The Range Rover Sport SVR is reportedly set to receive a more powerful engine thanks to Jaguar for the 2017 model year

With around 550 horsepower on tap, nobody would have called out the current Range Rover Sport SVR for being a slowpoke on the road. But there just is no end to our hankering for power, and so, the 2017 Sport SVR is reportedly set to get even more of that, with a little help from Copy Cartier Watches UKsister luxury brand Jaguar.

The engine in question here is the more powerful version of Jaguar Land Rover's signature 5.0-litre supercharged V8 from the Jaguar F-Type SVR that was showcased at the Geneva Motor Show last year. In the new two-door this engine produces 575PS of max power and 700Nm of torque, making it the most powerful F-Type yet. By comparison, the outgoing Range Rover Sport SVR develops 550PS and 680Nm of torque.

Thanks to the extra power, the 2017 Range Rover Sport SVR should be able to sprint from 0-100 kmph in less than 4.5 seconds before hitting a top speed in excess of 260 kmph. Those performance figures should put it in the same league as the Porsche Cayenne Turbo, which  has less power but also weighs around 70kg less than the Sport SVR. The current Sport Panerai Luminor Watches UKSVR sprints to 96 kmph in a claimed 4.5 seconds, slightly behind Porsche's 4.2-second claimed time.

All models will come standard with an eight-speed automatic transmission controlled by shift paddles and all-wheel drive. Although it’s being primarily designed for high-performance driving, 2017 Range Rover Sport SVR will ship with an updated version of Land Rover’s Terrain Response technology, and with an air suspension that can be configured to provide a generous 9.3 inches of ground clearance when the going gets tough.

Autocar reports that there will also be some slight changes to the exterior, with larger intake vents to support the added performance. That ought to put the 2017 range Rover Sport SVR in prime position to do battle with the forthcoming Lamborghini Urus as well in what's shaping up to be a real grudge match among Europe's fastest, most powerful, and most expensive luxury SUVs.

Courtesy : Zigwheels

The latest versions of the BMW M3 and Mercedes-AMG C 63 rekindle the age old rivalry.

Traffic. Merciless traffic. Trucks, buses, rickshaws and bikes, coming at us from every direction. Also in the mix, overcrowded utility vehicles, impatient cyclists and loads and loads of ‘dumbwalkers’, sauntering across the road, their noses in their phones. It feels a bit like we’re in one of those complex, multi-dimensional paintings from one of the Renaissance masters, painted on a vast canvas, with hundreds of elements all fighting for our attention. What’s worse is that we are sat in cars that have a huge amount of potential energy, tightly coiled under the hood. Our average speed over the last half hour, a paltry 12kph; sheesh, what a waste! We should’ve left the city earlier, we really should have.

Then it ends. I have to edge past a broken- down bus, but once I’m through, the road ahead is as open as the savanna. Time to let off some steam, be a little irresponsible. I put my left foot on the C 63’s brake, place the accelerator on the carpet, and then let it go. And launch it does, like an artillery shell. The rear tyres spin away some of my angst and the rear does a bit of salsa, but once the tyres hook up, the AMG leaves the line like it’s been shot out of a cannon. I expect protest from the cars around, but all I get are a few thumbs ups and smiles; guess everyone enjoys a bit of a release after the traffic.

The road now is ours, and as expected, the hammer goes down. The contrast between using two and 100 per cent throttle is so huge, it initially takes my breath away. I’ve had the privilege of piloting the 503bhp C 63 S several times over but nothing really prepares you for that first stab of rabid acceleration. Like being drenched in cold water, it’s startling, refreshing and invigorating, all at the same time. What leaves a lasting impression, however, isn’t that single hit of early power, but the manner in which the AMG keeps pulling harder and faster as the motor winds up the powerband. There’s enough power from 3,000 to 5,000rpm to satiate most, but the Merc engine keeps pulling with brute force all the way to 7,000rpm. Nothing this side of a supercar pulls this hard. Enjoy blowing past slower traffic? This is the car for you then.

