overdrive march 2013 issue preview

Volume 15 Issue 04

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India’s Largest Auto Media

VOLVO V40CROSS COUNTRY

Volvo wants to have wider appeal in India and this is where it begins

Honda CR-VStill no diesel.Should you buy one?

BMW X1 2.0 DieselMinor update. Major upgrade?

Jaguar XF 2.2 diesel The XF fi nally gets the fi repower to fi ght the establishment

March 2013 ` 150

AUDI Q3 2.0 TFSIFIRECRACKER ENGINE

APRILIA DORSODUROSUPER SUPERMOTO

HYOSUNG AQUILA PROBETTER THAN THE ST7?

Volume 15 Issue 07

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TESTED BMW X63-litre twin turbo bomb

RIDDEN SUZUKI INAZUMA 250250cc bruiser coming to India?

PREVIEWFORMULA 1The 2013 season kicks off soon

FEATUREINDIA BIKE WEEKBikes, beer and babes!

CONVERTIBLES

SPECIALINSIDE

TOP DOWN MOTORING

FIRST DRIVE

INDIAN S U M M ER M A D E HOTTER

HYOSUNG AQUILA PRO

` 19-22 lakh expected Fast diesel & refi ned petrol engines

Premium luxury and lots of safety features

Mar 13 stand cover Final.indd 1 16-02-2013 20:03:43

March 2013 ` 150` 150`India’s Largest Auto Media

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COLLECTOR’SSPECIAL EDITION

Subscriber March.indd 1 16-02-2013 19:08:34

MAR 2013 overdrive 21

BMW unveils the 4 Series Concept coupe, will replace the 3 Series coupe

Glaring at the crowds at the Detroit show recently was this, the BMW 4 Series Concept Coupe. It looked very appealing and muscular

but it isn’t, it turns out, a concept in the traditional sense of the show car.

The big move for BMW is that the 3 Series Coupe, a car that has enjoyed a fairly stable following through the years will cease to exist in name and hence forth be called the 4 Series. BMW says this completes the trend of calling their sedans odd numbered Series’ cars while the Coupes, to wit, the 6 and 8 Series, will be called even numbered Series’ cars. That also means that when the 1

Series platform forms the base for a coupe, we will have a 2 Series BMW on our hands as well. And it isn’t just a name change either. The concept car is very close to pro-duction and it will, obviously, lose some of the show only details - all the high-fashion, difficult to manufacture bits. But what the concept showed clearly is the form and nature of the 4 Series car.

The shell is 15mm wider, 17mm longer and significantly lower (67mm) than the 3 Series sedan. The shell sits on the same wheelbase, but both the front and rear track figures are higher. The production 4 Series is expected to closely mirror these dimensions, lending visual bolstering to the

• Coupeversionofthe3Series

• Widerlongerandlowerthanthe3Series

• Stiffened,driverfocussedchassis

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4 is the new 3

overdrive MAR 201358

Dr i v eHonda CR-v

oveRdRive MAR 201358


Restart Words Bertrand D’souza Photography Gaurav S Thombre

Honda presses the reset button on the CR-v

Let me get something out of the way right at the very beginning and it’s information that’s al-ready out in the market. The new CR-V does not come with a diesel

engine, it’s still a petrol. That’s the bad news and if you can get past that one hurdle the great news is that it comes with a killer stick-er price which makes it extremely tempting. Starting at just Rs 19.95 lakh ex-showroom Delhi isn’t just competitive, it’s an absolute steal. The Honda CR-V was never this afford-able and the previous generation SUV suf-fered because of both its petrol powerlant and its exceedingly high pricing. But Honda now assembles this SUV at their plant in Greater Noida using kits that are imported from Thailand making it considerably cheaper for the consumer. These then are the initial impressions of the CR-V driven in and around Udaipur, Rajasthan.

