125, which asks you to row it along on the gear lever to get any sense of performance. Yet on the 200, there’s an even greater sense of flywheel mass than on the 125 to prevent engine revs falling away unduly as you swap gears – the 200 Duke just morphs ever more smoothly into the next ratio, one after another. And the gear selected is shown on the quite comprehensive trademark KTM dash, an important riding aid not just for beginner riders, which every manufacturer ought to offer. You can tell the 10,000rpm limiter is an artificial one, though, by the way the engine wants to keep pulling when you hit it in top gear at an indicated 127km/h. It’s been reined back presumably for reliability - it feels like it wants to rev another 2,000 revs higher, so there must be a family resemblance to KTM’s new Moto3 250cc single-cylinder race engine for next year’s new MotoGP support class!

But this liquid-cooled KTM four-stroke single motor is built in Pune, not Mattighofen, and like its 125 brother carries a forged one-piece plain-bearing crank with ball-bearing mains, with a forged steel conrod carrying a cast three-ring piston delivering an 11.5:1 compression ratio, one point lower than the 125. The chain-driven twin overhead camshafts operate the four valves by finger followers, with a single gear-driven counterbalancer which does a good job of eliminating undue vibration – even revving the willing little engine to that 10,000 rpm revlimiter doesn’t result in any real tingles. The Bosch ECU is well mapped, made in India by a subsidiary of the German firm, and no longer limits top speed to 100kph under the EU’s 11kW legislation, as on the 125. It’s fitted with a slightly larger, heavier exhaust catalyst compared to the 125 to meet Euro 3 requirements, located very cleverly between the engine and the cantilever rear shock, in a way that KTM has patented to minimise its effect on handling by compacting the motorcycle’s mass. That’s permitted by the gearbox shafts being semi-stacked, to help deliver a very compact engine unit weighing just 28kg.

That motor is installed once again as a semi-stressed component in an identical trademark trellis frame to the 125, still with relatively conservative steering geometry. The 43mm upside-down forks developed by WP in Austria, but made in India by their suspension partners Endurance, are set in the frame at a 25º head angle via forged tripleclamps, with 118mm of trail. There’s a 150mm cushion of wheel travel at both ends, to cope with rough road conditions in key target markets, and even though non-adjustable, the full-size front suspension gives added visual substance to the entry-level package, though the rear direct-action shock that’s the product of the same partnership is adjustable for spring preload, to allow for a passenger or luggage. The good-looking black-painted, Chinese-made Jingfi wheels carry a single 300 mm ByBre steel disc up front – up from 280mm on the 125, to reflect the significant extra performance, and gripped by a radially-mounted four-piston caliper, with a single-piston rear gripping the 230mm rear brake. In case you wondered - yes, ByBre is the Indian division of a certain Italian brake manufacturer, as in By Brembo….!

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The 200 Duke’s potential customers in India, Brazil, and Southeast Asia who’ll be receiving deliveries first, and for whom street cred will be vital, can rest assured that the KTM will very definitely be the local mass-market king of the road. But when customers in developed markets – first Europe, then elsewhere – get hold of the bike, they’ll find that beneath the iconic Kiska Design styling, it’s a full-size motorcycle, with the substantial 810mm high seat incorporating space for a passenger delivering a pretty natural-seeming riding stance that’s comfortable even for a six-foot rider, with the pulled-back taper-section handlebar covered by orange-and-black KTM rubber grips falling naturally to hand. Really, this is a bike whose controls are light and easy to use, and thus confidence-inspiring - the way your knees tuck tightly into the cutouts in the sculptured fuel tank helps deliver a sense of control, and the upright riding stance gives plenty of confidence. The 17-inch tyres on the test bike were the same 110/70R17 front and 150/60R17 rear radials fitted as standard, specially-developed for the Dukes by MRC, India’s No.1 tyre manufacturer – the front is the first radial front tyre yet to be made in India. In cool Austrian early-winter conditions they gave adequate grip within the context of the style of riding the bike engenders, but I’ve ridden a 125 Duke in India that was shod with them, and they’re even stickier in warmer climes. Finally, that Italo-Indian brake package is excellent – it was quite a surprise how well the single radial front disc worked in spite of being so lonesome, and it showed reasonably good bite in hauling down my 84kg of personal weight from 125kph to rest in a panic stop. Engine braking is quite good, too.

Yet the 1350mm wheelbase and that rangy steering geometry give the 200 Duke substance combined with agility – it’s indeed not a minibike, but a full-size motorcycle now with added zest, that makes it even more worthy of the Duke name. And the distinctive, sonorous, great-sounding exhaust note that you hear when you thumb the electric-start button and the Duke’s twincam engine whirrs instantly into life, is just icing on the cake. Definitely deeper than the 125’s, it makes the cubed-up 200 Duke sound potent and rorty. As it is….

Production of the 200 Duke will commence early in January in Bajaj Auto’s Chakan factory, with deliveries to Indian customers beginning towards the end of that same month. European models (minus any sari-guard, front numberplate, or other Asian-market idiosyncracies) will be available in dealers from April onwards, priced at Euro 4,490 (compared to Euro 3,990 for the 125 Duke). And with KTM and Bajaj already hard at work on the 350 Duke, due to be launched a year from now and to enter production early in 2013, the steps up the staircase to single-cylinder streeetbike sales supremacy are continuously being carved. And once again, the Austro-Indian partners have created a kind of bike that nobody else can offer right now – complete with chameleon cool, but now with added zest.

Is the KTM 200 Duke really 100% more fun than its 125 kid brother? Make that 150% - as in, more than double the 73% added pep from the bigger motor. Like the man said, ain’t no substitute for cubes….

GENEVA Gemballa GT is yet another one-off McLaren MP4-12C

2012-03-09T00:54:00.002-08:00

If Mansory's take on the McLaren MP4-12C was a fiery sunrise, then this is the other side of dawn: theGemballa GT. Gemballa is campaigning a McLaren in this year's GT3 series, and the company's motorsport experience has been "distilled into a state-of-the art super sports car."

That means new front and rear clips, side skirts and rear wing, plus Gemballa wheels that go an inch bigger than standard – 20 inches up front and 21 in back. Inside, there's white leather trimming and a reworked steering wheel. No engine upgrades have been applied to the GT, but Gemballa says its' working on a power program.

GENEVA Brabus Bullit Coupe 800 is German for "hot rod"

2012-03-09T00:53:00.002-08:00

Here's an age-old recipe for awesome pie: Take one small chassis, add one massive engine, sprinkle with forced induction and serve smoking hot. Brabus has followed that recipe to the letter with the new Bullit Coupe 800 unveiled at the Geneva Motor Show.

The brawny C-Class features a bored-out version of the 5.5-liter V12 that typically powers the Mercedes-Benz S-Class. With 6.3 liters of displacement and two turbos shoving air down the engine's throat, the car is good for a limited 800 horsepower and 811 pound-feet of torque. If Brabus could have found a transmission capable of standing up to the ludicrous amount of power on tap, the car would be spitting out 1,047 lb-ft. With its wings clipped, the meanest C-Class of them all still manages to hit 62 mph in around 3.7 seconds.

Just when you thought matte black paint had grown stale, Brabus builds a car worthy of the hue. look below for the full press release.

Ultra-powerful, ultrafast and conspicuously inconspicuous: the BRABUS BULLIT Coupe 800, which celebrates its world debut at the 2012 Geneva Motor Show, is built in small-series production based on the two-door Mercedes C 63 AMG model. In place of the 6.3-liter fast-revving V8 that powers the production car, a twelve-cylinder engine in BRABUS 800 V12 Biturbo specification lurks beneath the matte-black exterior. 800 hp (788 bhp) / 588 kW and a peak torque of 1,420 Nm (1,047 lb-ft) propel the BULLIT Coupe 800 to superlative performance: 3.7 seconds to 100 km/h (62 mph), 23.8 seconds from 0 - 300 km/h (186 mph) and a top speed in excess of 370 km/h (230 mph) document the unique know-how of the engineers from BRABUS. BRABUS went into the wind tunnel to engineer the aerodynamic-enhancement components that are part of the equipment of this supercar, as are new 20-inch BRABUS Monoblock R wheels, a sport suspension with customer-selectable ride height and damper rates, a high-performance brake system and exclusive cockpit design. The supercar will sell for an MSRP starting at EUR 378,000. It goes without saying that this car can also be built based on the Black Series C 63 AMG Coupe.

The BRABUS BULLIT Coupe 800 seamlessly continues the tradition of high-performance supercars from Bottrop. Following in the footsteps of the BRABUS BULLIT supercars based on the Mercedes C-Class sedan, which each produced 730 hp (720 bhp) / 537 kW and reached top speeds in excess of 360 km/h (224 mph), the even more powerful BRABUS BULLIT Coupe 800 has now been developed based on the new C-Class Coupe.

Numerous modifications to the reinforced C-Class body were necessary to implant the turbocharged V12 into the engine bay. The BRABUS 800 V12 Biturbo engine is derived directly from the BRABUS E V12 one of ten. For this purpose an up-to-date Mercedes S 600 engine Motor is completely reengineered in the company engine building shop.

There is nothing to take the place of displacement except more displacement and for that reason displacement of the 12-cylinder, three-valve engine is increased from 5.5 to 6.3 liters (336 to 384 cu. in.) with the help of a special crankshaft with longer stroke, larger, forged pistons and an increase in cylinder bore across the board. Intake and outlet ports of both cylinder heads are optimized for mixture flow, and fitted with sports camshafts.

The engine peripherals were also completely reworked completely. The inlet side features a newly designed, larger header casing that gets its combustion air from carbon-fiber ram-air intake system integrated into the hood.

To achieve the desired power increase of almost 300 hp over the production engine, the exhaust side had to be newly configured as well. The BRABUS 800 Biturbo system comprises two special exhaust manifolds with integrated high-performance turbochargers, and four water-to-air intercoolers. The stainless-steel high-performance exhaust system with free-flow metal catalysts and driver-controlled butterfly valve also was created specifically for the C-Class Coupe floorpan.

