Auto car: October 2019

F1 2021 rules revealed: What’s new

F1 has presented the blueprint for its future, revealing the new set of rules and regulations for its 2021 overhaul, along with giving a first proper look at what the new cars will look like. The new technical, sporting and financial regulations were unanimously approved by the Fédération Internationale de l'Automobile’s (FIA) World Motor Sport Council, with a statement released by the series stating that the new rules aim at “promoting closer racing and more balanced competition, as well as bringing economic and sporting sustainability to Formula 1”.

In addition to introducing technical changes, which should in theory make for better racing, the new rules also see the introduction of a cost cap for teams. Here are some of the key changes:

New look for raceability

Current F1 cars’ inability to closely follow each other for long durations has been an apparent problem plaguing the series over the past few seasons. In an attempt to remedy that, the 2021 F1 cars will sport a new design philosophy – with more simplified front wings, bigger rear wings, wheel-wake control devices, a simplified suspension and low-profile tyres with larger 18-inch rims (up from the current 13-inch rims). More crucially, 2021 will also see the re-introduction of ground effects, which have been banned in the sport since the early 1980s.

In 2019, cars can lose more than 40 percent of downforce while running in another car’s wake. But according to F1’s calculations, this figure should drop to 5-10 percent with the 2021 design, which should theoretically ensure that the airflow coming off the cars is cleaner and directed higher. With the dirty air affecting cars less significantly, it should give drivers a better chance to battle and overtake.

As a result of these changes, the cars will be around 25kg heavier (and as a result slower), at least to begin with. While announcing the new rules, FIA's head of single-seater matters, Nikolas Tombazis, did state that the new cars are expected to be around 3-3.5sec slower per lap; but reiterated that raceability is the main target with the 2021 design, rather than outright speed.

Additionally, a bodywork display panel and a rotating LED display panel fitted on the wheel rims have also been proposed to provide information to spectators.

Cost cap

After years of discussion, F1 will finally introduce a cost cap for teams from 2021, with the series saying this should help make the sport “fairer and more sustainable” by limiting “the growing spending gap between F1’s big spenders and those with fewer resources, and the on-track performance differential this brings.” The financial limit will be set at USD 175 million (around Rs 1,242 crore) per team for 21 races, with USD 1 million added for each extra race.

The cost cap will apply to anything that covers on-track performance, but will exclude marketing costs as well as salaries of drivers, and the top three personnel on the team.

Frozen specifications

F1 currently has no real restrictions on the introduction of bodywork updates throughout the season. But from 2021, a new “reference specification” will be introduced, wherein the cars will essentially be frozen after initial scrutiny on Friday morning. Teams will be allowed to trial new parts in FP1 and FP2, but will have to revert to the reference specification ahead of the final practice session. As a result, cars will now enter parc ferme (locked in race trim) once they leaves the pit lane during FP3, rather than qualifying. Any changes made to a car part, the suspension set-up or aerodynamic configuration under parc ferme will result in the driver starting the race from the pit lane.

The series believes that limiting car upgrades over race weekends and the number of in-season aerodynamics upgrades should reduce “the costly development arms race that can result in a less competitive grid”.

Standardised parts

In a bid to further control costs, certain parts (like fuel pumps) will be standardised, while other parts (like wheel covers) will have a prescribed design. Gearbox design will also be more restricted, with configurations frozen to save research and development costs.

Restrictions will also be placed on the number of times some components, like brake pads, can be replaced. Additionally, exhaust systems will also be limited per season, with each driver able to use six before receiving a penalty.

New race weekend format

With the maximum number of races in a season now increased to 25, F1 will introduce a minor tweak to the race weekend structure to help teams deal with the expanded calendar. Rather than taking place on the Thursday before a race, the pre-race press conferences will now take place on Friday.

The new rules also mandate that every team must run at least two practice sessions during the year using drivers who have completed two Grands Prix or fewer.

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Special Feature: Building character - Renault & Formula One

Formula One is a sobering and, at times, frustrating business; but when it all comes together, that’s what makes it worth it. Everybody – every team, every driver, every mechanic, every engineer; literally everybody who competes in the sport – is in it to win it.

But the path to victory is never straightforward. The competition is cut-throat, success is hard-fought and failure threatens around every turn. To put it simply, winning in Formula One is hard.

That is precisely why the Renault F1 Team has taken on the challenge. They already know what success tastes like, having raced to two consecutive double titles with Fernando Alonso in the mid-noughties. However, this 2019 season has highlighted the difficulty of returning to the exclusive pantheon of Formula One champions.

Nico Hülkenberg joined Renault F1 Team in 2017 and has been instrumental in propelling the team’s rise up the F1 order.

Renault returned to Formula One with a full works entry in 2016, having acquired the struggling Lotus outfit at the end of the previous year. The team’s rise has been near-vertical ever since – in their first year back, they finished 9th out of the ten teams in the constructors’ championship and improved to 6th in 2017; and ended last season as the best of the rest in 4th.

But the more rarefied the heights get, the harder it becomes to scale them. Having finished behind only Mercedes, Ferrari and Red Bull, Renault went into the season just one step away from making the leap up to championship contenders.

“We go into this season aiming to keep this strong and measured momentum (of the last few years) going,” said team principal Cyril Abiteboul at the team’s official launch ahead of the start of the season in February. “We do not target x or y position or a number of points: what I want to see is that the team continues its trajectory of progression towards the top teams.”

Renault F1 Team went into the 2019 season just one step away from making the leap to championship contenders.

Still, their meteoric rise meant expectations were high. Having signed seven-time Grand Prix winner Daniel Ricciardo – which in itself is a statement of the team’s future ambitions – the pressure was on to break clear of the midfield group and move into an undisputed 4th.