The design is all new, it isn’t what Honda usually calls a minor model change, the re-freshments are considerably more than that. So while it looks new the dimensions have also been altered though the additions and subtractions are too small for the eye to latch onto. Having said that the exterior styling gives it a very different stance as compared to the model it replaces. It looks more ag-gressive at the front and the rest of its body language is more dynamic and slimmer. The last generation SUV looked a bit well fed but all the puppy fat has been sucked out and the overall stance shows a much slimmer and leaner SUV. Illumination is now through projector lamps but the entry models utilise halogens while the top of the line get HID lamps with their personal washers. At the rear there is a new tail lamp array wrapping themselves around the chunky D-pillar. The tail gate is fairly large but the rear windscreen

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High ground Words Ray Hutton

The jacked-up V40 Cross Country could be just right for India’s sub-standard road conditions

DR i v eVOLVO V40 CROSS COUNTRY

When Tata bought Jaguar and Land Rover it spelt the end of the Pre-mier Automotive Group, the asso-ciation of Ford’s premium brands. The only one left was Volvo, the

Swedish car maker that Ford had acquired in 1999, and its sale would soon follow. In 2010 it was acquired by Zhejiang Geely, which became the first Chinese owner of a major European motor manufacturer.

The new Volvo V40 was signed off for production at the first board meeting after the takeover. It was ready, developed within Ford’s Global Shared Technol-ogy programme, and represented something that Volvo hadn’t had before: a mainstream five-door hatchback.

Volvo had always taken pride in offering cars that bridged the conventional size and price classes. Stefan Jacoby, recruited by Geely from Volkswagen to be chief executive, thought this was nonsense and de-clared that henceforth, Volvo would compete on equal terms with its rivals. Evidently Volvo’s last Ford man-agement thought the same, as the V40 had been de-signed from the outset as a class competitor with the VW Golf and Ford Focus – or, as Volvo saw it – the pre-

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Silent might Words Halley Prabhakar Photography Varun Anchan

The Audi Q3 gets petrol power!

ust as diesel engines have got into the stride and petrol engines seem to be stumbling in the entry level luxury car market, Audi have of-fered the Q3 compact SUV in petrol form. And it’s not another petrol

motor that will lose out to its diesel sibling when it comes to performance either. This is an advanced and powerful petrol motor so hang on to your hats.

Since the car is identical to the diesel Q3

in terms of styling and features, let’s dive straight into the most significant change, the engine. The TFSI unit is similar to the one found under the hood of the larger Q5 SUV. The turbocharged engine features direct in-jection and an energy recovering start-stop system is standard. Crank the engine and you won’t know it’s running, it is silent and ultra refined. This engine produces 211PS at 5000rpm and a peak torque of 300Nm is available from as low as 1800rpm going all

the way to 5000rpm. A seven-speed dual-clutch automatic transmission is standard.

On the road, the Q3 feels really quick and nimble. A high power to weight ratio of 128.65PS/tonne ensures the car rockets to 100kmph in just 7.54 seconds and maxes out at an indicated 218kmph. In terms of effi-ciency, the SUV returned 10.1kmpl in town and stretched to 16.9kmpl on the highway. This means on a full tank of petrol, the Q3 can travel a total of 755km before running

T e sTAudi Q3 2.0 Tfsi

Dr i v eTaTa indica VisTa d90

Budget power Words Halley Prabhakar Photography Gaurav S Thombre

The indica Vista gets a power boost in the form of the d90

The Vista has been around for five years now and since its launch, the second genera-tion Indica has been con-stantly updated, this time

around Tata engineers have given the Vista the 90PS Quadrajet from the Manza and even added a lot more comfort features. This isn’t the first 90PS variant Vista though, the Vista Safire90 petrol was avail-able for a few years until Tata decided to dis-continue the variant. We drove the Vista D90 in Pune to find out if this is the most improved Vista yet.