The M3, if anything, has an even more enthusiastic top end. Its engine is 1,000cc smaller, it has two fewer cylinders and it makes only 425bhp to the Merc’s 503, but it revs harder, is lighter by 50-odd kilograms and comes with the faster gearbox. But none of these advantages are apparent when I swap cars. The M3 has nowhere near the urge of the Merc in the lower half of the powerband, and this is repeated every time I get on the gas. Whereas the Merc goes SLAAAM as soon as you hit the pedal, you have to wait a bit for the revs to rise in the BMW (due to the bigger turbo). The Merc, as a result, is snapping at the heels of the BMW at every chance we get to really pull these cars together. The gap stabilises once the revs rise and the BMW spins harder and more enthusiastically to its 7,300rpm redline, and then it feels absolutely brilliant, and actually just as quick. And it’s the more frenzied of the two in the top end, which only adds to the drama.

It’s the AMG, however, that noses ahead. It head butts the 100kph mark from rest in just 4.2 seconds when the launch control is used and feels seriously quick with 200 coming up in just 13.05 seconds. The BMW is only slightly behind. It runs to 100 in 4.7 seconds with the launch control not working satisfactorily, which, if you think about it, is insanely quick in isolation. Please remember these aren’t sportscars or supercars, they’re big and heavy sedans with huge amounts of power and grip. They shouldn’t be this quick.

And the AMG is the faster of the two as well in the slog from 20-80 and 40-100. It accelerates from 40 to 100kph in just 2.9 seconds, which is devastatingly quick whichever way you look at it. Count it out loud, 1, 2, 3 and you’re at 100. Yeah, that’s bloody quick.

Luck is on our side when it comes to traffic. We still have the wide, three-lane highway to ourselves, with only the odd car or two along every straight, and so the long, hard bursts of acceleration continue every time we see a long and open stretch, the only thing limiting us, our own self preservation instinct.

A series of tunnels approach, and I drop my speed and the M3’s windows. But instead of listening to the BMW, I get an earful of the AMG as it slips past, comes down the gears and then accelerates, leaving me chuckling in its wake. And what a beautiful noise it is. The blare is a delightful combination of Nascar V8 rumble and the sharp crack of jet exhaust on overrun. It’s tight, fruity and sonorous all at the same time, and I just can’t get enough of it. The straight-six under the hood of the BMW sounds totally different. Its howl is very sporty in its own right and it sounds the business too, as I explore the upper reaches of its powerband along a long, curving tunnel that follows. But for sense of drama and sheer scale, the AMG’s tight-as-a-drum rumble and blare is hard to match. And the Merc has the smoother engine of the two as well.

The M3 though, is the more comfortable of the two over bad roads. We switch from a wider, faster highway to a quieter one with more charismatic corners. But road in between isn’t in as good a condition. The Mercedes feels jiggly at low speeds and the suspension crashes quite regularly over larger craters, even in ‘Comfort’ mode. This is surprising because the M3 is stiffer sprung, but it seems to take the edge off the craters and holes a bit better.

The BMW also has more grip, greater agility and easily feels the more poised of the two through corners. We meet up with Hormazd, who’s driven down from a nearby hill station, just as we hit the really fun roads. The ghat roads aren’t in perfect condition and the bumps do upset the composure of the cars, but Hormazd still takes off like a bat out of hell in the C 63; the Poladpur ghat we are on is literally his back yard. In fact, so comfortable is he with the road and the cars, we decide to stop to take some shots of the cars sliding around a long corner just ten minutes in. The Merc is the easier to slide of the two. It isn’t as grippy as the M3, and because the hit of torque comes in nice and early, it’s easier to break traction at the rear. This is borne out while attacking corners further up the ghat as well. The AMG, in fact, feels more stinking fast GT than out and out sportscar when you really get it on. Its steering is smoother, it rolls more in corners when you go from lock to lock and the difference between it and the BMW is so marked, it clearly feels the ‘softer’ of the two.