The season has not quite gone to plan, though. 17 races into the 21-race season, Renault F1 Team sits 5th, one place lower as compared to last year. “It’s not the season start that we wanted, that we were ambitioning, working for and advertised,” said Cyril Abiteboul, ahead of the sixth race of the season in Monaco. “In my opinion, obviously there has been a collection of issues – not excuses, but issues – over the first five races that do not reflect the ambition, the level of our drivers, the level of the team. So it’s up to us to react and come up with clear answers to the different issues.”

Daniel Ricciardo celebrates his 4th place in qualifying for the Canadian Grand Prix – one of Renault F1 Team’s strongest race weekends.

And come up with answers, Renault F1 Team has. The team has bounced back from those
early season lows. It’s a testament to the team’s ability to turn things around over a short period of time – strength that could make the difference between victory and defeat in the ebb and flow
of a title battle.

Renault F1 Team’s struggles this year also haven’t come from the R.S.19 being slow. The car has the pace. The team have simply struggled to extract its ultimate potential consistently. This is borne out by the team’s points comparison between this year and last year.

Last year, the team consistently kept the points flowing in. This season, they have made big jumps at certain times during the season – in the Canadian Grand Prix for example; or the Italian Grand Prix, where the team picked up its biggest single weekend points haul, since 2008. Performances like those at Monza offer evidence and encouragement that the infrastructure the team has been putting in place, as it builds back up into a championship-contending force, is paying off.

Cyril Abiteboul could well be the man with the hardest job in Formula One. He is positioning Renault F1 Team for victory. But the road to the top is long.

The car has the speed and it’s always easier figuring out how to consistently extract the maximum potential from a fast car rather than make a slow car fast in the first place. “I’ve been there a little bit more than a year now,” said Renault F1 Team’s executive director, Marcin Budkowski, a big signing who joined the team in April 2018, ahead of the British Grand Prix in July. “(I) joined a team that is still in the process of reconstruction. I’ve found a team that under the previous management and the previous ownership was heavily under-invested. When Renault came back there was a lot of investment made, a lot of recruitment.

“We increased the workforce by more than 50 percent now. It takes time to integrate all these people, to get all these new tools online, to get the understanding of the physics involved in designing and racing a Formula One car again. So we’re still in that phase of rebuilding.”

As the Italian Grand Prix showed, the R.S.19 is quick. The team have to work on extracting that speed out of it more consistently.

“It’s in a much better place than it was – but there’s still some work to do, and certainly since I arrived I’ve focussed on the organisation structure: putting the right people in the right positions; getting the team to work better; getting the team to be more efficient; to be more creative. It’s getting better but there’s still some work in front of us.”

Renault F1 Team would be the first to admit that they should have delivered more this season. But championship-winning character is built when the chips are down. Formula One is nothing if not an exercise in character building. You lose more than you win – that’s a fact of all sport, but all the more so of Formula One.

Daniel Ricciardo has brought fresh enthusiasm and energy to Renault F1 Team. Next year, he will be joined by talented youngster Esteban Ocon.

Ferrari are the sport’s oldest and most successful team. They have competed in every season since Formula One began racing in 1950. And yet they have won only 16 constructors’ championships and 15 drivers’ titles in 70 seasons of competition.

Therefore, one season that is slightly below expectations is no threat to Renault F1 Team’s title ambitions. If anything, it only hardens the team’s resolve.

Besides what the points standings say, the team remains on an upward trajectory. They have signed Esteban Ocon for next season alongside Daniel Ricciardo. The young Frenchman infuses even more hunger and energy into Renault F1 Team’s driver line-up. Behind the scenes, the pieces that will transform the team into a championship-challenging force are falling into place.

Renault F1 Team celebrate their breakthrough result at the Italian Grand Prix.

This is why 2019 isn’t as much a step back as a brief plateauing of form. Think of it as a brief pause, a marshalling of strength, being gathered in readiness for a title tilt in 2021.

“The team is now clear on the areas that need to be improved. It’s not where we wanted it to be,” said Cyril Abiteboul. “In my opinion we have made a good step on engine power, as demonstrated by top speed on a number of tracks that are sensitive to that. The driver line-up... is a strong one. Mechanically, the car is good. We know what’s missing and that’s clearly the current focus right now. We are putting everything into it.”

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Connected, capable, cool

There are many reasons why the Hyundai Venue is the car of choice for Hyundai’s GID, but prime among them is that it is the country’s first connected car, one that has found favour with thousands of young buyers. The Hyundai Venue, which comes with an embedded SIM card, was launched in May this year, and the response to it has been staggering. Between May and September, the Venue garnered over 72,000 bookings and 42,681 customers.

Nearly half of all Venue buyers prefer it with the Blue Link system, which is powered by an e-SIM.

If you are in your late 20s or early 30s, you’d love the way the Venue has been put together, and about 10km from the former princely state of Rajpipla, one gets to know why so many young buyers are united in their appreciation of it.

A lot of it has to do with several typical Hyundai attributes. For example, at 10kph on an unusually traffic-free state highway, the Venue feels planted, and the feel of the cabin is top class. Its turbo-petrol engine is so refined and smooth. And when you’re in the mood for some fun, the 172Nm of torque satiates your need for speed. The light controls make it more manageable while negotiating traffic in small towns.

The Hyundai Venue feels planted at high speeds

The Venue might be a sub-four-metre car, but Hyundai has worked well on extracting the maximum space for passengers. If you, like us, prefer the driver’s seat, you’d be glad to know that the high seating position affords excellent visibility. There are other reasons for the Venue’s shattering sales performance. Case in point?