In terms of styling, one cannot make out the difference from the regular Vista’s but look closer and you will notice the black contrast roof (seen before in the Vista 10th

anniversary edition). Apart from the roof and D90 badging, the car looks exactly identical to the regular Vista VX. However in keeping with the performance theme, one can opt for optional exterior accesso-ries such as the front and rear add-on styl-ing kit and side skirts. The list doesn’t end there, a roof mounted rear spoiler is also available. These add-ons make this the sportiest looking Indica so far.

Inside, the most noticeable change is the incorporation of the Manza dashboard. The centre mounted instrument cluster then makes way for a driver aligned unit and the car gets the same unique tachometer needle that turns red while closing on the redline. There’s also a fully automatic air-con as well as a new touch screen stereo with integrat-

ed voice assisted GPS and Bluetooth con-nectivity in the top-end ZX+ variant. Inte-rior fit and finish has improved as well.

The biggest change to the car is the en-gine, the car borrows the Tata Manza’s Quadrajet unit that puts out 90PS of max power at 4000rpm and a healthy 200Nm of max torque. It’s also seen under the hood of cars from Fiat and Maruti. This makes it one of the most powerful diesel hatchbacks available in the country today. The rise in power is thanks to the use of a VGT (Vari-able Geometry Turbocharger). The engine is smooth and refined. Tata engineers claim the car has a flat torque curve for a wide rev range. On the road the car definitely feels more powerful but there is still noticeable turbo lag up to 2000rpm. In town and

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X-cellent? Words Halley Prabhakar Photography Varun Anchan

The X1 gets an update, is it any better?

The X1 is one of BMW’s high-est selling cars in India but has had its own share of drawbacks that needed at-tention. The new X1 comes

in a little late but after a wait it’s finally here. We were eager to find out if the up-dated model is any better than the X1 we’ve known and tested it to find out.

BMW have dropped the petrol variant and now offer the X1 only as a diesel model. The engine is the same 2.0-litre, four cylinder unit as before but now puts out 184PS at 4000rpm, up by 7PS over the older model. This power boost along with a new 8-speed automatic transmission helps the car hit 100kmph in eight seconds flat (0.9 seconds quicker than before). Roll-on figures have also improved as has overall fuel economy. To further extract the most efficiency out of the engine, BMW now offer the X1 with the

EcoPro mode, this means the car now fea-tures brake regeneration and start stop func-tion along with an optimised for economy driving map and a less power sapping cli-mate control setting. We couldn’t test the car in this mode, but in regular driving mode, the car returned 10.9kmpl in town and 19.2kmpl on the highway resulting in an overall figure of 12.97kmpl (down by just 0.1kmpl compared to the older X1). So the car has improved in terms of performance but how is it to drive? The X1’s hydraulic steering is known to be a heavy unit, the new X1 still feels the same but only once I went through the spec sheet did I realise that the hydraulic unit has been replaced with a ser-votronic one. It hasn’t helped in making the steering lighter and is as heavy while on the move. Only in parking speeds can one really make out the difference. The ride too is still stiffer than its competition and could have

been softened a bit like in the new 3 Series.In terms of styling, there are a few

changes. The X1 arrived in an all-new Va-lencia shade that makes it stand out in the crowd like an orange in a sack of potatoes. And it is also very close in tone to what Audi offers in the Q3! The car is striking and in a sporty shade like the one we test-ed, it looks very tempting. The overall styl-ing however looks similar to the old X1 until close inspection. Look carefully at the nose and you will notice that the entire front bumper has been replaced with a newer design unit. The kidney grille is slightly different and the slats in the sport line model we tested are finished in gloss black and so is the bumper lip. The bumper also houses a new air dam that neatly flows into the overall design. The sides of the X1 are the same as before, the only change being the newer V-spoke style 17-inch alloy

T e sTBMW X1

Six pack Words Halley Prabhakar Photography Varun Anchan

Twin turbos, more power, more torque. The X6 gets more muscle

The X6 you’re seeing here looks different to you? That’s because BMW have given its sport activity vehicle a mid-cycle update. Look at the X6

and one will first notice the striking new colour, the deep sea blue hue on our test car is one of the many new shades one can choose from. However, there are more ad-ditions and modifications made to the 2013 model. Externally, the front end re-ceives a new refreshed face, the headlam-

ps are sharper and the kidney grille is slightly different, both these are mounted to an all-new bumper. There’s also an op-tional full LED adaptive headlamps on offer as well and a newer shape corona rings that give the X6 a completely differ-ent character especially once the sun goes down.