State-of-the-art engine BRABUS test benches were used by the engineers for designing new mapping for engine electronics and on-board diagnostics. The result is maximum power yield while meeting strict current EURO V emission standards.

The BRABUS 800 V12 Biturbo high-capacity engine, which like all BRABUS high-performance engines is lubricated exclusively with MOTUL synthetic motor oil, produces 800 PS (788 bhp) / 588 kW at 5,500 rpm. The peak torque of 1,420 Nm (1,047 lb-ft) is limited electronically in the car to 1,100 Nm (811 lb-ft).

Power is transferred to the rear wheels via an appropriately reinforced seven-speed automatic transmission, which is shifted either automatically or manually via shift paddles on the steering wheel, and a BRABUS limited-slip rear differential with a locking rate of 40 percent. The BRABUS BULLIT Coupe 800 features all state-of-the-art driving dynamics systems such as ABS, ASR and ESP.

The matte-black stealth coupe delivers unrivaled performance: in a catapult start just 3.7 seconds pass from 0-100 km/h (62 mph), 9.8 seconds to 200 km/h (124 mph). The 300-km/h (186-mph) barrier is shattered after 23.8 seconds. Top speed is more than 370 km/h (230 mph).

To be able to attain such extreme speeds while maintaining outstanding directional stability, the aerodynamic properties of the two-door car were modified extensively in the wind tunnel. The supplemental carbon-fiber BRABUS front spoiler reduces lift on the front axle at high speeds. The carbon-fiber lightweight air routers for the air inlets in the front fascia go beyond optimizing the supply of cooling air for radiators and front brakes. These lateral air vents also allow the air streaming through the radiators to exit again as quickly as possible. Another significant contribution to the heat exchange in the engine bay is made by the BRABUS air vents integrated into the front fenders behind the wheel wells.

The BRABUS designers have developed an aerodynamically effective combination of rear wing and diffuser insert for the rear fascia in order to generate more downforce on the rear axle. This carbon-fiber component has cutouts on the right and left side for the dual ceramics-plated design tailpipes of the BRABUS stainless-steel high-performance exhaust system.

The thrilling looks of the BRABUS BULLIT Coupe 800 is rounded out by the new BRABUS Monoblock R wheels. They represent a fresh approach with their unique design that features two times five double spokes arranged on two different plains. While the posterior plain has a titanium paint finish, the anterior surfaces are polished and coated with a smoke-colored clear lacquer, which lends the wheel a highly individual character. In sizes 8.5Jx20 in front and 9.5Jx20 on the rear axle the BRABUS Monoblock R wheels make perfect use of the available space in the wheel wells. The high-performance tires in sizes 235/30 ZR 20 and 275/25 ZR 20 are supplied by technology partners Continental, Pirelli or YOKOHAMA.

The height-adjustable coilover suspension was custom developed for the BRABUS BULLIT Coupe 800 in cooperation with technology partner BILSTEIN. It features gas-pressure shocks on front and rear axle with ten selectable settings each for bound and rebound for a sporty yet comfortable ride. Sport sway bars reduce body roll during fast cornering to a minimum.

The BRABUS high-performance brake system consists of vented and grooved steel brake discs that measure 380 x 37 millimeters (15.0 x 1.45 in.) and 12-piston aluminum fixed calipers in the front. In combination with vented and grooved steel discs measuring 360 x 28 millimeters (14.2 x 1.1 in.) and six-piston fixed aluminum calipers on the rear axle it easily masters even highest brake loads.

The cockpit of the supercar has a distinctly sporty design. The interior was clad by the BRABUS master craftsmen in the upholstery shop in a combination of black leather and Alcantara to match the outer skin. Red contrasting seams add discrete sporty highlights. This look is rounded out by genuine carbon-fiber components on the dashboard, center console and door trim. Further sporty features are the ergonomically shaped BRABUS sport steering wheel as well as aluminum pedals and shifter.

Mansory McLaren MP4-12C is any which way but subtle

2012-03-09T00:51:00.001-08:00

We'll admit when we saw drawings of the McLaren MP4-12C as tuned by Mansory we thought it just anotherMansory moment. Perhaps it was the dull grapefruit color, muddy black contrasting bits and burnt yellow wheels. However, seeing it in person at the Geneva Motor Show, we'll admit it has our attention. Yes, it's overdone. But that crimson starfire metallic paint, properly glossy carbon fiber and muted gold ten-spokers are something we'd rock for at least one night.

Mansory's take on Woking's baby is wider and more powerful, goes faster, stops quicker and gets better gas mileage. And it looks like a solar flare. On wheels. And that's all right with us. See what you think of it in the gallery of high-res photos or take a peek at the official press release below

WORLD PREMIERE Spectacular super-sports car – MANSORY customises the McLaren MP4-12C to create a work of art

Deeply rooted in the MANSORY philosophy is the motto of always supplying prized automobile possessions. With the customised McLaren MP4-12C, the luxury manufacturer from the Bavarian town of Brand has once again succeeded in delivering another such highlight, just in time for the Geneva Motor Show 2012.

In particular the body package makes it clear that MANSORY wanted to differentiate itself significantly from the series vehicle. Besides design elements such as the ultralight bonnet with exposed carbon-fibre sections or the proprietary daytime driving lights, a number of targeted measures deliver a boost in aerodynamics.

Be it the roof, the front or rear apron, the mirror housing, or the wings, which widen the vehicle by 60 millimetres, all components are made of carbon fibre and hardened in the autoclave under high pressure and temperature. This high-tech process brings some impressive benefits: Both the acceleration values and the braking distance and fuel consumption are improved by the reduction of the vehicle's weight. Furthermore, the newly designed side sill set steadies the airflow between the two axles. A wing profile, in combination with the diffuser, delivers greater contact pressure on the rear axle.

The improved agility and handling that this delivers provides scope for increased performance. Here, too, MANSORY applies its considerable expertise. MANSORY offers the centrepiece of its customisation programme with a powerful performance enhancement. The upgrade includes a high-performance exhaust system, a new engine-management system and a sports air filter with increased air throughflow. The combination of these components results in a power of ca. 670 PS / 493 kW at 7,100 rpm (series: 608 PS / 447 kW at 7,000 rpm). At the same time, the maximum torque climbs to an imposing 675 Nm, which is available in the range 3,000 to 6,500 rpm (series: 600 Nm at 3,000 – 6,500). After modification, the top speed is 353 km/h.

In line with the McLaren's dynamic new presence, MANSORY fits the two-seater with striking light-metal wheels. Manufactured using forging technology, these wheels are ultralight and especially robust. On the front axle, the selected wheel-tyre combination is 9.0Jx20-inch with tyres of the size 245/30ZR20. At the rear, 11Jx21-inch rims are paired with 305/25ZR21 tyres.

The finest materials are used in the interior, giving occupants a feeling of the utmost comfort. The leather of the MANSORY's interior is treated by master craftsmen and is both especially hardwearing and extraordinarily soft. Only flawless natural hides are fitted in the interiors and stitched with contrasting thread by the in-house saddlery. The newly designed airbag sports steering wheel, the aluminium pedals and the real carbon-fibre elements complete the exquisite overall feel in the McLaren MP4-12C. MANSORY achieves the perfect symbiosis of sports functionality and luxurious ambience.

MANSORY Design & Holding GmbH offers only its in-house developed tuning accessories. The company does not offer its own make as "complete" vehicle, neither does the company deal with such type of vehicles.

GENEVA 2012 Aston Martin V8 Vantage emerges with a slew of improvements

2012-03-08T23:50:00.000-08:00

It is hard to believe, but the gorgeous Aston Martin V8 Vantage is pushing seven years on the market. In that time, the British automaker has worked hard to keep its sporty coupe relevant and current. Along those lines, and in a move expected to be embraced by enthusiasts worldwide, the 2012 model is on the receiving end of yet another comprehensive update (its last was in 2008).

While the naturally-aspirated 4.8-liter V8 (pumping out 420 horsepower) and six-speed manual gearbox remain unchanged, the optional automatic transmission has been upgraded from last year's six-speed Sportshift to a seven-speed Sportshift II sequential transmission. While it still remains a single-clutch unit (while the rest of the industry is migrating towards dual-clutch), it will deliver smoother and quicker performance when compared to its predecessor.

Other tweaks include a quickened steering rack and beefier brakes (now configured with Hill Start Assist). Lastly, the front fascia has been resculpted to improve and optimize airflow to the brakes and radiator – and to make it easier to differentiate from its siblings. Check out the press release below

THE NEW ASTON MARTIN VANTAGE RANGE FOR 2012

Please note this content is applicable to UK & European markets only.

- Improvements to V8 Vantage further enhance dynamics, style and value
- Seven-speed Sportshift™ II transmission replaces six-speed Sportshift™ unit
- Chassis and braking upgrades deliver greater feel, response and control
- Motorsport-derived aerodynamic package sharpens V8 Vantage's award-winning looks
- V12 Zagato enters production to become flagship of Vantage range
- Vantage range RRP* starts from £84,995 / €108,500 (Germany)

The Aston Martin Vantage range continues to evolve with a comprehensive array of improvements to the V8 Vantage aimed at enhancing the dynamic feel, style and competitive pricing of the marque's entry-level sports car. There are also changes at the top-end of the Vantage range with the new and ultra-exclusive V12 Zagato assuming the role of flagship when it enters production later this year.

In the most comprehensive programme of enhancements since 2008, the revised 4.7-litre 420bhp (426PS/313kW) entry-level V8 Vantage features a raft of improvements first seen in the critically acclaimed Vantage S. The standard six-speed manual transmission remains, but the optional six-speed Sportshift™ automated manual transmission has now been replaced with the seven-speed Sportshift™ II. With an additional gear, closer ratios, lower final drive and a quicker, refined shift quality, this new gearbox – designed and manufactured specifically for Aston Martin – provides faster and more precise shifts, optimises acceleration and delivers a sporting driving experience.