As we home in on Rajpipla, we are hungry, and we simply call up the concierge service and it directs us to the best place for thalis in town. Et voila! That bit is just one of the many features the car’s much-admired Blue Link tech delivers. Blue Link allows users to manage and perform a host of functions, thanks to a dedicated server the SIM talks to. A suite of safety and security features, location-based services, driver alerts, voice commands and remote assistance can be accessed via a smartphone app.

And all of it actually works – our journey was made much smoother by the likes of Live Traffic Information and Live ‘Point of Interest’ search – just the things to have when are you out on the road. Not surprisingly, 50 percent of Venue buyers opt for the Blue Link technology in their car.

Universal messages

Rajpipla is a lovely town; its centerpiece is a magnificent palace that is over a century old. With fantastic Gujju food in our bellies, we thumbed the starter button again, and guided the Venue along tiny towns such as Kochbar, Netrang, Ukai and Songadh. Winter is yet to make its appearance, but along the way we saw nature preparing for it. In some places, the lush green glow of the monsoons gave way to more austere colours, and one could sense that the days would soon get shorter. The Venue made short work of the distance – about 300km – to our destination.

The Hyundai Venue at the Vijayraj Palace Complex in Rajpipla

You might have never heard of Mangi-Tungi, but take our word for it – as far as sights go, it is a memorable one. Mangi-Tungi is a twin-pinnacled peak, about 120km from Nashik. At over 4,000ft, the peaks are respectably tall – but that is not the reason that pulled us to the hills. Both Mangi and Tungi are of great significance to Jains, and the hills are dotted with several caves that contain several images of Jain tirthankaras or spiritual teachers.

Mangi-Tungi is of great significance and the hills are dotted with caves that contain several images of Jain tirthankaras.

However, while the ancients engraved images of their spiritual guides on the walls of caves and monasteries, men today erect gigantic statues as tribute. The one at Mangi Tungi is, in fact, the tallest Jain statue in the world, and depicts the first of the 24 Jain tirthankaras – Rishabhanatha. It has been fittingly named the ‘Statue of Ahimsa’, since Jains consider non-violence to be the most essential duty for everyone (ahinsā paramo dharma). That message, of course, has universal appeal, and it was Rishabhanatha who first articulated the founding tenets of Jainism.

The 108ft idol has been carved out of a single rock, and even on a weekday morning, there are streams of devotees paying obeisance to the tirthankar. We crane our heads to get a better look. The statue, set against the hills, rises high, bearing a peaceful visage. A lot of that peace also appears to radiate around the place. We spend about an hour at the complex of temples, and then get back into the car.

Our next destination will take us down south, and there, we will encounter Bahubali. That, however, is another story, for another issue.

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History of the Mercedes-Benz S-class

Mercedes-Benz has one aim when it comes to its range-topping S-class – to make the best car in the world, and that’s no mean feat. But as the automotive industry has witnessed time and again, with each new Mercedes S-class variant comes innovative technology never before seen on a car. The S-class has always been a game-changer. So where did it all begin?

The Mercedes S-class DNA can be traced back to 1951, when at that year’s Frankfurt motor show, the German carmaker introduced the svelte W187 220 and W186 300 models. Available in sedan, coupé and cabriolet styles, the 220 was powered by a 2.2-litre, six-cylinder overhead cam unit producing 81hp.

The original S-class, the 'Ponton' was the first monocoque Mercedes.

In its grander 300 guise, an 114hp, 3.0-litre, inline-six propelled the car onto a top speed of 161kph – cementing the 300 as the fastest German production car at that time. Technical highlights included a safety lock to prevent doors from bursting open and electronically operated torsion bar suspension to compensate the height of the rear wheels under heavy load.

In 1954, the W180 220 series made its debut. Nicknamed 'Ponton' for its markedly round, slab-sided design, the 220 showcased an innovative single-joint swing axle for improved safety and comfort, an automated clutch, manually controlled fuel injection and even separate heaters for driver and passenger.

The Fintail featured crumple zones and locks which ensured the doors stayed closed in a crash.

Five years later, the ‘Fintail’ Mercedes-Benz W111/112 arrived in five versions, from 220b to the 300SE long-wheelbase form. The W111/112 took safety to a whole new level; boasting the world premiere of front and rear crumple zones, the first Mercedes-Benz car to feature disk brakes all round, while an injury-reducing interior brought to the forefront three-point seat belts, a padded steering wheel and wedge-pin door locks.

In 1963 Mercedes-Benz unveiled the colossal W100 600 limousine, available in short-wheelbase and long-wheelbase ‘Pullman’ versions. Embellishments such as air suspension, hydraulic appointments all-round and a 250hp 6.3-litre V8 shifting the hefty 2600kg body gave the 600 an air of supremacy, proving immensely popular with political figures and celebrities during its time. Production ceased in 1981 with 2677 examples built.

The stacked headlighted W108 introduced Mercedes' trademark single stalk control arrangement.

Two years after the debut of the 600, Mercedes-Benz launched the W108/109 saloons to replace the previous generation ‘fintail’ version. The W108 line, which included the 250S, 250SE, 280S, 280SE and 280SEL were larger than its fintail predecessor it replaced. The W109 was identical to the W108, but featured an extended wheelbase of 115mm and self-levelling air suspension. Its success as a “premium flagship” car convinced Daimler to add a long-wheelbase car to the model range and from that point on, all future S-class models would feature a long-wheelbase variant.