The front bumper also houses a differ-ent air dam and fog lamp. Like in most up-dated X models, the fog lamp is reposi-tioned and in this case sits higher than

before. No changes have been made to the sides, the only change being the newer de-sign alloy wheels that are sporty and go well with the X6’s character. The rear also gets a new design tail lamp that feature LED lights but nothing else has changed.

Step inside and one is greeted by new dual-tone interiors, our car featured a black/beige combo that looked quite ele-gant and attractive. One can also choose from more dual-tone shades. The interior design however remains untouched and

T e sTBMW X6



Words Rishaad Mody Photography by Varun Anchan

Year of the catWith the affordable XF 2.2, Jaguar is all set to prey on the luxury car market

CoM pA RoXF2.2 vs 520d vs A6 2.0TdI vs E220 CdI

Price(ex-Delhi) Rs 2.74 crore

Engine 5935 cc V12

Max Power 497PS@6500rpm

Max Torque 570Nm@5750rpm

Why to buy ....? Harum il idelescim ium qui berae nullore pudaectianda secer-cimaio. Bis dolupic iistis dipsus repere nus, sam re cus cum nem et fuga.

Convertibles

Location courtesy: Aston Martin Store, New DelhiModel: Lucia Ivanova, Agency: Toabh Wardrobe courtesy: Dress – Bebe, Shoes - Charles & Keith Styling: Palavi Chopra Sharma


Words Alan D’Cruz Photography Gaurav S Thombre

Last few keys to an exclusive club are still available

Aston Martin

VIRAGE VolAntE

Getting your hands on this delectable piece of English exotica might be a little hard considering that after building just a thousand Virages, Aston Martin have decided to end its production after just 18 months. Reason being that it fitted into too narrow a niche between the DB9 grand tourer and the DBS sports car. While the coupe may suffer from a ‘Malcolm in the middle’

identity complex, there is no such issue for the convertible soft top. It’s just a convertible with a distinct air of exclusivity about it. In the looks department too the Virage has received the best of both worlds looking more exclusive than the DB9 but without the overly aggressive lines of the DBS.

It has every right to strut its stuff too with a 6-litre V12 making 497Ps and 570Nm. The engine sings a song that just begs to be heard and is mated to a Touchtronic 2 six-speed gearbox. It gets to the ton in 4.6s and has a top speed of 300kmph.

The extruded bonded aluminium VH body structure has been strengthened to make up for the lack of the roof and has a rear sub frame that aids rigidity too. The car also features adaptive dampers from the DBS but is tuned for better comfort.

The Volante is only available in a 2+2 layout but rear seats would only fit really small people or any of your luggage that spills out of the small 152-litre boot. An Aston Martin cabin is luxurious and the Virage Volante is no different with high quality leather and glass buttons begging to be showed off. Rs 2.74 crore, ex-Mumbai is what it costs for this exclusivity but rest assured with such limited numbers its value can only appreciate.



Scooby two! Words Halley Prabhakar Photography Ashok George

Two extreme Imprezas, one for the street and one for dirt, which one is the ultimate Scooby?

If I ever had a Subaru Impreza, I’d be the happiest man on earth. I would live in a shack and sleep on a mat and it wouldn’t matter. That is just me. But then there are others. They

have a Subaru Impreza WRX STi that they use everyday on the streets. They also have another Impreza. One that they use to mess around in the dirt and win a few trophies here and there. Who are they? Team Kajah Motorsport and its head honcho A Zuhin.