Further dynamic enhancements centre on the V8 Vantage's chassis, which features developments from the Vantage S. Quicker steering, bigger brakes and wider tyres have all been fitted to further enhance the V8 Vantage's class-leading poise and make it even more responsive and exciting to drive. A new steering column installation, re-valved power-steering pump and a quicker ratio of 15:1 compared to 17:1 on the previous model ensure the new V8 Vantage steers with even greater precision, handles with more agility and provides more feedback for a completely engaging drive.

Stopping power and pedal feel have been significantly increased thanks to new 380mm two-piece ventilated cast-iron front discs and six piston callipers. This new braking system also includes Hill Start Assist (HSA) for more precise control on steep inclines. The V8 Vantage also comes with tyres that are 10mm wider than the outgoing model. Not only does this increased contact area improve the V8 Vantage's already prodigious levels of road-holding, but it allows the more responsive steering and stronger brakes to be fully exploited.

To reflect its enhanced performance the V8 Vantage has received a number of styling changes inspired by the Vantage S and N400 limited edition. At the front a lower bumper – complete with aerodynamic splitter – houses a larger air intake that feeds the engine and front brakes. At the rear a diffuser creates added drama and function, while sculpted race-derived side sills complete the V8 Vantage's more muscular look.

These technical and styling changes have been applied to both the V8 Vantage Coupe and Roadster models, with prices starting from RRP £84,995 / €108,500 (Germany).

The RRP £99,995 / €128,500 (Germany) Vantage S remains the most generously equipped, highest performing and most driver-focussed V8-engined model in the range. Developing 430bhp (436PS/321kW) at 7300rpm and 490Nm (361lb ft) of torque at 5000rpm the Vantage S's more potent state of engine tune perfectly complements the Sportshift™ II close-ratio seven speed automated manual transmission, which is fitted as standard. A sports exhaust system unique to the 'S' further emphasises its sporting credentials, delivering a rousing soundtrack, totally in keeping with the intensity of the driving experience.

Carbon fibre detailing of the Vantage S's motorsport-derived aerodynamic package makes a discreet and highly appealing visual distinction from the V8 Vantage, while inside the 'S' variant features a sumptuously trimmed interior that demonstrates Aston Martin's unique ability to combine the craftsmanship of traditional hand-stitched leather upholstery with striking modern design. The company's fully integrated satellite navigation system developed in conjunction with Garmin is now fitted as standard along with Bluetooth and cruise control.

Production of the sensational V12 Vantage continues unchanged; this acclaimed model delivering its unrivalled blend of extreme performance, exclusivity and practicality in one unique package. Powered by a 6.0-litre V12 engine producing 510 bhp (380 kW / 517 PS), and 570 Nm (420 lb ft) of torque, this remarkable evolution of the Vantage has a top speed of 190 mph (305 km/h) and 0-62 mph (0-100 kp/h) time of 4.2 seconds while its uniquely thrilling character distinguishes it from the rest of the range.

Later this year the Vantage range will be joined by the exotic V12 Zagato, created in 2011 to celebrate the 50th anniversary of the iconic DB4GT Zagato. A prototype V12 Zagato caused a sensation by winning the prestigious Villa D'Este concours and competing in the Nürburgring 24-hour race. Now, less than 12-months after its dramatic debut, the V12 Zagato – employing a unique blend of bespoke Italian design, hand-built craftsmanship and advanced technology - is poised to enter strictly limited production, with first deliveries to commence later this year.

Racing is in Aston Martin's DNA and the Vantage is at the forefront of Aston Martin's motorsport activity. The Vantage first went racing in 2006, when Aston Martin's CEO Dr Ulrich Bez and members of the company's engineering department took a near-standard V8 Vantage to the gruelling Nürburgring 24 hour race. Since then GT4 versions of the V8 Vantage have become a force to be reckoned with, spawning one-make race series and winning their class in Dubai, Nürburgring, Silverstone and Spa 24-hour races. For 2012 Aston Martin Racing is stepping up a gear with the new V12 Vantage focused race car. Currently undergoing an extensive test programme this spectacular new racing car will be in action throughout the 2012 season.

Combining iconic styling, thrilling performance, true craftsmanship and exclusivity the revitalised Vantage range boasts unprecedented breadth and appeal. The revised V8 Vantage together with the rest of the range is available to order now from Aston Martin's global dealer network.

GENEVA BMW M Performance Parts continue to expand the brand

2012-03-08T23:48:00.000-08:00

The relentless expansion of M-engineered and branded wares doesn't just stop at the M diesel quadrupletsand the M135i. Here in Geneva, BMW announced the latest line of M performance parts that spans the spectrum from appearance bits to powertrain upgrades.

M Performance exhausts will be available for the new 1 Series (in Europe), along with the 3 Series and 5 Series. Carbon fiber front splitters join black kidney grilles in the catalog, as does a new version of the M Performance steering wheel. BMW also claims to have some suspension components are in the works, and all this kit will be on sale and ready for installation at BMW dealers in the United States this summer.

GENEVA Wiesmann MF3 Final Edition is a technicolor dream car

2012-03-08T23:47:00.001-08:00

German automaker Wiesmann teamed up with fashion house Sieger to give its MF3 roadster a fitting send-off after 18 long years on the market. The duo came up with 18 unique designs – one for each year the car was on sale – and one of those cars is currently on display at the Geneva Motor Show.

Besides being the perfect ride for a University of Michigan alum, this machine, like all MF3 models, is powered by an inline six-cylinder engine. In this guise, that mill sends a total of 343 horsepower to the rear wheels.

We're not certain how many of the 18 special edition machines are still available, but we imagine that if yellow and blue just aren't your cup of tea, you've got other options. Like maybe one that's scarlet and gray?

GENEVA 2012 Jaguar XKR Artisan Edition proves there's nothing wrong with a sexy black dress

2012-03-08T23:46:00.001-08:00

It's been said before, but Jaguar doesn't seem to know how to make a bad-looking car these days. Take the current XK, for example. It's been around since 2006 and has largely gone unchanged aside from a slight nip/tuck for the 2012 model year, but it's arguably one of the most beautiful coupes in the luxury GT segment.

To further enhance the XK's good looks, Jaguar has launched the new Artisan Edition that makes its debut at the Geneva Motor Show. Available in both naturally aspirated and XKR trims (in both coupe and convertible body styles, no less), the Artisan package incorporates some special paint colors including the Celestial Black you see here, as well as unique 20-inch wheels. Inside, there are new performance seats with "scraffito" leather, not to mention a host of interior upgrades like a 525-watt Bowers & Wilkins stereo, stainless steel pedals and new veneer trim pieces.

It's sexy and sophisticated, and sadly, it's only available in the UK (for now, at least).

At a glance:
- New XK Artisan SE model is available to order now in both coupe and convertible form
- The Special Edition models introduce enhancements to the XK's already luxurious hand-crafted cabin in addition to discreet exterior changes
- New 'Artisan' interiors utilise sumptuous scraffito grain leather on the seats, instrument binnacle, door and rear quarter casings, and Poltrona Frau® leather headlinings
- Customers can choose from two Jaguar Design-specified interior colours, each available with a choice of new veneer finishes – Shadow Walnut and Dark Figured Aluminium
- 16x16 way heated Performance front seats, a 525W Bowers & Wilkins sound system, unique treadplates and stainless steel pedals are all standard
- Exterior paint palette includes Celestial Black – exclusive to the XK range in Special Edition form – and a new 20-inch wheel design
- UK pricing: Coupé – £77,350 (OTR), Convertible – £82,500 (OTR)

Every Jaguar XK represents a compelling combination of advanced engineering and cosseting luxury, yet the latest additions to the evolving range – the XK Artisan SE models – further enhance that luxury quality through the introduction of hand-crafted 'Artisan' interiors.

Available in both coupe and convertible form, the Special Edition model's Artisan interior introduces the use of tactile 'scraffito' finished leather to the front seats, instrument binnacle, door and rear quarter casings. In combination with Poltrona Frau® leather headlinings, two new veneer finishes – Shadow Walnut and Dark Figured Aluminium – and standard features including a 525W Bowers & Wilkins sound system, 16 by 16 way adjustable heated Performance seats, a heated steering wheel and keyless entry/start, each Special Edition model promises a heightened level of opulence and comfort.

To complement the sumptuous use of materials, Jaguar's design team, led by Director of Design Ian Callum, specified two exclusive Artisan interior colourways for the Special Edition models; Navy with Jet headlining and Truffle with Canvas headlining. Convertible hood colours have also been carefully selected and include Black, Blue, Grey and Brown. Special Edition treadplates and stainless steel pedals are additional discreet enhancements.

An exterior paint palette of three colours includes the exclusive Special Edition colour of Celestial Black, Polaris White and Rhodium Silver being the alternative options. A new 20-inch alloy wheel design completes the exterior changes; Orona style with a polished finish.

XK: an advanced choice

Whether in coupe or convertible form, each Special Edition model benefits from the advanced engineering techniques inherent to the entire Jaguar XK range. Jaguar is industry-leading in its use of aluminium technology, and both coupe and convertible models utilise riveted and bonded aluminium monocoque construction that means light weight, exceptional rigidity and strength. In combination with continuously variable adaptive damping – standard on all models – and a 5.0-litre direct-injection V8 petrol engine in 385PS naturally-aspirated form, the result is a beautifully damped yet controlled ride, precise handling, and effortless performance when required.

GENEVA Pagani Huayra Carbon Edition is all things right in the world

2012-03-08T23:43:00.002-08:00

When American automakers release Carbon editions of their sports cars, buyers are treated to a few carbon fiber veneers, some fancy wheels and a few badges. When Pagani builds a Huayra Carbon Edition, the Italian manufacturer simply constructs every last piece of body work out of the composite and slathers everything in clear coat.