To get the M3 to slide, you need to be brutal and drive it extremely hard; otherwise, it has so much grip, it just stays glued to the tarmac.

I jump back into the BMW just to verify, and am immediately struck by just how much more grip it has. It just hangs on leech-like in corners, and like all great sportscars, begs you to drive it harder and faster. Body control is much tighter, there’s less understeer and more bite when you turn into a corner and the steering tells you just how much grip there is in the rear, which also goads you on. It also has the quicker gearbox and the more reassuring brakes. Problem is, it only wakes up and thrills you when you are driving it really hard. The AMG, in contrast, is entertaining at any and all speeds. 

We stop again to can some good light shots as the sun goes down. The subtle differences in character are now easier to spot. The Mercedes is the more restrained of the two. Its longer nose makes it look a bit sportier than the standard car, but the ‘enhancements’ are otherwise so minimal, identifying the car without the badges, square exhausts and big wheels would genuinely be tricky. The BMW is clearly the extrovert here. There’s a big power dome on the bonnet, the wheel arches pop much more, especially at the rear, and as a result, it looks the more hardcore.

On the inside, neither is too far removed from the stock car. The Merc has the more elegant cabin and dash, but the BMW is the sportier on the inside as well. The 3-series has a racier looking cabin to begin with, and the new three-spoke steering wheel and the seats with integrated hand-rests make it look the more convincing of the two. It also has the more supportive rear seat. The Merc has more rear legroom and the cabin is a bit better put together, but it still feels like a luxury car that’s dressed up in a track suit. 

The C 63 S dash has plenty of upmarket trimmings but Mercedes has upped the sport quotient by adding in some carbon-fibre trim.

The M3 and C 63 look like regular sedans from a distance. They both have four doors, practical cabins and a boot. What makes these cars unique is that they can also stand up and go 15 rounds with most sports cars. The BMW is the thoroughbred of the two, the better driver’s car. Engineered to be driven hard, it outperforms the Mercedes around corners and is a match for it in a straight line, delivering acceleration in manic bursts. That said, it needs to be driven to the limit to entertain. The more expensive Mercedes is more relaxed and uniquely, has the ability to entertain at just about any speed. To enjoy the BMW, you need to access some seriously fun roads and go out and drive it as hard as you dare. Enjoying a drive in the AMG is much easier. With its cracker of an engine, it has the ability to get you grinning on even on that Sunday morning drive to the bakery. And that’s exactly why it wins; the thrill is easily accessible, any and every time you want.

Courtesy : Autocar

Bajaj Auto is looking to bring new models to the adventure-touring, cruiser and multi-purpose urban-touring categories.

Bajaj Auto, the second largest motorcycle manufacturer and the largest exporter from India, has big plans for 2016 and 2017. The company, which made headway into the premium motorcycle segment in 2012 by launching the KTM 200 Duke, kick-started a trend that marked a shift of commuter motorcycle users to the premium end.

With four products under the KTM brand – Duke 200, 390, RC200, RC390 – the company expanded its Pulsar range with the launch of the single-cylinder, 200cc RS200 last year, that came in two variants including one equipped with ABS. While the latter became the most expensive Pulsar model, according to the company, the ABS variant of the Pulsar RS200 sold Swiss Fake Watchesmore than the non-ABS one. This clearly points out that although there is a growing room for premium motorcycles, potential customers are also upgrading themselves in terms of new categories of motorcycles, safety aspects, value-for-money, features and more.

Now, the company is gearing up to take the domestic market a notch higher in terms of creating space for new-value motorcycles. With a solid product strategy in the premium motorcycle segment, Bajaj Auto is looking at possibly opening up the adventure-touring category (with new model(s) lined up under the KTM brand), cruiser segment (possibly with a 375cc cruiser model under the Avenger brand) and multi-purpose urban-touring category (via CS 400 under the Pulsar brand) in the domestic territories.