The Subaru Impreza WRX is one of the

best all-round cars to have ever been produced, period. Only a few cars have made an impact like the turbocharged Impreza in the tuner and rally world. It’s a car that was developed in the nineties to primarily take part in the world rally championship. It did just that and went on to actually win at its debut and give Subaru three consecutive WRC titles. Think of rally heroes, Colin McRae and Richard Burns and it’s the airborne rally blue Impreza in contrasting triple five colours and gold

wheels that will come to your mind. Even rally legend, Ari Vatanen drove an Impreza in the car’s debut rally and finished on the podium. Thanks to FIA homologation rules, the car was offered to the public in road form and this has made it an enthusiast’s choice over the years thanks to its high performance to price quotient. It’s an all-wheel drive car that you can race, rally or even take your kids to school in, thanks to its four doors and seats. It is a practical sportscar.

F e At u r eSubaru iMpreza - STreeT VS raLLY

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Zuhin is a Subaru fanboy and the man who drives both the Imprezas you see here to the limit and then some. The blue Impreza WRX STI is his road car for street use. It may look like a stock WRX STI but under the hood it packs a Mohammed Ali punch. The standard 2.0-litre boxer engine has been bored and stroked to 2.5 litres by a little known company called Cosworth. There is also a bigger turbocharger from Tomei. The motor has been blue printed and

special light pistons have been used. The fuel injectors, clutch and flywheel and exhaust system are all upgraded as well. To get the engine map to adjust to all the additional mods, special software from Ecutek has been used to flash the stock ECU. This helps the engine extract close to 400PS. That’s as much power as a flat-six engine from the Porsche 911 Carrera S coming out of a flat-four engine. To improve dynamics, fully adjustable suspension from TEIN has

Only a feW cars have made an imPact like the turbOcharged subaru imPreza in the tuner and rally WOrld

MAR 2013 oVerdriVe 135


F e at u r e100th Great escape


Sand-tenary Words & Photography Bertrand D’souza

the Great escape celebrates its 100th birthday by doing what it does best, dune bashing!

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Small bikes return to form globallyrenewed focus on 250-500cc motorcycles globally is great news for the indian enthusiast

One of the fallouts of the past few years of slow economic growth, falling sales is that bike sales in general have suffered. But the positive side of this is that more and more manufacturers are tearing themselves away

from the latest and greatest sportsbikes on to more practical, affordable machinery. Demographic trends show this is a shrewd move as well. The average age of motorcycle owners in most of the mature markets goes up every year and the youth, simultaneously show ever lower interest in private transportation. The latter is a worrying trend for motorcycle and car makers alike. The solution, for now, everyone believes

is friendly, more affordable motorcycles to hook buyers up and down the order into motorcycles. Honda seems to be the company that is further along in this strategy.

The Fireblade has not received a significant update in years but Honda has been rolling bike after bike in the 250-700cc range all of which are significantly cheaper, lower tech but promise fun, practicality and a positive ownership experience. The trend started with the NC700 range of 697cc parallel-twin engined motorcycles that received a surprisingly positive response all over the place. The NC700 range includes the D scooter but the bikes in the news are the NC700X adventure tourer, the naked S and the SA (bikini faired). The engine

ninja 300r New 39PS Ninja arrives by July-August. Expect a small rise in price but a big rise in the fun quotient



R i deHonda activa

Optimised prime

Words Alan d’Cruz Photography Varun Anchan

india’s top scooter becomes more frugal

Honda have tweaked the formula for their 109cc powered scooters and are now claiming an incredi-ble 60kmpl efficiency for

all three – the Activa, Aviator and Dio. We rode the new Honda Activa to see if this claim holds water.

First let’s see what’s changed. Visually there is only a small HET badge on the left hand side panel of the scooter distinguish-ing it from the older model. HET or Honda Eco Technology is what Honda claim makes the three scooters the most fuel efficient au-tomatic scooters in India. It’s not a new component or a new approach but just an optimisation of their existing components, increasing their mechanical efficiency hence improving fuel efficiency. Changes have tar-geted three areas that affect efficiency – combustion, friction losses and transmis-sion losses. The combustion has been improved with a new spark plug and opti-mised inlet port. Friction has been reduced with an offset crank, lighter materials, a low

tension piston ring and improved bearing oil seal. The ratios and mechanicals of the V-matic drive have also been optimised. These changes however have had no effect on the power and torque figures. So how does this all work together?