Pagani unveiled its latest sculpture at the Geneva Motor Show this week, and the vehicle is very possibly the definition of sinister sexy. Buyers can look forward to enjoying the same lethal drivetrain found in the "base" Huayra, which means there's a 700-horsepower AMG-sourced 6.0-liter V12 behind the seats.

While the standard Huayra boasts a carbon-titanium monocoque, the wild carbon fiber body work on the Carbon Edition is something new entirely. We dig it in every way possible.

GENEVA Aston Martin V12 Zagato is the Red Baron of coupes

2012-03-08T23:41:00.002-08:00

Aston Martin showed off a few photos of the production version of the V12 Zagato last month, and then a video recently. If you're one of the no-more-than 150 customers who manages to take one home, then here are detailed views of what you can expect. The rear end is particularly striking, even with a wing that's the least stylized object on the entire car.

The £330,000 aluminum and carbon fiber coupe hides 510 horsepower and production tricks borrowed from the One-77. Deliveries will begin toward the end of this year, but you can explore its glory now in the gallery of high-res photos from the Geneva Motor Show floor.

With the final design signed-off and engineering development work progressing apace, Aston Martin today reveals the first images of the new V12 Zagato (road car) scheduled for production later this year.

The V12 Zagato is the pinnacle of the Vantage range. It is also the latest expression of a successful creative collaboration that has given rise to a series of striking GT cars over the last half-century, the original and most iconic of which being the DB4GT Zagato. Not only does this masterpiece rank amongst the most desirable, collectable and valuable cars in history, its 50th anniversary provided the inspiration for the V12 Zagato.

Though commemorating a great Aston Martin of the past the V12 Zagato could be no mere pastiche of the original. Instead the project was seen as the perfect opportunity to take Aston Martin's ethos of technology and tradition to a new and exciting level. To this end the V12 Zagato combines the modern ideas, materials, processes and technology pioneered on One-77, while remaining true to the purity and craftsmanship of its illustrious forebear.

For Aston Martin's CEO, Dr Ulrich Bez, the V12 Zagato is "a celebration of both Aston Martin's heritage and its future". He continues: "Our relationship with Zagato stretches back more than 50 years. Together in that time we have created a series of very special cars. The first – the DB4GT Zagato – is a true icon: fast, beautiful and incredibly desirable. In the V12 Zagato I believe we have captured the spirit of that car and combined it with a confident twist of modernity to give it a character all of its own."

Initial design concepts for the V12 Zagato were explored in early 2010. Inspired by Zagato's bold and individual styling signatures Aston Martin's Director of Design, Marek Reichman, and his Gaydon-based design team relished the challenge of shaping the V12 Zagato, creating a car that pushes the boundaries of Aston Martin's design language, yet pays tribute to the DB4GT Zagato. Demonstrating ston Martin's ability to rapidly bring ideas to fruition the Zagato project quickly gained momentum, the design team working hand-in-hand with engineers and artisans to complete the build of a pair of concept cars in the spring of 2011.

May 2011 saw the V12 Zagato make its world debut at the prestigious Villa d'Este concours. Entered in the Concept Cars and Prototypes class, the V12 Zagato wowed the judges and the crowd, taking first place against impressive opposition. In June the Villa d'Este winner - along with the second prototype car – made the V12 Zagato's world racing debut at the grueling 24 hour endurance race held at the Nürburgring. Both cars completed the ultimate durability test, continuing Aston Martin's 100 per cent finishing record in this notoriously tough race.

After an overwhelmingly positive response from customers, the decision was made in July 2011 to build a strictly limited run of V12 Zagatos. Since then, Aston Martin's design team has worked to refine the sports car's detailing and aerodynamic performance while staying faithful to the original design concept. At the same time engineers based at Gaydon have been putting prototypes through the company's rigorous development program to ensure the V12 Zagato performs as well as it looks.

Every Aston Martin is a unique combination of advanced materials, technology and time-honored craftsmanship. The V12 Zagato takes this philosophy to a level previously seen in the company's exquisite One-77 supercar, which completes its build run this year. Built at Aston Martin's global headquarters in Gaydon, Warwickshire, production of the V12 Zagato will be strictly limited to no more than 150 cars.

Creating each V12 Zagato is a painstaking process that takes approximately 2,000 man-hours to complete. Just like the One-77, the V12 Zagato is constructed from a combination of hand crafted aluminum and carbon fiber. The bonnet, signature 'double-bubble' roof and doors are hand-crafted aluminum, while the front and rear fenders, door sills and boot lid surround are made from carbon fiber.

The finished body is then painted in the same dedicated area as the One-77. Four unique colors have been created for the V12 Zagato: Scintilla Silver, Alloro Green, Alba Blue and Diavolo Red. The painting process alone takes some 100 hours to complete and is followed by the marriage of the body and the drive train within the sports car production area. From there the V12 Zagato is transferred to the standalone facility originally built to house One-77 production, where the build is completed.

This serene, laboratory-like space is perfectly suited to the task of creating special cars such as the V12 Zagato. It is here that time is lavished upon the fitment and installation of an array of bespoke components, including the side glass and the distinctive rear window, which features a curved surface that continues the sculptural lines of the 'double-bubble' roof. All the exterior brightwork around the windows has a contemporary black finish to compliment the exposed carbon fiber components. Fitment of the hand-crafted interior and upholstery is also completed in this dedicated build area.

Like all Aston Martins when viewed as a whole the V12 Zagato is an artful composition of powerful lines and compelling proportions, but when viewed up close it reveals sophisticated, sculptural surfaces and jewel-like details. The exposed elements of carbon fiber on the front splitter, A-pillars, rear lamp pods, diffuser, door mirror cases and rear wing all display the same perfectly symmetrical weave and smooth resin finish. Likewise the bold new grille is formed in a unique threedimensional composite material mesh that echoes Zagato's famous 'Z' moniker.

More delights are found inside. Seven Bridge of Weir hides – in semi-aniline finish to offer durability while preserving the natural texture of the leather - are used to trim the V12 Zagato's interior. Hand-stitched quilting of a unique design creates a flowing pattern that evokes a dynamic sense of movement across the seats and headlining, while 'Z' embroidery in the headrests and rear parcel shelf add a further flourish. Satin-finish carbon fiber on the dashboard and centre stack is perfectly complimented by piano black accents and satin black rotary switchgear. Carbon fiber sill plaques with 'V12 Zagato' inlaid metal script provide a distinctive finishing touch.

A work of art built by skilled craftsmen to be driven and enjoyed by the world's most discerning car collectors, the V12 Zagato is a fitting tribute to its illustrious ancestor. On-sale now priced at (UK Pound) £330,000 (plus local taxes) the production specification V12 Zagato will be showcased at the Geneva Salon International in March 2012. First deliveries are scheduled for autumn 2012.

GENEVA 2013 Porsche Boxster is ready to be your summer fling

2012-03-08T23:38:00.001-08:00

Lighter. Faster. Efficient-er. These three adjectives are things you definitely want to hear when talking about a new sports car, and the 2013 Porsche Boxster embodies all three.

A new all-aluminum body reduces weight by 55 pounds across the model range, meaning the new base Boxster tips the scales at a scant 2,889 pounds, while the more powerful S weighs in at 3,043 pounds. The standard car is powered by a direct-injected 2.7-liter flat-six with 265 horsepower, while the Boxster S uses a DI 3.4-liter flat-six with 315 horsepower – gains of 10 and five horses versus the 2012 models, respectively. A six-speed manual comes as standard kit (sorry, no seven-speed stick here), but buyers can opt for Porsche's fancy PDK dual-clutch gearbox (that does have seven speeds, by the way).

Performance? The base Boxster with dual-clutch PDK gearbox is estimated to hit 60 miles per hour in just 5.4 seconds and the Boxster S will do that same jaunt in just 4.7. Of course, that's before you opt for the Sport and Sport Chrono packs that will surely knock a few tenths off of those numbers.

The 2013 Boxster officially hits North American showrooms this summer, priced from $49,500 ($60,900 for the S). We'll be getting our first stint behind the wheel shortly after the Geneva show wraps up, so stay tuned for a full report.
Never before in the history of the Porsche Boxster has a change of generation been so comprehensive. The open-top two-seat car receives an entirely new lightweight body and a completely revamped chassis. The new Boxster weighs less than the previous generation and rides on a longer wheelbase and a wider track. These new dimensions are coupled with larger wheels and a new electromechanical power steering system to significantly enhance the mid-engine sports car's driving dynamics. The new Boxster boasts superior performance and is also up to 15 percent more fuel-efficient than previous models on the European cycle.

The new Boxster benefits not only from an increased wheelbase but also shorter overhangs, while the windscreen has been shifted forward. The passengers are enclosed by the completely redesigned, fully electric top, which now dispenses with a convertible top compartment lid. The interior concept offers the occupants more space and reflects the new Porsche outline with a raked center console, which, originating with the Carrera GT ensures improved ergonomics in all models.

The new sports car generation makes its debut in the classic Porsche pairing of Boxster and Boxster S. Both models are powered by flat-six engines with direct fuel injection, the efficiency of which is further enhanced by electrical system recuperation, thermal management and start/stop function. The base model's new power unit delivers 265 hp from a 2.7 liter displacement – ten hp more than its larger displacement predecessor.

Technically, it is now based on the 3.4-liter engine of the Boxster S. This now delivers 315 hp, which is five hp more than before. Both models feature a manual six-speed gearbox as standard with the seven-speed Porsche Doppelkupplungsgetriebe (PDK) available as an option. Both sports cars achieve their best fuel consumption and acceleration performance with the PDK. With gear changes without interruption to the power flow, the Boxster sprints from zero to 60 mph in 5.4 seconds, the Boxster S in 4.7 seconds.

To enhance driving dynamics yet further, Porsche offers the Sport Chrono Package as an optional extra for the Boxster, featuring dynamic transmission mounts for the first time. Also new in the Boxster is Porsche Torque Vectoring (PTV) with a mechanical rear axle differential lock.