In 1966, company engineer Erich Waxenberger had a brainwave: extract the 250hp, 6.3-litre V8 unit from the 600 limousine and shoehorn the lump into the W109 body, thus creating the Mercedes-Benz 300SEL 6.3. The result was a nigh on two-tonne sedan with enough performance that left Porsche 911S owners on an autobahn looking flat-footed. The 0-100kph sprint dispatched in an eye-popping 5.7 sec and onto a top speed of 230kph. Even Mercedes-Benz’s tuning subsidiary (AMG) got in on the act, producing a fettled 6.8-litre V8 425hp version nicknamed the 'Rote Sau' or Red Pig, which went on to finish second at the Spa 24 Hours in 1971.

1972's W116 was the first to use the S-class tag.

After years of subtly dropping the ‘S’ into its luxury flagship cars, in 1972 Mercedes-Benz eventually gave in and named their W116 variant the S-class. Stamping its authority as the halo model in the German carmaker’s line-up, the W116 S-class was the first production car to get ABS – it showcased the hugely advanced system in 1978. Other innovations included the first production sedan with a turbodiesel engine (the 300SD launched that same year), cruise control and a collision-proof fuel tank.

1979 saw the introduction of the W126 which was the first to offer seat belt pretensioners and a driver airbag.

In 1979, the W126 S-class was launched. Featuring improved aerodynamics and sleeker lines, the W126 continued the S-class technical trend, including revolutions such as the world debut of the driver’s side airbag in 1981 and front passenger airbag in 1985, passenger seatbelt tensioners, a bodyshell with a ‘forked’ longitudinal member to meet the offset of crash requirements and lighter all-alloy V8 engines. The W126 S-class’s production run of 12 years was longer than any S-class before or since, with over 8,90,000 models sold worldwide.

The W140 introduced the world to Linguatronic technology.

Mercedes-Benz unleashed the bulkier W140 S-class in 1991 in the form of two wheelbase versions and a W140 coupé. In addition to boasting such electronic wizardry as Electronic Stability Programme (ESP) – another world-first – adaptive damping, brake-assist and self-closing boot and doors, the W140 also featured double glazing on the side windows and was the first Mercedes-Benz passenger car to come with a production 12-cylinder engine. Back then, it was the brand’s most powerful passenger car – the 6.0-litre unit pumped out 413hp.

The S500 and S600 featured cylinder deactivation.

Fast-forward seven years and the W220 replaced the now-ageing W140 with a completely new design, resulting in a body that was slightly shorter and lighter than its predecessor. The W220 continued the S-class’s pursuit towards ever-improving safety with eight airbags, ‘Pre-safe’ occupant protection system and an automatic childseat recognition system. Automatic cylinder shut-off, ventilated seats and a ‘Keyless-Go’ access system also made their debut. Mercedes-Benz also launched the first official AMG-badged S-class in the form of the S55 AMG armed with a 500hp supercharged 5.4-litre V8.

W221 models saw the introduction of the world's first luxury hybrid.

In 2005, the W221 S-class was unveiled at that year’s Frankfurt motor show, with evidence of a bulking diet – overall proportions being slightly larger than the preceding W220. Technological bragging rights included lots of ‘assisting’, with infrared night view assist, blind-spot assist, park assist, lane-keeping assist and a proximity control including an automatic braking system.

The latest generation, the W222 uses cameras to scan the road for optimum ride and body control.

With Mercedes-Benz’s new W222 model pioneering rear seatbelt airbags and tweaks to its Airmatic Active Body Control and Distronic Plus systems, can the S-class continue to be the technological tour de force not only in the luxury sedan car segment, but also in the automotive world?

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SCOOP! Ford mulling over Mahindra Marazzo-based MPV for India

At the announcement of Ford and Mahindra’s joint venture (JV) for India last month, executives of both companies made public plans for three new SUVs for Ford, and their cooperation in electric vehicle development. Autocar India can now confirm that there’s a lot more to come from the JV too – including a new Ford MPV, which will based on the Mahindra Marazzo.

Ford had previously considered entering the Indian MPV market with a low-cost version of the B-Max (code: B516) to take on the Maruti Suzuki Ertiga. However, the investment needed was too high for the volumes projected, especially in a market where MPVs were being overshadowed by SUVs. As a result, the project was ultimately shelved. Now, with this new JV in place, Ford has access to the Marazzo’s platform, which the company plans to use to develop its own ‘top-hat’.

The new model will not be a badge-engineering job and is expected to get a completely new body designed to retain the look sported by Ford’s global MPVs, like the B-Max. There will be plenty of unique elements on the inside as well like a new dashboard altogether, along with the Sync series infotainment system from the Ford parts bin. Like the Marazzo, the new Ford MPV could be sold in seven- or eight-seat configurations. Under the skin, however, the Ford MPV will have much in common with the Marazzo. The Marazzo’s unique combo of ladder-frame chassis and front-wheel drive will be retained, though Ford is sure to rework the suspension tuning. What will be common to the two MPVs is their powertrain. A BS6 version of Mahindra’s 1.5-litre diesel engine will power the Ford MPV, and manual and AMT auto gearboxes will be on offer, as well. A 1.5-litre turbo-petrol (which Mahindra is in the process of developing) is also a likely engine option.

This new JV has opened a wide range of new product options that were not feasible for Ford to develop on its own earlier; but by sharing development and production costs with Mahindra, products like a mid-size MPV – which Ford had seriously mulled over in the past – are back on the drawing board.

For Ford, the MPV segment is of particularly interest as MPVs have been an integral part of Ford’s global model range. “MPVs resonate with the perception that Ford is a family brand with family values,” said a source in Ford.