Predictably with no changes to chassis and suspension the scooter handles and rides the same as the old model but there is a noticeable smoothness to the transmis-sion over the previous model. The real change is in the way the new Activa treats your wallet. In our city and highway mile-age runs it returned significantly improved figures at 55.55kmpl (was 53.2kmpl) and 67.42kmpl (was 58.3kmpl). With an overall figure of 58.51kmpl the new Activa goes a further 4.11km per litre. Performance has improved slightly with a 0-60 time of 10 seconds (was 10.2s) and the top speed is now 86.2kmph (was 85.5kmph). What is re-ally great is that this more efficient offering is available at just Rs 830 more than before making it a really great option if you’re in the market for a new scoot.

SpeCifiCAtionType 109cc, 4-stroke, single cyl

Max power 8.1PS@7500rpm

Max torque 8.74Nm@5500rpm

LxWxH 1761mmx710mmx1147mm

Price ` 51,220 (ex-Mumbai)

+ Performance and efficiency

- Looks the same

Only visual indication that this is the new Activa is the HET badge on the left hand side panel

Words Abhay Verma Photography Gaurav S Thombre

First bloodThe first Aprilia ridden on Indian soil!

overdrIve MAR 2013154

I got my first taste of supermotos when I rode the Ducati Hypermo-tard from New Delhi to Srinagar and back last year. The ride was long enough to establish that as Shumi

has always maintained, supermotos are probably the best form of two wheels for a country like ours. They excel around cor-ners, offer great performance in the real world and are comfortable and versatile enough for touring as well. But unfortunate-ly our bike manufacturers are yet to pay heed to this, despite the crying demand from en-thusiasts. Apart from the Ducati there’s only one supermoto on sale in the country cur-rently, which is the Aprilia Dorsoduro 1200. Aprilia set shop in the country almost two

year ago, but we never got any test bikes, until now that is, simply because the outfit was too small to keep a fleet of motorcycles for the media to sample. Pune-based Arco Automotive, who were the first Aprilia deal-ers in the country provided us with the Dor-soduro 1200 ABS to ride.

So what is the Dorsoduro 1200 like? To begin with, it looks surprisingly compact in the flesh. I always perceived it to be a large machine, but its compact dimensions belie what it looks like in pictures. Styling is typi-cal, with a tall, beak-like mudguard sitting between 43mm long travel upside-down forks. The headlight and bikini fairing are flanked by large knuckle guards which we are told are part of standard fitment. The

R i deAprIlIA dorsoduro 1200

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suzukiinazuma suzuki’s new baby B-king finally lands on uk shores. al takes to the streets on the a2 licence friendly bike to see if it will be badass, or bad as?

R i desuzuki inazuma 250

if you’re young and you like motorcycles you’re about to find that times are tough. The golden era of badass learner machinery has vanished in a flash of EU regulations, emission laws and user-friendliness – although KTM and

Kawasaki are reviving the hardcore with recent design-led efforts.

Part of the neglect is down to small capacity four stoke engines and the way they work. They’re tricky and intricate on the inside, but dull and straight on the outside – a bit like John Major. Little two strokes were peaky and aggressive, the polar opposite of four-bangers. But there’s a new kid that’s snuck under the 2013 radar, potentially bucking the trend.

Modelled on the rampant but ultimately unsuccessful B-King, the Inazuma 250 is Suzuki’s latest escapade into the new rider market. Inazuma means lightning in Japan. We can only assume there were some issues with translation because there’s nowt lightning about this puppy, which isn’t necessarily a bad thing considering its market positioning.