The new Boxster models are expected in U.S. showrooms in early summer 2012. The basic list price iwill be $49,500 for the Boxster and $60,900 for the Boxster S, not including a $950 destination charge.

GENEVA 2012 Aston Martin Virage by Q is distinctive, exclusive and unquestionably superfluous

2012-03-08T23:34:00.000-08:00

In the stratospheric zone of the automotive atmosphere, being unique is every bit as important as going blindingly fast or bathing oneself in luxury. To address the need, Aston Martin has introduced Q, a service that goes far beyond standard paint palettes, leather finishes and wood trims. In the automaker's own words, Q is defined as "a team that brings Aston Martin's designers together with the company's engineers and highly experienced craftspeople, allowing customers to enhance and personalize their Aston Martin with meticulous attention to detail."

The automaker recently sent Q a Virage for the full treatment (a blank check was apparently stuffed in the glove box). What emerged is emphatically unique, but it is also fascinating and rather odd at the same time. Nevertheless, we found it on display at the Geneva Motor Show.

The show car is a Virage Volante sporting a Mariana Blue satin paint finish. The interior is configured with blue carbon-fiber, saddle leather floor mats, and yellow detailing. Other components include lightweight forged diamond-turned wheels, a track-day HD video camera mounted on the header (looking much sleeker than any GoPro) and a completely silly rear luggage rack.

Q by Aston Martin is a service that goes beyond the standard palette of paint, leather and trim finishes, taking the company into a new era in personalisation. A team that brings Aston Martin's designers together with the company's engineers and highly experienced craftspeople, allowing customers to enhance and personalise their Aston Martin with meticulous attention to detail.

The service can be extended to interior and exterior styling, offering almost endless opportunity for expression. Thanks to Aston Martin's unique VH (Vertical Horizontal) Architecture, the philosophy that forms the backbone of its sports cars, the company has evolved a fast, flexible and modular approach to engineering. With Q by Aston Martin, the ability to commission the design and manufacture of your unique car is now within reach.

Q by Aston Martin can help to design and procure luxury items beyond the customers' car. This could extend to colour matching a Brompton bicycle to their Aston Martin, supporting the customer's architect to design their house, or creating colour themes and materials for the interior specification of a yacht.

The Virage and Cygnet models presented at Geneva have been enhanced and personalised to include unique colour and trim finishes, each car is a one-off showcase for the possibilities offered by Q by Aston Martin. The Virage with a bespoke Mariana Blue satin paint finish with an interior that includes blue carbon fibre, saddle leather floor mats, and striking yellow detailing, together with exclusive concept components, including a header mounted track-day HD video camera, luggage rack and striking forged, diamond turned wheel, all of which have been developed by the team, illustrating the scope of the service and the lengths to which customers can go with their individual requests.

The Cherry Tree Cygnet translates this bespoke service to Aston Martin's acclaimed Tailor-Fit city car. Finished in Cherry Tree raspberry paint with a kestrel tan interior, the Cygnet includes specially developed photographic leather headlining, as well as a tailor-made colour-matched three piece luggage set, unique brogue leather detailing on the seats and a colour-matched Brompton bicycle for extra urban manoeuvrability.

In 2012, Aston Martin offers customers a remarkable fifteen models, including Rapide, the DBS Coupe and DBS Volante, Virage Coupe and Volante, DB9 Coupe and DB9 Volante, the V8 Vantage Coupe and Vantage Roadster, the Vantage S Coupe and Roadster and the V12 Vantage. In addition, there is the Cygnet city car and One-77 supercar, and the line-up will be joined by the V12 Zagato in mid-2012.

Personalisation, customisation and special options ensure customers have a practically unlimited choice. Aston Martin is a company with strong values, class leading product and a highly skilled workforce. A pioneer in design, technology and manufacturing, Aston Martin continues to be a global leader and a beacon of British design and manufacturing. Innovation, in all its forms, is central to Aston Martin's ethos.

Magna MILA Coupic Concept is a shape-shifting convertible crossover pickup

2012-03-08T23:23:00.002-08:00

MILA Coupic combines three different vehicle concepts in one--the sporty elegance of a SUV coupé, the full functionality of a robust pick-up, and the secure open-air feeling of a convertible. With its unique adaptability, the MILA Coupic opens up a completely new independent niche in the sports segment.

This novel vehicle concept provides room for up to five persons. In its closed state, the vehicle features the full dynamism of an SUV. The innovative soft top provides for an unusual visual effect of the coupé silhouette. Large glass panels in the soft folding roof not only invest the vehicle with a perfectly shaped appearance on the outside, but also allow passengers to keep everything in view in an incomparable ambience. The front and rear roof sections of the MILA Coupic can be opened independently of each other due to two separate roof modules. In this way the passengers can enjoy a classic open-air experience.

The rear end of the MILA Coupic offers maximum functionality. By opening the rear folding roof in the direction of the driver's side and the use of an innovative seat module kinematics, the sporty coupé can be transformed into a functional pick-up at the touch of a button. The rear seat module is folded upwards to reveal a generous loading area providing ample room for transporting loads, such as sports equipment or bicycles.

The folded-up seat module effectively seals off and separates the driver's cabin. This protects the passenger space against draughts, rain and dirt, and creates a high degree of comfort and safety for the occupants.

Unique Roof System

The uniqueness of the MILA Coupic is the innovative roof system composed of two independent folding roof modules that operate electronically. Both soft folding roofs are fitted with a variety of transparent glass elements embedded in the textile material. Wider and narrower glass panes alternate to produce an attractive appearance in both closed and open states. Their arrangement also supports the folding of the textile roof in an effective way.

The front roof system above the front seats can be opened from the front to the rear, and offering the driver and front-seat passenger an open-air experience. The rear roof system above the rear seats and the loading area allows for two opening directions and provides optimum variability to the loading area.

Design Cues

MILA Coupic is an impressive combination of textile, glass, roof modules and seating technology. The design draws on the details used in developing modern sports shoes and combines it with the functionality and material elements of the textile field.

The construction is carried out in different layers. The lowest level is the most robust - in tune with the operational demands made on it - it provides stability. The middle layer stands for safety and comfort, whereas the top level invests the vehicle with the typical sportiness and elegance of a coupé. Dynamism and aggressiveness predominate in the front part of the vehicle and, at the same time, the basic volume of the MILA Coupic in the rear area (pick-up area) is presented with a deliberate accent on strength. The roofline is very drawn out and has an ideal alignment in the style typical of a coupé to accommodate the folding mechanism.

Generously dimensioned wheels support the off-road character. The color scheme is a fresh, sporty metallic green - "clash green" - combined with satin-finished, mother-of-pearl white - "crystal white" - and aluminum highlights enhance the unconventional look.

About Magna Steyr

More than 100 years of experience in automobile construction and its comprehensive range of services have turned Magna Steyr, a subsidiary of Magna International, into the world's leading, brand-independent engineering and manufacturing partner for automobile makers. Our extensive range of services consists of the four areas of Engineering, Vehicle Contract Engineering, Roof Systems and Tank Systems. As a contract manufacturer, we have produced some 2.5 million vehicles in 21 models.

Magna Steyr maintains its expertise in 37 locations and employs over 10,500 staff in North America, Europe and Asia.

About Magna

Magna International is the most diversified automotive supplier in the world. We design, develop and manufacture automotive systems, assemblies, modules and components, and engineer and assemble complete vehicles, primarily for sale to original equipment manufacturers of cars and light trucks. Our capabilities include the design, engineering, testing and manufacture of automotive interior systems; seating systems; closure systems; body and chassis systems; vision systems; electronic systems; exterior systems; powertrain systems; roof systems; hybrid and electric vehicles/systems; as well as complete vehicle engineering and assembly.

Magna has over 107,000 employees in 286 manufacturing operations and 88 product development, engineering and sales centres in 25 countries.

Valmet Dawn gets its Tron on in Geneva

2012-03-08T23:19:00.001-08:00

There are a lot of ways to describe the Valmet Dawn you see pictured above, but our favorite could be mouthed by Keanu Reeves: Whoa. And then we would expand it to WTF? As in, "Whoa the F?"

That's because Valmet Automotive – the makers of the Fisker Karma, among other vehicles – has wrapped its electric vehicle engineering chops in what is perhaps the most impractical and odd-looking concept vehicle we've ever seen. The Dawn concept is meant to show that Valmet can both research and develop EV components like drivetrains and batteries and put them together into a vehicle, a two-prong approach that Valmet says is a new strategic focus area for the company. With that in mind, perhaps it not a total surprise that Valmet hasn't released any sort of information about the range, power or really any real-world details about the Dawn. Like, for example, what's that blue disc in front? An inductive charger? A 21st Century cow catcher? An Identity Disc?

Valmet says this test bed vehicle "integrates both the component developer and integrator roles. Displaying the battery pack, drivetrain, control unit and charging options, it also shows what ultimately can be achieved in the world of electric mobility, by integrating solutions in an innovative fashion." Innovative. Yeah, that's the word.

Ducati Monster 795: First Ride

2012-03-07T05:47:00.000-08:00

There is a genial monster coming to Indian roads - red, hot, cheerful, easily controllable and a hoot to ride all around. Adil Jal Darukhanawala gets in the saddle of the made-for-Asia-to-a-price Ducati 795 monster and says that it is irresistible!

Now many among today’s bikers and/or motorcycle enthusiasts know that one of the greatest success stories for sports bike maker Ducati was a reviled and derided design so far removed from the core central to the brand that not many wanted to do anything with it? Well, that was how everyone looked at a creation which Ducati’s very talented bike designer Miguel Angel Galluzzi was working on in 1991. Having set to work using the firm’s 900SS sports bike as the basis for something that only existed in his head, the tangled heap of metal, plastic and rubber, cut and welded chassis and weird peg and handlebar positions meant that everyone knew this would always remain WIP if not RIP! Galluzzi was someone who I had met personally at an IFMA event in Cologne (yes, years before it moved to Munich) and he had come across as a young man who had very definite ideas about what the brand could have around its core sporty offerings. Think then of the Monster in much the same avant-garde manner in the Ducati line-up then as perhaps the Cayenne in Porsche’s portfolio – both causing much consternation for the pundits and purists but then both models seemed to run away to the bank and their respective makers are yet laughing their way in spite of everything said about their designs and how could they commit such a sacrilege?