That said, the upcoming products are also expected to open up new global markets for expanding business under exports. The company is also learnt to have initiated the process of upgrading its Chakan facility for the production of motorcycles under the Husqvarna brand. Multiple sources aware of the developments at Bajaj Auto have confirmed its aggressive product line-up and the ongoing activities at its Chakan plant, where the company currently manufactures the KTM models for domestic as well as the export markets.

Upcoming products

Many sources have pointed out that the upcoming adventure-tourer motorcycle from Bajaj Auto will be from the KTM brand, and will rival Royal Enfield’s recently unveiled single-cylinder, 411cc Himalayan. A source informed our sister publication, Autocar Professional that the commercial launch of the new motorcycle is to happen as early as April-May 2016. Another source aware of the development said that “the company has possibly developed the adventure-touring models under two engine displacements. These are the ones which it already manufactures locally.”

It is known that the company currentlyCheap Fake Rolex Watches manufactures four engines for KTM models that are sold domestically and in the export markets – 125cc, 199cc, 249cc and 375cc – all with a single-cylinder configuration.

Bigger Avenger and Pulsar in the offing

Multiple sources have confirmed that a bigger Avenger and a more premium Pulsar (both potentially using the single-cylinder, 375cc engine) are being readied by the company, and the projects are in the final stages of testing and validation. The Pulsar referred here could be understood as the derivative of the CS 400 concept that was showcased at the 2014 Auto Expo.

Bajaj Auto has found remarkable traction in the market with its Avenger brand. The company saw Avenger sales picking up when the industry sales were declining last year, thanks to the new Street 150 and the 220cc variants of the cruiser.

 “The bet on the 150cc cruiser segment has paid off well and Bajaj Auto has successfully found buyers in the affordable category. In terms of now extending the brand to the more premium end (in the league of higher engine displacement) the company could well position a 375cc Avenger (potentially naming it as Avenger 400) in the market to unsettle Royal Enfield’s hold in the midsize segment. This obviously would depend on the product packaging, the feel, sound, pricing and many other crucial factors,” explained a source close to the company.

Talking to our sister publication Autocar Professional in the context of Bajaj Auto’s aggressive product strategy at the premium end, VG Ramakrishnan, managing director, Avanteum Advisors LLP, said: “That’s an area that they have worked hard for and it makes sense if they want to protect their hold on it. The focus on the premium segment allows them to focus on profitability and the consumer shift towards the higher segment. Further, with manufacturing of new KTM models, the exports are also expected to pick up. However, these markets are very different, and we will have to see how this pans out in the near future.”

Chakan – Bajaj Auto’s R&D lab

Rajiv Bajaj, managing director, Bajaj Auto has often referred to the Chakan plant as a research and development laboratory. The plant has occupied strategic importance within Bajaj Auto as it houses the production setup of KTM motorcycles. According to three different sources in the know of the development at the plant, the company is busy upgrading the facility for the production of Husqvarna motorcycles. It can be recalled that Stefan Pierer, CEO, KTM Motorcycles, had already stated during one of the product launches in India, that the company was looking at bringing the models under the Husqvarna brand to the local markets as well.

If a source working on the project is to be believed, the company plans to launch the Husqvarna brand with its product in Q1-Q2, 2017. “Bajaj Auto has shifted the manufacturing of Pulsar motorcycles from the Chakan plant. The facility is being readied for the production of Husqvarna motorcycles. It is following a timeline of March-April 2017 for a commercial rollout of the model(s) under this brand in India,” disclosed a source from the company, who wished to stay anonymous. Analysts speak Giving his perspective on the company, Abdul Majeed, partner, automotive, Price Waterhouse (PWC India), said: “FY15-16 was a challenging year for all two-wheeler companies in India. The export markets were also affected because the economies, which are key markets where two-wheelers are exported, are dependent on oil revenues. Since global oil prices are down, export orders are also down. For Nigeria, a key market for Bajaj Auto, this is not great news at all. For Bajaj Auto, which has its distribution network in place and has the knowledge of Indian consumers, the right products with right pricing will define its prospects in 2016 and 2017. They are not in scooters, so obviously they need to be aggressive on the motorcycles, be it the 110cc, 125cc, 150cc or 250cc class. The company will have to very clearly understand the changing customer preferences in order to continue tapping growth. I believe that Bajaj Auto will see benefits coming from the new launch (V15 model) in the coming months. Whether they will be able to sustain is all about how the word of mouth gets spread and how the product meets the aspirations of its customers.”