Some bikes are photogenic, others aren’t. The Inazuma certainly divides opinions and looks like a B-King clone gone horribly wrong in the flesh, but it remains pretty dapper in pictures – although what is going on with that front mudguard?

There’s enough aggression and muscular lines to pull off a burly naked impersonation, and its size, although comfy and accommodating for the vertically challenged, is far from diminutive. It’s the 250 that looks like a 500, with twin pipes and all.

Dissecting towns and urban areas is what the Inazuma is all about. It’s stupidly easy to ride, with intuitive controls and a simple purpose. The light-action clutch, soft-cut gearbox, and ridiculously effortless throttle all take bugger all brain power, while the balancer shaft in the engine ensures a vibe-free ride, wherever the revs are.

Our biggest love for the Inazuma is its substance and presence. 183kg sounds a little hefty for a bike targeted at newbies but, trust us, the weight really helps and goes unnoticed. For such a budget bike, and regardless of close-up inspection, it never feels cheap on the fly. There’s a big-bike sensation to it and its weight feels proportionate and perfectly balanced, meaning stability and assurance is all part of the package. The suspension, despite its parts bin heritage, is superbly damped and sprung for a wide range of riders and environments. There’s none of that pogo

Words Alastair ‘a-force’ Fagan/Fast Bikes Photography Jonny Gawler

Dissecting towns is what the inazuma is all about

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Words Abhay Verma Photography Gaurav S Thombre

Rising starWe test Hyosung’s new cruiser to find if it can succeed in a fast maturing market

The Koreans seem to be taking over our world! We’ve already had Hyundai, Samsung, LG and Ssangyong enter our markets. Of

these, all have enjoyed great success in their respective segments except for Ssangyong, who recently entered the SUV segment. And now we have Hyosung vying for attention in the two-wheeler space. After a short yet successful first stint Hyosung made a come-back two years ago. But Hyosung, who pri-marily makes and sells its entry-level and middleweight sportsbikes and cruisers in the international markets, is yet to carve a niche in the CKD space in the country.

Initial impressions of their latest launch, the Aquila Pro were positive – the bike felt better than the ST7. But is it good enough to challenge the entry-level Harley-Davidsons? A road test was due, and I decided to straddle the motorcycle once again, this time for a longer duration.

Styling and build qualityThe Aquila Pro’s claim to fame is its styling package. Proof of its visual appeal were the people thronging the motorcycle every time I parked it. The first question from quite a few was – is this a Harley-Davidson?

The imitation-flattery arguments aside, the Aquila Pro is an impressive-looking mo-torcycle. It is large, almost too large for a mid-dleweight, and flashy. It looks modern, and has a sense of distinctiveness. Park it next to a Harley-Davidson Super Low, and the Aquila Pro will definitely look more eye-catching.

I wish the headlight had a more dramatic design though. The instrument pod’s oblong shape looks odd from several angles. The air scoops below the fuel tank are shaped well, but would have looked better had they covered the gaps between the fuel tank and the frame rails. The stepped seat looks nice, with the pillion sitting just a couple of inches higher. However, what looks like a grab rail

next to the pillion perch is actually just a design element that sits flush with the body panels, and is of no practical use. The LED tail light looks nice. Paint quality is good, but fit-finish could have been better. The grips are the same as the ST7 and are hard, and softer materials might have been better for longer rides.

EnginE and pErformancEThe Aquila Pro borrows the GT650R’s liq-uid-cooled, DOHC 647cc, 90-degree V-twin. Peak power and torque are produced rather high in the rev range for a cruiser as a con-sequence, but the engine feels athletic even at low revs. Power and torque ratings are identical - 74.7PS at 9000rpm and 62.1Nm at 7500rpm. It feels a lot more powerful than the ST7, which despite a slightly higher dis-placement produces a relatively tame 58PS.

The engine feels smoother than the GT650R sportsbike and ST7 cruiser, but

TESTHyosung aquila pro

Party animals

A cross-brand motorcycle event has, I believe, been overdue. So naturally, the buzz around the India Bike Week was incredible.