It is yet about running and laughing to the bank that is at the heart of a welcome new move by Ducati to think about markets it has never been in and this includes not just volume but also affordability. Yes, Ducati has been in India and China and also Japan where it has something of an absolute and obsessive cult following. However one can understand Japan and this line of addiction. One can also understand China thanks to the absolute nature of the boom and boom in disposable incomes there. In India, Ducati via its distributor Shreyans has sold about 300 units over the last three plus years it has been in the market and on the face of it this might seem par for the course, when one compares the fact that Harley-Davidson has pushed over 1200 units in under 15 months and even the likes of Hysoung has managed to nudge close to the 1000-unit mark, but it was apparent that Ducati needed to think laterally. Not just for India but also for other India-like markets where pricing was key without damaging the basic core values and strengths of the brand.

Say hello then to an all-new creation cobbled together by the explicit means of rummaging through the parts bin at Borgo Panigale. Throw in some of the most experienced product planners within the firm to unravel legislation in the developing world and put together a product that was easy to do, didn’t cost the earth and more importantly played true to the firm’s sporty performance oriented creed. The bike which then emerged from this nifty piece of dancing to a well orchestrated tune is the Monster 795, a bike which is pure Ducati, pukka Monster and delectable to own and ride. First the bare bones of the machine, which you see, draped all over this feature. Finished in Italian racing red, the bike looks fiery and purposeful and has that 'come hither, let's scrap' look about it which has always been the sterling hallmark of Galluzzi’s legendary design. First off for beginners, the very manner in which the bike has moved from 796 to 795 for Asia is class personified and while the exotica of a single-sided swingarm, different spec tyres, small tasty bodywork on the instrument cowl and seat unit have been dispensed with, the rest of the machine is all finely developed muscle and lithe and agile yet not giving away anything in performance to the higher priced 796. If this is the way Ducati is going to do its business here in India (and in Indonesia, Thailand, Malaysia, Vietnam, China, etc) I think it just has to keep on adding more to its numbers every year. In fact, I also see the Monster doing brilliantly in its 795 avatar even in markets like Oz and NZ plus South Africa because the lure of the Ducati brand at a mouth-watering price is irresistible.

At the heart of the 795 is the trellis chassis from the 696 and that is more than adequate for the suspension at both ends and the performance from the air-cooled fuel injected 803cc vee-twin from the 796. In fact, the nature of this bike with its slightly upright riding position and good controllability means the 88 horses are a delight to get galloping than having to fight them! In tight traffic conditions with slow moving city traffic this is a pretty significant character trait but one which is added to explosive mid-range grunt and a very strong top end thrust. Overall the small and low set 696 chassis is a good fit for what Ducati has in mind for small built Asians and the low seat height plus the wide handlebars and the epitomised ergonomic layout replete with finely positioned footpegs make for a bike that is all ease to ride. If anything the bike I got to ride in Thailand during its Asian launch impressed all along but like a few others I wished that the handlebars were pulled in slightly towards the rider rather than being so wide. Even though the bars are now positioned slightly higher than on the 796 and the seat height has been dropped, it makes for a very comfortable stance and this coupled with the compact proportions makes the Monster something just right for the region.

Thailand’s Hua Hin city, some three hours away by road from Bangkok was the venue where the 795 Monster launch session as held. It entailed a 180km stretch of road via fast highways, slightly hilly tracts and city roads of course. That we had super service on offer from start to service was the revelation – none other than the best police outriders who do service as fast escorts for the King of Thailand were there to clear the roads ahead of us and also to make sure that none of the oncoming traffic misbehaved. It was too good to be true but in the midst of the pleasure the 795 Monster was dishing out, one didn’t quite appreciate what the other was delivering! The onus of the trellis frame and its 1450mm wheelbase was to make for a stiff yet planted stance made even more effective given the 43mm dia Marzocchi upside-down front forks coupled to the single Sachs unit adjustable for both preload and rebound. The 24-degree steering rake and that 87mm rake contribute to a bike with nimble and agile manners. While the 796 comes equipped with Kayaba shocks up front, another value engineering aspect came with the Marzocchis but having ridden the bike quite aggressively I can confirm that the Marzocchis are capable enough to hold their own in our conditions. Along with the red-painted steel trellis there is also a cast aluminium sub-frame (finished in black) at the rear that helps to provide the seat support and the hangars for the tail light and the number plate. The double-sided swingarm is a large section rectangular item with ample bracing to give it strength and also to make for good neutral handling characteristics.

The 795 Monster comes with lightweight three-spoke cast aluminium-alloy wheels wearing Pirelli Angel ST rubber front (12/60-R17) and rear (160/60-R17). These tyres are again well matched to the overall suspension geometry plus the character of the machine, which is to induce a feelgood yet practical appeal for a bike that will define the brand in the region. Brakes are another strong point on the machine; twin 320mm dia semi-floating rotors gripped by 4-piston Brembo calipers do duty up front while a single 245mm dia disc with twin piston Brembo calipers is the retardation unit at the rear. While the 796 has the option of ABS, this feature hasn’t made the specifications list for the 795. Overall the looks of the Monster carry that Galluzzi feel right through and the design hasn’t aged at all – makes one wonder why not many praise Galluzzi in the same way they do Massimo Tamburini because the Monster has been an evergreen design and it just gets better and better for more and more new riders and converts to Ducati’s cause. Of course there have been tweaks and much of this is subtle in a scallop here and a slight angle there but overall the same taut feel to the whole has been carried through and it is only in the areas of the head light treatment and that smallish instrument console that one finds a slight difference. The overall whelming front end thrust is yet there but with the revised ergonomics this is not a daunting aspect at all. Maybe the one thing that I think could have done differently on the bike was to get better control levers but then this is something which I have had to say about the 1199 Panigale as well!

Swing a leg over the saddle and you feel good at the way you tuck into the bike, with both feet firmly planted on terra firma and not too much of a stretch to the handlebars. There is good movement on the saddle should you want it when trying to carve corners and also to hold you firmly when you hit the front anchors. It is all about good feel and poise on the bike when on the move and this feeling you get from the very first moment you get on to the machine. The handlebars which are rubber mounted do not feature weighted bar ends and I think this needs to be done ASAP because there is a slight incidence of vibes at low revs and yet staying with the handlebars (an item sourced from India mind you to the Italian firm’s design) I would have liked them to be angled towards the rider so that it would afford even better control. The switchgear is good and easy to operate and feel and while pottering around through town the riding position is comfortably sporty. The heart of the 795 Monster is of course its 803cc Desmodue motor that is again honed and refined with internals taken off other engines in the Ducati stable. Featuring cylinder dimensions of 88mm x 66mm, this air cooled motor features a light-weight flywheel taken off the 848 Streetfighter to help keep the motor spinning at the right revs with not much snatch and to help the engine keep its edge over long distance running, Ducati has also sensibly provided an oil cooler. The engine features a Siemens-built electronic fuel injection system having a 45mm throttle body and there is a lightweight (2 into 1 into 2) exhaust system packing in catalytic converter and twin lambda probes. The engine is Euro 3 compliant and runs with a 11:1 compression ratio in keeping with the fuel quality available in the region. The Desmodue motor is good for 88bhp (at 8250rpm) while being strong in the lugging department as well thanks to 78Nm of torque being produced at 6250rpm.

One of the big things on Ducatis in recent times is the adoption of the wet clutch from the earlier dry clutches that used to clatter quite appreciably. On the 795 there is an APTC wet clutch with mechanism to induce slipper-type performance, which is so beneficial when one engages in heavy braking and yet helps to keep the rear end in line with the front. If that is not all, the feel on the clutch lever is even more positive and light making for easy operation in the daily commutes. In these days of absolute adherence to weight reduction, the Ducati boffins have done what they could to lightening the innards and that wet clutch does effect some weight saving as does the adoption of completely new crankcases that go on to save 1.2 kilos over the smaller 696 engine! Well, so much for the make-up of the bike and its motor but the pleasure of thumbing the starter button and getting the vee-twin to bark into life is one of those motorcycling joys which you want to savour over and over again. There is a mild shake at start-up but once the engine sets into its idling rhythm and a slight but firm hold on the throttle induces the vibes to be erased. While the handlebar is rubber mounted the incidence of vibes is yet felt but interestingly there are no irritating vibes when it comes to the seat or the footpegs. Certainly something for the Ducati boffins to look at, in detail!

Getting a move from Hua Hin necessitated a ride through the main thoroughfares of that town for about 12 kilometres before one turned off on to the main highway linking the sea resort of Kui Buri which was the turn around point at 90km on the outward stretch. While early morning traffic was light, the ability of the bike to induce confidence and make the rider comfortable was to set the tone for the rest of the ride. One could immediately grasp the fact that the weight distribution of the 795 along with the comfortable riding stance had to play a large role in getting the best out of this machine. In no manner is it extreme and even its looks are now the mellow pleasing sort but yet have the tenuous feel as if it is looking to spring on any unsuspecting prey! Carving through the traffic is a joy and the motor plus the light clutch action are key elements in the feelgood zippiness in urban areas. Here is where I longed to have the handlebars slanted inwards towards me but with the kilometres being piled on the Monster turned out to be even friendlier to gel with. The minimalist street rod styling belies the cornering ability of this machine which is so neutral and superbly planted that you want to try various lines through fast or slow corners safe in the thought that a simple roll off of the throttle could help right things should they get out of hand. One doesn’t need to fight this machine at all, rather will it gently in time honoured motorcycling manner of shifting one’s weight on the saddle; and with a little body English this bike responds almost telepathically to its rider’s intent.