On the possibility of a more premium model under the Avenger brand and competing against the likes of Royal Enfield, Majeed added: “It is a brand that is well accepted in the market because of the great features on offer, the looks and other factors. I estimate that the Avenger brand should do well in 2016-17 and hold on to a good growth on its name plate as the company has worked hard on various factors that lead to product packaging. To unsettle Royal Enfield, you need to have a very strong product with a very good pricing. People buy RE bikes because these can be used for pleasure riding as well as daily commutes. Any upcoming product(s) have to be better than what is already there in the market. Therefore, bringing the right product to the market would be the key. They should be able to put a good fight in the market in 2016-17 against the potential rivals (Harley Davidson, Royal Enfield).” Expectations from Bajaj V15 While unveiling the V15 in Delhi recently, Bajaj said: “In order to address a problem, we believe a right strategy would be to look for a solution for bigger scale. To address the problems of 125cc, we went to find the answers in the 150cc class.” It is understood that with the V15 model, the company is looking at potential buyers not just from the 150cc class. Further to keep it competitively priced, the company has priced the V15 at Rs 62,000 (ex-showroom, Delhi).

In this context, Ramakrishnan said, “The Discover brand could not make a dent in the commuter motorcycle segment. The company therefore needed a new narrative to make an impact among the potential customers. The narrative would be a part of this aggressive push (referring to the overall product strategy). You cannot discard the volume segment in its entirety. There are different ways to address the same elements, probably address them with slightly premium level. An effective analogy here could be that of the premium hatchbacks. A premium hatchback costs almost the same as an entry level sedan. However, Replica IWC Watches UKthey are selling a lot in the local markets. Therefore, it is not wrong to understand that there could be a premium end within the commuter motorcycle segment as well.” Talking about the expectations from the V15 model and the margins of Bajaj Auto, Arun Agarwal, auto analyst, Kotak Securities, said: “Last year it launched a number of models in the commuter bike category which helped grab substantial market share. Margins are overall good for the company despite all challenges they have been able to hold on to the 20 percent EBIDTA. In terms of garnering sales volumes, the key would be the V15 motorcycle this year. We need to see how the V15 performs over the next one year. It could boost the volumes for the company substantially, and if the product is right then it should be able to hold on its own as well even in the foreseeable future. Looking from a long-term perspective we need to understand where exactly the volumes are there in the market.”

Courtesy : Autocar

Royal Enfield has announced that it will launch the Himalayan adventure tourer motorcycle on March 16, 2016.

The Himalayan was unveiled in February 2016. It gets a half-duplex split cradle frame with a 41 mm fork suspension with 200 mm of travel at the front and a linkage-type monoshock with 180 mm of wheel travel at the rear. The bike weighs 182 kg, has a 15-litre fuel tank and a claimed touring range of 450 km.

At the front, the Himalayan rides on a 21-inch wheel shod with a 90/90 section tyre, while at the rear, it has a 17-inch wheel shod with a 120/90 section tyre. The bike has a ground clearance of 220 mm.

Powering the Himalayan is a 411cc, single-cylinder, 2-valve, SOHC, carburetted engine that develops 24.5 BHP @ 6,500 rpm and 32 Nm of torque @ 4,000-4,500 rpm. The power is transmitted to the rear wheel through a 5-speed manual gearbox. Stopping power comes from a 300 mm disc brake and a 240 mm disc brake at the front and rear respectively.

The Himalayan will be available in two colour options - Granite and Snow.

Courtesy : Team BHP