We not only heard of bikes in garages all over the country being readied for the ride to Goa leading up to the event, we were amazed at the 600 Harleys that turned up, as well as the delightful mix of superbikes, Indian bikes, Enfields and RD350s that filled up the parking lots. The Harleys were the largest group by far and they rode in from all over the country, from as far as Chandi-

garh. Harley-Davidson kicked off their 110th anniversary celebrations with India’s first Harley Owners Group ride that ended at the India Bike Week. All told, more than a quar-ter of all the bikes sold in India were there!

The 6500 motorcycle enthusiasts who turned up usually arrived in large groups and spent the two days listening to great music, drinking beer, chatting, bench rac-ing, browsing the vintage bike and custom bike displays as well as watching the chop-per build off, browsing motorcycle gear on sale and more. For the rest there were also screenings of documentaries, talks by

eminent motorcyclists and more. It was less busy than it sounds, but when you’re out on bikes with friends, time is the one thing you can never seem to have enough of.

We asked Martin da Costa who heads Seventy Event Media Group, the company that organised the India Bike Week why the ‘week’ was two days long. He smiled and said that people have been riding as long as three days to the event and will spend three more days going back so the Goa event maybe only two days, but for all of these rid-ers, it has been a Bike Week. Costa intends for the event to return next year with more

Words Shubhabrata Marmar Photography India Bike Week/Shubhabrata Marmar

6500 bikers come to Goa for India’s biggest motorcycling party

overdrIve MAR 2013170

F e at u r eIndIa bIke week 2013

T r av e l o g u eResoRt hopping

oveRdRive MAR 2013174

Times of sand Words & Photography ashok george

spending some time in the sand, what else?

Jaipur

MahansarBikaner

Jodhpur

Jamba

Jaisalmer

Sam

Stay on the throttle, stay on the throttle. Oh no, push to the left. Now to the right. Now left. Right. Left. Oh s***!

Next thing I know I was flying through the air trying to monkey walk my way out of having to end up on my face or arse. At this point I had been riding across Rajasthan for three days. The 23 bikes that were on Royal Enfield’s Tour of Rajasthan started from Jaipur on February 5 after scrutiny the previous day. I woke up, kitted up went to warm up my bike and stopped dead at the doorway. It was raining! What a way to start a ride.

I’m not a fan of rain as you may have realised. Especially if the temperatures are in single digits anyway. I started up the Thunderbird 500 and wiggled my arse to get comfortable. Time to hit the road. The

convoy of 23 bikes and three support vehicles were to travel 220km from Mahansar to Jaipur on the first day. The final stop for the day would be the Narain Niwas Castle in Mahanasar, a palace that has been converted into a hotel. A few kilometres before we got to Mahanasar we got our first bit of sand. Time for a little excursion. The entire convoy headed into the little dune and went mad right away. After a few people had gotten themselves stuck and the other had pulled them out we headed for the Hotel. The next day was going to be a new one. Time to get some grub and sleep.

Early mornings in Rajasthan are biting cold. It was time to bring out the windproof liner to the jacket. Just as the sun was up we were ready to depart. Our route today would take us across the long straight

tarmac stretches through Ramgarh, Ratangarh and Junagarh to Bikaner. But first it was necessary to get some more sand in our boots. The entire group hit the dunes this time around and after an ample number of riders had been pulled out of the ditches they had dug themselves into and others had heart’s fill of Dakar-style jumps we resumed our ride.

You have to be in a certain frame of mind if you are riding these roads. All through our ride we encountered all of eight proper corners. If you are looking for some high speed cornering action, then you are most likely in the wrong place. Go hit the hills then. We reached Bikaner by late afternoon. After a quick bath and some relaxation it was time to socialise. This would turn into a tradition right through the ride. After a long day in the saddle, we would all sit down for a

MAR 2013 oveRdRive 175

Getting stuck is part of the fun After some dune busting

Natures 4x4 meets an Indian legend

overdrive march 2013 issue preview

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