More importantly, there has been a resurgence of the MPV segment led by the second-generation Maruti Suzuki Ertiga and, more recently, the compact Renault Triber. The Marazzo too, has contributed to the MPV segment’s growth whilst the Innova Crysta has remained unchallenged at the top-end of the segment. The Kia Carnival is all set to crash the Innova’s party and push segment sales further. “It’s the right time to enter the MPV market, especially since the entry barriers are now much lower with the Mahindra tie-up,” said a company insider from Ford.

The new Ford MPV is likely go on sale in India sometime in 2021.

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Electrifying formula: Driving a Formula E car

The buzz word in the automotive world these days is ‘electric’. Even the pinnacle of racing has an electric version — Formula E. Purists have scoffed, but the Series is gaining popularity really quick and I got the chance to go out and watch a race. Now that’s a story in itself, but the bigger story is that I actually got to drive the Formula E cars, both Gen1 and 2. Certainly an exhilarating experience, but let’s start from the beginning.

To be able to get into the Formula E car and race, it’s vital to have some experience. Our first stop is at QEV Tech in Barcelona, where the Mahindra Racing drivers come to get in hours of practice in the simulators. I feel pretty special already, with a team of engineers buzzing around me to do a seat fitting, settle me into the sim and get set to go. I think it is all okay, but then suddenly I hear, “No, no, no, she doesn’t have enough pressure on the brakes”.

Getting tips from ace driver Jérôme d’Ambrosio.

I look up to see Jérôme d’Ambrosio, the Mahindra Racing Formula E driver, peering over my shoulder. “Okay, press the brakes hard, stand on them,” he says. I am a bit in awe and do my best. “You see, it’s not enough. Move the seat forward,” he tells the engineers. Wow, and I thought I was just fine. While the engineers work to get some more padding in behind me, Jérôme tells me I need to get upto at least 40 percent to begin with. So this time around, I jam my foot down and it works. Finally, we are good to go and I’m nervous as hell because I have Jérôme instructing me. I have never been good at video games, hate the lack of real feel, and instantly I’m pretty lost in the simulator too. The brakes are hard to manage and I go off the track, into the guard rails and spin as well. I can see Jérôme and the team getting a little worried at my abilities. I feel a bit foolish too.

“Okay, focus,” I tell myself, but by lap 3, I start to feel uneasy. And then I spin. The car goes around on the three screens enveloping me, while I remain static. This messes with my head, which is also spinning, and my lunch begins to well up in my throat. I run out of the car and empty the contents of my stomach. I splash cold water on my face, but my head is still buzzing. “Let’s go get some fresh air,” Jérôme suggests. At this point, I’m feeling really sheepish. But he is such a great motivator. “Don’t worry,” he says, “Even Nick Heidfeld cannot handle the sim. It takes him a while to get used to it. Does a few laps, gets out and then builds it up slowly as it makes him uneasy too.” I know I’m supposed to feel better, but I don’t. Since there are others who are yet to have their turn at the sim, I don’t get to give it another shot. As a result, I’m not as familiar as I need to be with the circuit we are supposed to drive on the next day.

Getting into the Gen2 car over the Halo is an art.

Next morning, we head to Calafat. My head is just about getting back in place, but there are giant butterflies in my stomach. I have driven Formula cars, raced them too, but the session in the sim has made me nervous. Jérôme takes us around the track in the car so that I can familiarise myself with it, and then it’s time to gear up and get in. I’m told I will drive the Gen2 car first. Getting in over that Halo and into the seat is an art in itself and they make me do it a couple of times till I get my seating position right. Finally it’s time to go and my heart is now pounding. As they push the car out of the garage and into position, I can hear my breathing in the helmet — it’s shallow and quick. “Let’s go!” the engineers shout out.

I gingerly squeeze down on the throttle to exit the pit and the car leaps forward with an instant burst of power. As soon as I am out on the track, I feel at home. I slam my foot down and the Gen2 car pushes me back in my seat as the massive wave of torque propels me forward. There is a grin breaking loose under my balaclava and the butterflies have now flown home.

At the first corner, I brake early, remembering the simulation. But it works so efficiently that I realise I have slowed down too much for the corner. I hit the apex easily and floor the throttle as soon as I have the wheels straight, and boom, the power is back. It’s an odd feeling to speed without the scream of a revving engine. Here, it’s just the shrill whine of the motor and the wind whipping around the helmet, but it is strangely wonderful. It’s just you, the track, the car and nothing else, almost zen-like. It’s also deceptive because there is no screaming engine — you often don’t realise how quick you are going. We haven’t been given full power, of course, but it’s still really quick and this time I have to slam the brakes, slow down and turn in. The series of corners and chicanes are swiftly dealt with and by lap 2, I am in a rhythm.

The adrenaline is all there, the thrill of whipping around corners, the drama of flying down a straight and the twitch of the rear as you brake hard and drive into a corner again. This car may not sound dramatic, but behind the wheel it’s quite a blast. It is surprisingly easy to get a hang of, considering I’m not using the myriad of buttons on the steerings. There are no gears to worry about, no fear of over-revving; just torque on demand. The Gen2 car feels so stable, I wonder if I’m not going fast enough. But as the three laps come to an end all too soon, I drive in and there are grins all around. “That was really good!” I hear. A wave of relief washes over me. I haven’t lost the plot just yet. Still have some in me.

A quick lunch break and it’s time to drive the Gen1. This one’s easy to hop into minus the Halo. Now, with a sense of familiarity, I head back out on the track. Almost immediately, I feel the difference. Power doesn’t come in so easily once you brake hard, and you have to learn to work the throttle or the car judders as it gets back on power. The steering is heavier and requires way more effort, the brakes – well, let’s just put it this way: I have to stand on them to get them to bite. Around corners, you can’t brake progressively. You have to brake hard, align the car, turn in and power only once the wheels are straight, or it snaps much more easily.