I mentioned weight distribution but I should also have mentioned the overall dry weight of the bike, which at 167kg is easy enough for most bike users. And with the 88 horses from this Latin lovely, the impressive torque thrust from low down is sheer joy to explore as one goes up through the six-speed ’box. In fact, cog selection was precise and neat and the light, well weighted clutch action (early Monsters had heavy clutches and were a pain to use in city traffic) only heightened the comfort factor for the rider and made it easy to take the bike to its limits. The power comes in strong from around 3000rpm and while there were some who cribbed about shudders and judders in the low revs, there was no difficulty in maintaining a steady beat through town when slotted in top gear. In fact, on the run back into Hua Hin on the return leg when the traffic had increased appreciably, I was able to ride the entire main stretch in town in sixth gear and the bike was just breezing along at a steady 2500 to 3000rpm, unstressed and very relaxed. I think the trick is to have that light right hand and yet not try to be funny on the saddle, hunched into a racing crouch and trying to live the part of a road hooligan. This bike rewards the riders with good manners and then takes them to another level of pleasure altogether. The grippy nature of the Pirelli Angels also contributed to the feel good aspect though in town when the sun was blazing hot, one could find the tarmac viscosity just getting liquidity and even then the tyres were able to hold on.

One of the best bits about the bike is its road-holding as well as its delectable dynamic behaviour. The progressive action of the rear suspension with its 148mm of suspension travel is key to the stability of the machine and the way it soaks up bumps and ridges with ease is the one confidence inspiring aspect. The Marzocchis up front also have their strengths and it takes a lot to upset them even when at full tilt cornering. It might be a point and squirt machine for the urban environ but it is equally capable and potent when one hits the highways for that was what Ducati lined up for us to do. The oil cooling is a good thought because this is a bike that one can bike on for long stretches and the only inhibitor could be its 15-litre fuel tank. While I have next to no indication as to the fuel efficiency of the Desmodue motor, I can say that it will take you to Mumbai from Pune on a tankful but with great pleasure and performance thrown in. The torquey Desmodue engine pulls from very low revs and with the strong mid-range punch which is the hallmark of the two-valve vee-twin engines, and it can just give you an exhilarating experience once you get into the groove and go corner carving as well as mile munching. The bike can zip from standstill to 100km/h in a shade over 4.0 seconds and on to a top speed nudging 200km/h. In fact, even with slightly strong side winds on the run back to Hua Hin from Kui Buri, I did see 180km/h on occasion but for long durations we were all zipping in the 150-160km/h zone quite comfortably and the bike seemed to have much in reserve which is always a good thing.

When the Monster first hit the eyes and minds in late 1992, early 1993, it was seen as an alternative to the Harley-Davidson set. When it hit the roads and impressed with its usability and also the fact that it gave a wider audience to join the Ducatisti, it added an all-new dimension to motorcycling, which has just thrived on to this day. And with new age smart measures which effect the bottom as well as the top line of the firm’s balance sheets, opening up new markets is where this Italian firm has to go before many others in its exalted position. The 795 Monster wins and wins big because with the India-Thailand FTA due to take effect any time soon, getting a Ducati for Kawasaki money (Rs 5.99 lakh, ex-showroom Delhi) is indeed an intoxicating mix. Shreyans has informed that this introductory pricing will be fixed for the first 300 units to come to India so better hurry and get on to that list. I know for I have just cancelled my order for the 796 and plumped for the 795, thus saving me an appreciable Rs 3,00,000! No more explanations are needed, this designer Desmo has the brio to ride and deliver as well as any other in the Ducati range.

Now if only Rossi can get back to winning ways in MotoGP it would be Monstrous!

Bugatti Veyron Grand Sport Vitesse to be showcased at Geneva

2012-03-07T05:38:00.001-08:00

Resurrection? Not likely. Super-hero avatar overnight? Hell yeah! Not Spider-Man people, it's the Veyron, and it's back with the biggest bang yet called the EB Grand Sport Vitesse

To be revealed at the 82nd International Geneva Motor Show in March 2012, the new Veyron Grand Sport Vitesse will boast of performance figures such as 1,200PS of power from its W16 cylinder, 7,993cc engine. Essentially an open-top super grand tourer, the Vitesse will be similar to the Bugatti Veyron Super Sport, which holds the current world speed record of 431km/h. Like every Veyron, the Vitesse will boast of outstanding driving characteristics.

What Bugatti has done underneath the Veyron’s boot cannot be said accurately, but we do know that four enlarged intercooled turbochargers have been appointed to pack that extra power punch and the chassis has been reworked to support that extra 200PS of power. To give you a faint idea, the meatyChevrolet Cruze makes about 150PS of power. Expect extraordinary traits from the car such as interiors of the highest quality, drive dynamics perfect to the ‘t’ and neck-snap acceleration and braking.

"The rapid success of the Super Sport convinced us to increase the performance of the Bugatti roadster. Once again, our engineers worked hard to demonstrate that Bugatti is able to constantly redefine the boundaries of what is technically feasible," reveals Bugatti President Wolfgang Dürheimer. "We gave our all to transfer the achievements of the Super Sport over to the Grand Sport, thereby turning open-top driving itself into an extraordinary experience at high speed."

Toyota to show off its next gen 'Green Metal' at 2012 Geneva Motor Show

2012-03-07T05:36:00.001-08:00

Apart from its production-ready Yaris Hybrid the Japanese car maker will showcase its all new sports coupe the GT86, alongside four very innovative concepts, which represent the company's rejuvenation as a car maker in an increasingly environment conscious and socially connected world

Back in 1905, the Geneva Motor Show showcased almost all major internal combustion engine models in the world. Now in 2012 with more than a century having passed, the build up to the 82nd edition of the globally renowned automobile exhibition is once again showing signs of pointing the way forward in terms of sustainable technology solutions.

Among the many manufacturers bringing their latest tech laden coupes, sedans and saloons to the floor is Jap auto giant Toyota, which has planned an entire fleet of “green vehicles” for this year’s congregation.

As expected the Toyota Yaris Hybrid, which is now in its production-ready form will take center stage at the Toyota stand this year. Powered by a re-engineered Hybrid Synergy Drive, it will be Europe’s first full hybrid supermini and is said to deliver quiet, smooth performance with the lowest emissions in its segment. Coming in with a wave of enthusiastic media and public interest backing its face and form Toyota’s all-new sports coupe the GT 86 will also make its way to Geneva as an affordable sports car proposition.

Besides the Yaris and the GT86, Toyota has left ample room for four fairly distinct concept cars, all of which have varied ambitions of their own. Making its world debut at Geneva this year, will be the FT-Bh concept by Toyota. It is an ultra-lightweight, full hybrid city car study designed for better emissions. Shouldn’t cost you too much as Toyota has designated a rather uncomplicated build strategy for this car, while purposely avoiding expensive materials for creating its framework.

Toyota’s NS4 next-generation plug-in hybrid and FCV-R hydrogen-powered concept vehicles are also being shown in Europe for the first time. Further development on the FCV-R should pave the way for the company’s launch of a saloon-type fuel cell vehicle by 2015.

We’ve already seen it make an appearance in its home territory at last year’s Tokyo Motor Show, and now the diji concept will give European fans a closer look at its entire body, inside and out, which serves as a vivid customizable display. As a connected drive concept, the diji can also link to nearby vehicles and infrastructure to create an even more connected driving experience.

For those interested in catching the first glimpse of these cars straight from the show floor, Toyota will open its doors at the Geneva Motor Show on Tuesday, 6th March. Watch this space for more!

Honda's Earth Dreams Technology to be showcased at 2012 Geneva Motor Show

2012-03-07T05:30:00.002-08:00

Honda's realistic approach to the future of automobile powertrain technology in the form of their 'Earth Dreams Technology' aims to make it the industry leaders in fuel efficiency over the next three years, while delivering the trademark Honda performance

At the 2011 Tokyo Motor Show, Honda announced the outline for a new generation of engines featuring advanced technology that will aim to increase engine performance and efficiency, much like Mazda’s SkyActiv technology. Honda calls their new-gen technology, ‘Earth Dreams Technology,’ and they are very serious about this initiative, as they aim to become the industry leaders in fuel economy over the next three years.

The first engine to roll off the line developed along the lines of the ‘Earth Dreams Technology’ will be the 1.6-litre diesel engine that will find its way under the hood of the new Honda Civic by late 2012. The diesel motor will be the lightest in its class delivering class-leading performance and economy. The engine will churn out 120PS of power at 4000rpm and 300Nm of torque. A cut engine display of the 1.6 diesel motor will be showcased at the Honda stand at the 2012 Geneva Motor Show.

Under the ‘Earth Dreams Technology’ Honda is developing new petrol and diesel engines that will feature direct injection, higher thermal efficiency by reducing the thickness of the cylinder block and reducing the cylinder spacing of the engines. The new engines will be 10 percent more fuel efficient than the current generation of engines.

Honda is also developing a new SH-AWD (Super Handling All Wheel Drive) system that will be mated to a new 3.5-litre V6 engine. The first car to feature both will be the new Honda NSX.

The new Honda NSX Concept will also be showcased at the 2012 Geneva Motor Show alongside the fourth generation Honda CR-V prototype and two new variants of the Honda Jazz featuring upgraded sports suspension and styling changes.

Toyota Yaris Hybrid debuts in Geneva

2012-03-07T05:22:00.000-08:00

The Toyota Yaris Hybrid, featuring the most compact Hybrid Synergy Drive from Toyota, has been designed to make it the most affordable full hybrid vehicle in Europe. The vehicle has made its world premier at the 2012 Geneva Motor Show

The Yaris is Toyota’s bestselling model in Europe. The small car is a good value for money proposition and is ideal for teenagers and first-time car buyers. Toyota will be adding a flagship variant to the Yaris model line-up, the Toyota Yaris Hybrid, so as to further its appeal. The Yaris Hybrid features Toyota’s Hybrid Synergy Drive system that will make it the first full hybrid model in the European B-Segment.

