Volkswagen small car for India

The call of emerging markets has sparked a race amongst manufacturers to build BRIC spec models. These are primarily cheaper than the cheapest models and Volkswagen, known for the Beetle, which put millions on wheels, is joining the bandwagon with its own small car apart from larger siblings.
Chairman of the board of management for Volkswagen, Martin Winterkorn, in the annual press conference 2007, confirmed that Russia and India are two nations with great growth potential. “We will construct a production plant at which we will start producing a small car model tailored to the needs of our Indian customers, beginning in 2009,” Winterkorn said, describing it as “an economical, everyday small car that looks attractive and is affordable.”

VW is currently developing an all-new small car, which happens to be a two-door, rear engined machine. However, this new car is due to arrive as late as 2011 as it’s still in its initial development stages. According to sources, this model will primarily be for the European markets. In addition, it will have small engines, like a single cylinder unit!

For India on the other hand, VW has announced it will launch a small car based on its current Polo platform. And this particular car is due to arrive here in 2009. Now, putting two and two together will tell you that this two-door, rear-engined car, will not be VW’s first small car in India, contrary to whatever you might have read elsewhere. The artist’s impression you see here however, will actually be the car you can buy starting in 2009. This one’s a variant of the Fox, which in turn is based on the Polo.

But does it look familiar? Sure - after all it’s a redesigned version of the Fox. But it seems the tall boy theme is fast getting out of fashion. The front end of the car looks aggressive. The bulges on the hood coupled to the sharp headlamps look hot. The large sculpted front bumper exudes a bold aura. However it’s the grille that gives the car character. VW has used similar grille designs in a host of other cars and it is fast becoming its corporate identity. The lower half serves the purpose of the air dam while the metal chunk in between will house the registration plates. Fog lamps too are positioned in the bumper and are surrounded by plastic inserts.

From the side the car has an angular look and the lines exude a sporty theme. Bulging wheel arches look meaty and endow the overall design with a sense of power. The rear window reveals the original lines of the Fox. Coupled with large alloy wheels and tyres this VW small car is sure to catch the fancy budget car buyers.
We had featured scoop pictures of Volkswagen Polos being tested in and around Pune recently, which surprisingly were not shrouded in disguise since the company was primarily testing the engines. Each car was scheduled to do at least 20,000 kilometres in a stipulated time frame; what confirmed it was absence of engine capacity decals.

Presuming that VW too would be eyeing excise duty benefits, they would probably have the 3-cylinder petrol engine from the Polo line in the new small car. Displacing 1198cc, this engine develops power in the region of 66PS@5400rpm and torque of 112Nm@3800rpm.

VOLVO XC 90

The premium SUV market is burgeoning. First came the Mercedes M-class, BMW X5, Range Rover and Mitsubishi Pajero that set hearts aflutter and dealer cash registers ringing. The Porsche Cayenne and Toyota Prado followed soon after to whet appetites further. VW and Audi jumped on to the SUV bandwagon and unleashed the Touareg and Q7. Now Volvo is ready to launch the XC90 in India.

Volvo has always been perceived as a manufacturer of safe and reliable cars. So it isn’t surprising that Volvo actually managed to keep the SUV bashing green brigade at bay when they launched the XC90 in 2002, their first attempt at a ute after the TP21 of the 1950s. Since then it has surpassed its intended target of 50,000 units a year, selling 90,000 units in 2005. To put it into perspective, BMW sold 1.01 lakh units of the X5 in 2005 while Audi aims to sell 40,000 units of the Q7 in its first full year. Not only have toddlers in the third row approved of the SUV in markets like the US, which incidentally accounts for 50 per cent of all XC90s sold, even the swish set have taken a liking for this Swedish ‘jumped up’ mommy wagon.

Designed under the tutelage of Peter Horbury, the then vice president of design for PAG, the XC90 appears subtly aggressive without the steroid pumping overtones seen in other SUVs. It isn’t conventionally pretty, what with that egg crate grille and runny egg headlamps. But that’s where Volvo stopped with their poultry excursion and created lines that are unconventionally beautiful. Right from the V-shaped hood that snakes itself to the A-pillar, the broad shoulders, the uncharacteristically shaped tail lamps that blend itself with the D-pillar and those wheel arches that hark back to SUVs from the 50s, the design is a study in retro-futuristic marriage. Sure it won’t cause your hair to stand when it passes by, unlike a Range Rover or an X5, but its quirkiness might cause you to give it a second look.