I do two laps and by the third, which I know is the last I’ll have, I try to give it everything and overcook a corner. I brake a little late and realise I’m not going to make it. So instead of spinning, I simply run off into the gravel trap straight. That means it’s all over.

I’m stuck in that gravel trap, waiting for the crew to come and get me, but there is a massive grin under my helmet. The feeling’s sinking in — I’ve just driven the Gen1 Formula E car and I’m also the first female journalist to have driven the Gen2 car. The experience has been completely electrifying, to say the least. The drive in both the cars has made me realise the pace of evolution in the Series, in how short a while the car has been developed and also what a headstart Mahindra has in the EV race. The kind of technology and development that is happening here is already being shared with the Pininfarina Battista and it means EVs from Mahindra will be the ones to watch out for.

The Gen1 car was a handful but the smile still didn’t leave my face.

Back in the pits, Jérôme looks up, smiles at me and my wide grin, and says, “Wasn’t too bad, was it? Sorry, forgot to tell you the brakes really need to warm up in Gen1.” I’m pumped by the whole experience. Not bad? This was awesome.Bucket list ticked!

Paris E-Prix

The Paris round of the Formula E was the first wet race of the season. Under the grey clouds in Paris, the Mahindra team whipped up a stellar performance, but the tension in the pit was palpable right until Pascal Wehrlein’s name came up at pole position on the TV screen. The whoops of elation all around made me get up and scream with joy as well.

Watching the race with the team, you get to witness the tremendous work that goes on behind the scenes, right from prepping the car and getting it just right, down to the minute-by-minute strategy all through qualifying. For me, it was also a learning on how a high can so quickly dissolve into a low – the parameters of tyre pressure were not met by the team at the end of the qualifying and one small error took both drivers down to the back of the grid.

Now had that happened to me, I’d have probably lost my cool. But Mahindra’s sporting spirit clearly shone through as both drivers kept their heads firmly on their shoulders, took the setback in their stride and worked with the team to strategise on how to make the best out of the worst possible situation.

Being in the pits all through the action heightens the experience of the race.

The race itself was very wet and Jérôme d’Ambrosio pulled off a great performance to come up all the way to 7th position. The excitement of the team rubs off, and even I was standing there yelling “Yes!” every time he passed a car. Unfortunately, the tyres played a sorry part here too, with the safety car coming on for a long stint – the cold tyres and wet surface sent him into the barriers in the closing stages of the race.

It was an amazing experience, with adrenaline pumping one minute and disappointment washing over the next. But mostly, it was a lesson about what “teamwork” really means.

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Bajaj Pulsar 150 Neon updated

Bajaj Auto has launched an updated Pulsar 150 Neon with purely cosmetic changes. The Pulsar 150 Neon gets new, body-coloured tank extensions that are identical to what the premium Pulsar 150 variants get.

This could be seen as a way to distinguish the Pulsar 150 Neon from its Pulsar 125 Neon sibling that was launched a few months back. Before this update, the only way to visually distinguish the Neon variants of these bikes was their badging.

Mechanically, the Pulsar 150 remains the same. The bike is powered by a 149.5cc, air-cooled, single-cylinder engine that develops 13.8hp and 13.4Nm of torque; coupled with a 5-speed transmission. Most of the other components on the Pulsar have remained unchanged for a while. The telescopic fork, gas-charged monoshock and alloy wheels, for example, are the same as before.

As far as competition is concerned, the updated Pulsar 150 goes up against the TVS Apache RTR 160. Its Rs 75,200 (ex-showroom Delhi) price tag remains unchanged following the update.

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The genesis

The sky is overcast but the sun peeks out every now and then as we cut through the early morning traffic in Mumbai. Rajmachi Fort is over 500 years old, and was one of the several forts taken over and strengthened by Shivaji Maharaj. The fort is located at a distance of about 100km from Mumbai; but if you are an astute driver, a quick drive is all it will take to understand the stupendous success of the Brezza. When it was launched, the Vitara Brezza was the first-ever Maruti Suzuki to be designed and developed entirely in India, with localisation levels as high as 98 percent. Which means the Brezza, built on Suzuki’s global C platform, is as Indian as one can get, and – as its sales figures have proved time and again – to be world-class too. The Brezza announced itself as a game-changer right from the word go. It achieved its first 1,00,000-unit sales in 12 months; 1,50,000 came up in 17; it crossed 2,00,000 in 20 months; and 4,00,000 units in 35. In fact, it created a record by breaching the 4 lakh-unit sales mark in less than three years since its launch. Not surprisingly, it also swept every major automotive award in 2017 – 28 to be precise!

But if you’ve been a Brezza owner for sometime, those numbers would not come across as surprising – and that’s because, as far as automotive packages go, Maruti Suzuki’s SUV totally nails it – from the way it looks to the mechanicals.

It’s got the look

Half-way through our drive, we stop at a roadside dhaba and, as we sip our tea, our eyes trace the contours of the Vitara Brezza. The Brezza is as handsome as they come, in a very masculine, square-jawed sort of way. It’s got a bold, upright stance, clean lines, and those short overhangs, squared-out wheel arches and mildly raked tail accentuate its good looks. We also particularly like the high-set chrome grille, and the use of blacked-out fog-lamp enclosures and that bumper with the split air dam, all of which add visual heft to the Brezza.

It has gained many fans who go ape over its floating roof design, in which the A-, B- and C-pillars come finished in black, while the roof and D-pillar are painted in the body colour and are also available in a contrasting shade of black or white. The floating roof is among the many things that set the Brezza apart.