The Yaris Hybrid wears the new Toyota design language while giving priority to aerodynamic efficiency. The new car has been designed to be economical while providing agile handling traits and refined driving experience of the regular Yaris.

Toyota has downsized its Hybrid Synergy Drive system for the Yaris Hybrid. It mates the 1.5-litre petrol engine to a more compact electric motor, battery pack, transaxle and inverter. The Hybrid Synergy Drive in the Toyota Yaris Hybrid is 20 percent lighter than the same system in the Toyota Auris Hybrid.

The lighter and smaller Hybrid Synergy Drive system in the Yaris Hybrid means that it can be accommodated alongside the fuel tank of the Yaris, which is under the rear seat. This means that the Yaris Hybrid offers the same boot space of 286 litres as the conventional petrol and diesel Toyota Yaris models.

The Toyota Yaris Hybrid will come loaded with all the features that are available in the conventional Yaris models such as climate control air-conditioning and the e-CVT automatic gearbox.

The compact Hybrid Synergy Drive system in the Toyota Yaris Hybrid has been developed to make it the most affordable full hybrid vehicle in Europe.

BMW at the 2012 Geneva Motor Show

2012-03-07T05:02:00.000-08:00

At the 2012 Geneva Motor Show, BMW will display a variety of their super efficient production-ready road cars, some very real concepts and a few super-sport blasts. Here's more

BMW 6 Series Gran Coupe
The highlight of the BMW stall will be the world premiere of the BMW 6-Series Gran Coupe, which is the brand's first 4-door coupe that combines sporty, elegant styling with an extended range of functions. It offers the highest quality interiors and its design merges with generous space and a high level of comfort. Propelling the Gran Coupe will be a TwinPower Turbo and an 8-speed sports automatic transmission mated to the 6-cylinder petrol engine of the BMW 640i Gran Coupe delivering 320PS of power. The 6-cylinder diesel of the BMW 640d Gran Coupe puts out 313PS of power. The range is supplemented with the 8-cylinder 650i Gran Coupe putting out 450PS of power, which will also be available with BMW’s all-wheel-drive system - BMW xDrive.

BMW M6 Coupe
The performance division of BMW has handcrafted a high-revving V8 engine that will make use of BMW’s TwinPower Turbo Technology and will pump out 560PS of power. The M6 will use a 7-speed M-dual transmission, an Active M-Differential, M-specific suspension technology and extensive body reinforcements as well as the optionally available and globally unique M-Carbon ceramic brakes to represent an advance new dimension of drive dynamics. The new BMW M6 Coupe accelerates from 0 to 100 km/h in just 4.2 seconds and its average fuel consumption is more than 30 percent below its predecessor.

BMW 3-Series sedan
The new 3-Series continues its legacy as being the sportiest sedan in its segment. Furthermore, it offers a tangible increase in ride comfort, optimising the use of interior space and numerous equipment unique to its category. New engine variants with BMW TwinPower Turbo Technology will be displayed at the Geneva Motor Show: two 4-cylinder diesel engines; BMW 316d producing 116PS and the BMW 318d 143PS and four-cylinder petrol engine in the BMW 320i delivering 184PS of power. Another new feature is the introduction of the intelligent all-wheel drive system xDrive for the new sedan. The BMW ActiveHybrid 3 will also be presented in Geneva, which will go into production soon.

BMW X6.
The new BMW X6 has a unique striking grille. The fog lights are placed higher and the rear lights feature LED technology. The new BMW X6 is the only vehicle in its segment to be optionally available with adaptive LED headlights now. The program of options is also expanded with the addition of the M-Sport Edition, 20-inch bi-colour light alloy rims and an engine compartment lid with a distinctively striking power-dome.

BMW i3 Concept and BMW i8 Concept.
CO2-free motoring by means of innovative drive-train technology and consistent lightweight construction will be the BMW i3 and i8’s forte. The concepts presented at the 2012 International Geneva Motor Show thereby provide a look ahead to the very first electrically powered premium vehicle. The BMW i3 is due to go on sale in the market as early as 2013. BMW is still getting their i8 together which will offer premium sportscar like delivery.

Audi A3 unveiled in Geneva

2012-03-06T23:57:00.003-08:00

The all-new Audi A3 – the next evolution of the premium German manufacturer’s small car – has been unveiled in Geneva.

Revealed in three-door hatchback form, the new A3 will take on the BMW 1-Series and the recently revealed Mercedes-Benz A-Class in the competitive luxury compact segment.

While the styling takes a predictable, evolutionary step forward, the Audi says the new third-generation A3 has made revolutionary leaps in driver appeal, technological sophistication and quality.

The 4.2m A3 has almost identical dimensions to the outgoing model, although it features a longer wheelbase and is up to 80kg lighter thanks to the use of lightweight construction methods and aluminium components.

One diesel engine and two petrols will be available when the Audi A3 launches in Europe in September. All three incorporate direct injection, turbocharging and stop-start technology, contributing to average fuel consumption improvements of 12 per cent.

The A3 2.0 TDI produces 105kW of power and 320Nm of torque, accelerating from 0-100km/h in 8.6 seconds and using 4.0 litres of diesel per 100km on the combined cycle. A more efficient 1.6 TDI will debut later in 2012, with consumption of just 3.8L/100km.

The entry-level petrol is the 90kW/200Nm 1.4 TFSI. It completes the sprint in 9.3 seconds and uses 5.2L/100km according to European standards.

The more powerful 132kW/250Nm 1.8 TFSI slashes 2.1 seconds off the 1.4’s acceleration time, yet its average fuel use creeps up just four tenths to 5.6L/100km.

The 2.0 TDI and 1.4 TFSI will come with a six-speed manual transmission as standard from launch, while the 1.8 TFSI gets an advanced seven-speed dual-clutch S tronic gearbox, sending drive to the front wheels.

Audi’s quattro all-wheel-drive system will become available later in conjunction with a number of more powerful engines, with an all-new S3 also confirmed for production.

For the first time, the A3 will be available with Audi Drive Select vehicle dynamics system, allowing drivers to customise the throttle, steering and S tronic transmission responsiveness according to one of five pre-set modes: Comfort, Auto, Dynamic, Individual and Efficiency.

The MMI system is the heart of the interior, bringing together the latest in voice control, online, media, navigation and telephone functions. Depending on the specification level, the display screens come in 5.8- and 7.0-inch sizes, both of which are just 11mm thick and rise up automatically from the dashboard.

A new adaptive cruise control system can initiate partial braking to reduce the A3’s speed in the event of a collision. If a crash does occur, the system aims to prevent uncontrolled secondary car travel, and, if activated at speeds below 30km/h, the system applies full braking in emergency situations.

Other driver assist features include side assist, active lane assist and traffic sign recognition, which use radars and cameras to read the road and surroundings. Automatic park assist and surround view cameras with bird’s eye view function increase safety and convenience when parking.

Customisation will be a focus of the new Audi A3, with an unprecedented range of interior surfaces, colours and materials able to be optioned in. The S line package will also be available, incorporating revised suspension, lowered ride height, power steering tweaks and a number of sports styling enhancements inside and out.

The Audi A3 hatch will go on sale in Australia early in 2013, and will be priced to go head to head with the 1-Series and the A-Class.

Giugiaro Brivido concept unveiled

2012-03-06T23:57:00.000-08:00

It means ‘thrill’, and that’s exactly what Giorgetto Giugiaro hopes his functional, four-seat hybrid called the Giugiaro Brivido gives the crowds at the Geneva motor show following today’s unveiling.

Giugiaro calls the Brivido a Gran Turismo that offers supercar performance, respect for the environment and truly advanced technology for a working prototype that is ready for the road.

The numbers are indeed impressive considering it’s 4.98-metre length and clear focus on passenger comfort and practicality. The Giugiaro Brivido will sprint from 0-100km/h in 5.8 seconds and terminal velocity is 275km/h.

Not bad when you consider the car’s 1326-litre luggage capacity with the rear seats folded, or 355-litres in the upright position.

Technical specifications for the Brivido include a 3.0-litre V6 engine developing 265kW of power and 460Nm of torque. The hybrid system (details are scarce) produces 300kW and 460Nm, and there’s an eight-speed transmission driving the rear wheels.

The suspension is high-tech too, with double wishbone and adaptive air suspension with levelling system and automatic ride height adjustment for the front, and a multi-link system using the same adaptive unit at the rear.

The Brivido was designed and manufactured at the Italdesign Giugiaro facility at Montcalieri in Turin. The body uses a combination of aluminium, carbonfibre and glass – which along with the windscreen, glass roof and large window area form a glass dome that allows natural light to flow into the rear-seat passenger area.

“This is a quest for a genuine four seater to offer comfort and visibility, especially for the rear passengers, which is usually sacrificed in this type of vehicle”, said Giugiaro.

“As always, I’ve tried to offer solutions, which can be achieved practically. The inclusion of a pair of wide doors that rise like gull wings is the only ‘exotic’ concession which makes the Brivido a show car. The rest of the solutions are perfectly applicable for vehicles destined for the market. The rear passengers, specifically, can access their seats without having to duck down or lower the front backrests. Instead they can enter the vehicle easily and naturally.”

The Brivido makes extensive use of LED technology with a bespoke light cluster set up, front and rear that includes repeaters that stretch along the side panels of the car.

There are no side mirrors. Instead, two streamlined cameras positioned on the front three-quarter panels, which emerge only when the system is activated, have replaced them. Even more sci-fi is are the two monitors mounted on the steering column.

More advanced technology is found inside the cabin with the use of the ultra lightweight Titan-Tex (titanium fibre) and the driver-centric instrument cluster, which houses one LCD screen, with another mounted above the iPad doc in the front passenger seat. This means the passenger can access the same information as the driver.

There’s another touchscreen display for the climate control, which descends from the ceiling on request.

The Giugiaro Brivido is a hugely interesting concept and one that promises an exciting array of technology for future vehicles under the Volkswagen Group umbrella.