This approach hasn’t led to compromise in the vehicle architecture. Split tailgate in 70/30 proportion allows for groceries to be dumped without the need for Herculean forearms. Black bumpers and a toughened guardrail accentuate the SUV profile. On the inside too the vehicle typifies Scandinavian pragmatism. The wide side glass area gives the vehicle a feeling of airiness, a largesse bestowed upon the occupants by the designers. While the 2-3-2 passenger layout isn’t new, the fact that it is a genuine seven seater is quite evident by the use of bucket instead of jump seats for the last row. Flexibility is accorded prime importance as all five rear seats can be folded flat, making house moving less of a chore. The middle row has 40/20/40 split enabling adventure seekers to carry skis or foldable bikes with ease. The dashboard is an expanse of black with either a silver or wooden strip, depending on trim. A three-spoke steering features controls for the audio and trip computer with the steering embodying the interior theme of the car. The centre console is lined with a bevy of buttons and rotary knobs that control the audio, navigation and climate control systems. No expense has been shorn in adorning the car with the best of hides that brighten up the interiors, something found wanting in the pre-facelift model.

Based on the E2 platform which is also the basis of the S80, the XC90 has a monocoque frame with MacPherson type strut suspensions in the front and a rear-multi-link set-up that

BIMOTA DB6

Call me un-ladylike, but I drooled and gawped at the Bimota stand. It was at last year’s Milan Show, and the bike was the DB6.
A complete lack of fairing showed off beautifully the trellis swingarm and frame, all painted in the fastest colour (red). This set off the minimalist naked bike look to perfection. Even the rear footpeg picked up on the red trellis detail. The neat exhaust downpipes climbed up high out of the way, with the triangular stubby end cans emerging from under the tiny pillion seat. Brembo radial brakes (a must on Italian exotica) were well in sight, while sexy (and machined from solid) aluminium parts were everywhere; around the ignition barrel, on the frame and swingarm. The yokes, handlebar risers and fuel cap were also made of the stuff, while tasteful amounts of carbon fibre formed the pointy rear hugger and chain guard. The large triangular headlamp, tiny triangular mirrors and integrated front indicators complemented the sharp edges and lines of the whole bike – from tank, to tail unit, to belly pan. Even the trellis cut out sharp geometric shapes. And I’m going from memory here, which is quite something since I can barely remember where I dined that night. Or is that down to the Chianti?

Sergio Robbiano designed the new DB6, among other Bimotas before it. The 40ish-year-old is a former apprentice of history’s greatest motorcycle designer (probably), Massimo Tamburini, who created Ducati’s 916 and the current MV Agustas. Tamburini is also one of the original founders of Bimota (he’s the ‘ta’ in Bimota), which he started up after crashing his ill-handling Honda 750 Four at Italy’s Misano racetrack in 1972. In those days, power was everything with little thought spared for handling. Tamburini disagreed with this concept and set about improving chassis components, creating bikes such as the SB2 that was powered by a Suzuki GS750 engine wrapped in a high-spec Bimota frame. At the time the idea was groundbreaking. Although nowadays, Japanese production frames are so good that it’s impossible to improve on them without investing millions in the high-tech equipment used to create them. This forced aftermarket frame builders such as Harris and Spondon to focus their business on other areas.

However, Bimota did build one engine. While strict emissions laws were rapidly putting two-strokes out of business, in 2000 Bimota launched the Robbiano-designed Vdue – a stunning 500cc two-stroke motorcycle that met environmental demands thanks to its Bimota-built direct injection engine. But it never worked, bringing an already fragile Bimota crashing down in the process.

Finally, Bimota was bought by a rich entrepreneur and bike enthusiast in 2003, and began producing once again expensive specialist bikes. The first was the DB5 launched last year. But journalists found a severe fuel injection stutter and panned it – one of the launch DB5s even blew its guts out! So as I admired the stunning looks of the DB6 in Milan, how it would perform never crossed my mind. It probably wouldn’t.
Yet here I am thundering down Rimini’s high street, basking in the sunshine and the admiring looks of passers-by, having just enjoyed a thrilling ride through the twisties of the surrounding hills. And the DB6 I’m straddling never even broke down. Once.

The day began at the tiny Bimota factory in Rimini, the same building used by a young Tamburini all those years ago. With only six test bikes on hand, the 20-odd journos were divided into groups. I cunningly slotted myself into an early morning run – you never know how many

HONDA PS 125

When the invite to the launch of the Perfect Scooter pinged in my inbox, I could hardly turn it down. I love scooters: they’re officially the nippiest way to get about town (ask the Kawasaki GPZ-mounted courier who I beat to the lights the other week), more practical than a raincoat in a thunderstorm (you don’t even have to carry your helmet around with you), and certainly more fun than dreary old public transport. But what would make a scooter perfect?