The Brezza’s spacious cabin exudes quality and caters to both, individuals and families.

It checks nearly every box you can think of inside as well. Its spacious cabin features elements that cater to both, the individual and the family, and the space exudes quality. Silver highlights and glossy-black plastics are used tastefully, and storage spaces abound. The Brezza is also available with Maruti Suzuki’s intuitive SmartPlay touchscreen infotainment unit that supports both, Apple CarPlay and Android Auto, as well as reverse camera, cruise control, auto headlights and rain-sensing wipers, among others. Maruti Suzuki’s engineers have worked intelligently, as far as space goes: the roominess of the cabin has not had an impact on boot space one bit. The 328-litre boot space can be extended by lifting the rear-seat base and folding the 60:40-split seats forward to create a larger, completely flat luggage space.

SmartPlay touchscreen infotainment unit is highly intuitive.

Where the road takes you

The engine that powers the Brezza – the DDiS 200 – is a tried and trusted performer. The 1.3-litre, four-cylinder turbo-diesel motor produces 90hp and a robust 200Nm of torque. So you get the brawny mid-range the engine is famous for, which also allows it to be surprisingly quick – more so than many of its rivals.

Auto Gear Shift delivers advantages of both, manual and automatic transmissions.

The Brezza handles all kinds of driving environments – from bumper-to-bumper urban chaos to highways – with aplomb, thanks to the mid-range and strong top-end. This car’s engine was mated to Maruti Suzuki’s uncomplicated, highly effective Auto Gear Shift (AGS), which delivers the advantages of both manual and automatic transmissions. AGS transmissions feature an Intelligent Shift Control Actuator – an electro-hydraulic unit that takes charge of clutch and shift operations. It combines the actuator and controller and directly mounts them in the transmission to unify the working components. This helps achieve optimum and synchronised control over the clutch, shifting and the engine, translating into smooth gear changes.

All of this comes into play as the Brezza encounters rutted roads on the way to Rajmachi Fort, as does its suspension and its impressive ground clearance of 198mm. The Brezza dismisses every kind of surface undulation with ease, and the suspension does a great job of keeping its passengers comfortable, regardless of how bad the road surface is. Earlier this year, Maruti Suzuki made the Brezza even more tempting by offering it with a free 5-year/1,00,000km warranty. The new warranty plan covers a host of components and their replacement, including the high-pressure pump, compressor, Electronic Control Module, turbocharger assembly, critical engine and transmission parts, among others. The steering assembly and suspension struts are also covered by the plan.

Maruti Suzuki’s citadel

As the Rajmachi Fort looms into view, we park the car and walk up towards it. It is a surprisingly cool afternoon, and the Brezza looks fetching in the clear light. It also makes us think about how Maruti Suzuki’s doughty SUV has a lot in common with the fort. Like the fort, the Brezza has proved to be near-impregnable in its segment, regardless of what the competition throws at it. Thanks to a fantastic and well-thought-out combination of factors, it continues to have immense recall each time the topic of a compact SUV comes up. As it surely will, now that the festive season has begun.

Just so you know, buying a Brezza has just become more tempting and sweet, with the car available with a bunch of offers. In short, if you’ve been thinking of buying it, there would be no better time than now to get one.

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Quality

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With each engine having numerous sealing requirements, it needs the right gasket technology, design and material to ensure a durable and effective seal. Payen® gaskets guarantee a perfect fit, every single time. A perfect fit means sealing integrity, longer engine life and satisfied customers. Payen offers one of the broadest ranges of sealing technologies available today – whether it’s for vintage engines, the latest two- or three-wheelers, passenger cars or heavy-duty models. Our products are designed specifically to meet – and exceed – the exacting sealing requirements of installers all over the world. This means that they perform exceptionally well in a vast range of temperature and pressure conditions, and across varying surface regularity demands.

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PSA Group and Fiat Chrysler confirm merger plans

The PSA Group and Fiat Chrysler Automobiles (FCA) have confirmed plans to merge on a 50/50 basis, confirming prior news that the two companies were in discussions regarding such a move. Both firms have now said that the discussions would be finalised “in the coming weeks” to reach a binding Memorandum of Understanding (MoU), which will create one of the world's largest automotive groups. They added that the “combined entity would leverage its strong global R&D footprint and ecosystem to foster innovation and meet these challenges with speed and capital efficiency.”

The likely merger will create a car giant worth around 4.6 billion Euros and encompass some of the world’s biggest car brands. FCA owns Fiat, Jeep, Alfa Romeo, Maserati, Ram, Lancia and Chrysler, while the PSA stable comprises Peugeot, Citroën, DS and Vauxhall-Opel. The deal would create the fourth-largest car manufacturer globally, in terms of annual sales – at about 87 lakh vehicles behind Volkswagen Group, Toyota and the Renault-Nissan-Mitsubishi alliance, as well as revenues of 170 billion Euros and a recurring operating profit of over 11 billion Euros.

Today’s announcement also stated there are estimated synergies of 3.7 billion Euros annually “without any plant closures resulting from the transaction.” This would come from a more efficient allocation of resources for major investments in vehicle platforms, powertrains and technology, as well as purchasing power. The two firms projected that 80 percent of the synergies would be achieved after four years.

FCA and PSA shareholders will each take a 50 percent stake in a new Dutch parent company, under the proposals, with the governance structure balanced between the two firms. The board members would comprise five nominated by FCA and five by PSA. Current FCA chairman John Elkann will become the chairman of the new firm, while Groupe PSA boss Carlos Tavares would become the CEO, standing on an initial five-year term.