Ample underseat space to fit a full-faced helmet is a must (I hate those open-faced jobbies that leave you chinless in a crash). A scooter with no hook on which to sling my handbag is not even worth contemplating, and it would have to be stylish. A girl about town couldn’t possibly look scruffy. It would have to perform well enough to let me enjoy the odd twisties (hard to find in The Smoke), weave my way in and out of cars and squeeze through the smallest traffic gaps. And it would need enough CCs to let me on to the M25, and be reliable – I don’t take kindly to being stranded in the rain on my way home from a hard day’s work. And last but not least, it would have to be affordable – because probably the best thing about scooters is that they let you travel cheaply. Unlike our tube and railway systems…

So expectations were high when I flew to Italy’s sunny Porto Fino to meet Honda’s brand new PS125 – the PS stands for Perfect Scooter, in case you were wondering. Honda had organised the perfect day to spend with the Perfect Scooter; ride the PS along the coastal roads from Porto Fino to Genova where we’d enjoy (soft) drinks in the main Piazza’s bar, then go for a spin around the busy city streets, before heading for dinner at a restaurant. Sounds good to me.

But first, a bit of background. Honda says the increasing number of people passing their test means the PS125 is one of their most important new models. Most new riders spend a couple of years on 125 scooters, so Honda sees it as a first contact with customers who, if pleased with the experience, will stay faithful to the big H forever after. Honda has also seen its share of the scooter market skyrocket from six to 32 per cent in recent years, and they want to keep it growing.

To my relief, rumours of a pea green scooter were unfounded. Instead, a wishy-washy green version came only as one option, with more sophisticated grey, blue-grey and black colour schemes to choose from too. The PS has a distinctive, classy look about it, with plenty of original details such as the vents on the nicely rounded front fairing and the stylish, pointy rear. But best of all, it looks solid, with the typical superb Honda finish. This is no flimsy scooter.

To prove the point, the PS gets a fuel injected, super-clean and economical four-stroke engine, supported by Showa suspension and stopped by Honda’s combined braking system. The underseat storage is built to hold a full-faced helmet, and is easily opened by turning the key in the ignition. Climb on board and the large, super-comfortable seat leaves stacks of room for a pillion. There’s even a grabrail that doubles up as a rack for the 35-litre top box available as optional equipment. The cubbyholes at the front are handy for storing bits and pieces, and the handbag hook is present. Hooray!

PORSCHE CAYMAN - S

Having just driven the Boxster S a few months back, I was head over heels (or vice versa) in love with the superb dynamics of the poor man’s Porsche, revelling in the superb craftsmanship of virtually everything associated with the vehicle. The thought and detailing that went into each aspect of the vehicle was apparent as was the DNA of the car which is present in every Porsche - everything meant to appease the enthusiast, everything meant to excite him and a few things that he could only find in a Porsche.
The shape of the car for instance - unmistakably Porsche, unmistakably exhilarating. With the Boxster having been labelled as it was, and the huge gap between the pricing of the roadster and the true blue sports coupe, the rear engined 911, there existed the place for another car to be positioned, something that the Cayman S owes its existence to.

The Cayman S takes its place in a classic Porsche line-up without a hint of difficulty as even at the very first sight it can be seen boasting classic design features reminiscent of the Porsche 550 Coupé introduced way back in 1953 and the Porsche 904 Carrera GTS Coupé. While the two large oval headlights and three symmetrically arranged large cooling air intake scoops create the typical Porsche face, uniqueness is added by the fog lamps with their positioning lights integrated via horizontal bars in the outer air intake scoops. Even though the Cayman S is based on the Boxster platform, its looks are far removed even though the front end of the car is just as characteristic as the side-line with air intake scoops in the front of the rear axle, the strong curvature of the roof and the rear end slowly tapering down to the bumper at the back - all classic Porsche design elements.

The overall effect is that of any even more muscular car than the Boxster could pretend to be. The chunkiness also comes a bit from its size and dimensions. Positioned between the two sports car offerings the Cayman S is longer than the Boxster but shorter than the 911, slightly higher than the Boxster but has the same width.

In keeping with Porsche’s classical drive concepts, the latest Porsche is powered by a horizontally opposed six-cylinder unit which is based on that of the Boxster S with the cylinder heads entirely from the 911 Carrera, a six-speed manual or tiptronic gearbox and rear wheel drive. The all aluminium dohc 24-valve engine features variable valve timing (Vario Cam Plus), hydraulic valve play compensation, switchable intake manifolds and two start up and two main catalysts and churns out a maximum of 295PS of power at 6250rpm and a whopping 340Nm of torque that is available from 4400rpm right through till 6000rpm. What amazed me most as I cranked up the engine was its eagerness to rev right up to its redline of 7300rpm. This has been made possible by incorporating the extremely short stroke of the Boxster S and combining it with the bore of the 911 Carrera. Thus the oversquare engine features cylinders with a bore diameter of 96mm combined with a stroke of 78mm. The VarioCam Plus system has three operating modes - idle, half load and full load. Idle speed is optimised by switching the intake valve lift on a small 3.6-millimetre cam and retarding valve timing to minimise valve overlap. In order to reduce the throttle effect in the engine and cut back fuel consumption accordingly, it is ideal to run the engine under part