PSA Group chief Carlos Tavares is famous for cutting costs – for example, turning Vauxhall into profit in under 12 months of taking ownership – and PSA and FCA claimed the merger would make “among the highest margins in the markets where it would operate,” based on FCA’s strength in the Americas and Groupe PSA’s in Europe.

In addition to broadening the global reach of both firms, the merger will also mean that the new entity will comprehensively cover all areas of the market including luxury, premium, mass-market, trucks and light commercial vehicles.

FCA has already been in the news this year, where mergers are concerned. The carmaker held extended talks with Groupe Renault over a possible partnership. However, those talks broke down after the two firms could not reach an agreement. This was thought to be hampered by Renault’s alliance with Nissan and the French government.

Tavares led the purchase of Vauxhall-Opel and has been keen to expand the firm for some time now, either through partnership or further acquisition. PSA is understood to have previously looked at buying Jaguar Land Rover.

What will be interesting to see is how the merger pans out in India. PSA-owned Citroën is set to make its India entry in 2021 with the C5 Aircross SUV, while FCA is represented in India by Jeep. Common sourcing is an expected area of cooperation but further down the road there could be more synergies too. Jeep’s expertise in SUVs could be an asset for Citroën in India while FCA could also benefit from a plant under the new entity. At present, Jeep models are produced at Ranjangaon, Maharashtra at a plant co-owned by FCA and Tata Motors.

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MG opens its first digital showroom in India

MG has opened the doors of its first all-digital showroom, MG Digital Studio, in Bengaluru. Part of a pilot project from the brand, the new digital showroom has no car on display and instead uses a mix of augmented reality and interactive technologies to showcase the brand’s products to prospective customers. The company has partnered with Mumbai-based tech company Eccentric Engine to develop its new digital visualisation platform.

As per the company, the new digital studio aims to offer a unique visual immersive experience to prospective customers using tech such as augmented reality, an interactive visualiser and an AI-based Human Recognition system to digitally interact with the company’s models.

The showroom also has a vehicle configurator that will allow customers to spec any MG model based on their preference, and even book their vehicle of choice. For now, customers can experience MG’s sole model on sale in India, the Hector SUV, at the Digital Studio.

The carmaker is working on the launch of its second model for India, the all-electric ZS EV, which will be in early 2020. A 6-seater derivative of the Hector is also in the pipeline.

Also read:

MG ZS EV prototype review

India-spec MG ZS EV to be revealed in December 2019

MG Hector gets Apple CarPlay, improved Voice Assist

2019 MG Hector review, road test

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Bentley delivers first Mulsanne EWB in Karnataka

British automaker Bentley has announced the recent delivery of its first Mulsanne extended-wheelbase (EWB) limousine in Karnataka. The 5.8m-long, stretched-out Mulsanne is powered by a 6.8-litre, twin-turbo V8 petrol engine that puts out 512hp and 1,020Nm of torque. The colossal output figures are capable of propelling the 2.7-tonne Bentley to 100kph from a standstill in a mere 5.1sec.

In our market, the Mulsanne is available in either standard- or extended-wheelbase (SWB or EWB) guise, with the latter adding 250mm to the wheelbase for enhanced rear-passenger legroom. As can be expected for a car in its class, Bentley offers a high degree of customisation for the Mulsanne so as to match the owner’s preferences. Accordingly, the super-luxury limousine that was recently delivered to VS Reddy, founder and managing director of British Biologicals, wears a Rose Gold exterior paint shade and is specced-up with the ‘Mulliner Driving Specification’ package that adds 21-inch polished alloy wheels, diamond-quilted leather upholstery, rear quarter vanity mirrors, lambswool rugs and ‘Handcrafted by Bentley Mulliner’ treadplates to the already premium offering.

The personalised Bentley Mulsanne EWB also boasts of a gold-plated ‘Flying B’ radiator mascot to complement the gold-detailed badging on the bonnet, boot, wheel centres and steering wheel. The cabin is exquisitely finished in burnt-oak-coloured leather upholstery with burr walnut veneer trim bits. And to deliver a superlative degree of comfort to the chauffeur-driven owners, the Mulsanne is equipped with airline-style reclining rear seats with powered leg rests. Other premium equipment on offer includes seat ventilation and a massage function for all four seats, twin 10.4-inch electrically deployable tablets and a refrigerated bottle cooler for the rear passengers, along with a large panoramic sunroof.

Originally introduced in 2010, the Mulsanne is the flagship model of the British marque’s vehicle range and a worthy contender to the Rolls-Royce Ghost and Phantom. While the current Mulsanne is not due for replacement until the 2020s, Bentley is already evaluating the prospects of going down the all-electric route for its successor.

Also see:

Bentley Mulsanne EWB India image gallery

Bentley Mulsanne review, test drive

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Hyundai Santro receives two-star Global NCAP rating

The results for the latest round of Global NCAP (New Car Assessment Programme) crash tests have just been released, and the new-gen Hyundai Santro was tested too. The Santro secured a two-star rating (scoring 6.74 out of 17 points) for adult occupant protection. The tests showed that while head and neck protection for adult occupants was good, chest protection was weak for the driver and marginal for the front passenger. The Hyundai’s body structure and footwell were also rated unstable.

In terms of child occupant protection, the hatchback received a two-star rating (scoring 15 out of 19 points). As the model tested did not have an Isofix mount for a child safety seat, the protection provided by the seatbelt-based child restraint system (child seat) was poor. Curiously, Hyundai does not have a recommended child restraint system and this is part of the reason why the Santro had a poor showing in this area. For a three-year-old occupant, the head and chest protection was poor, while for an 18-month-old child, head and chest protection was acceptable.

As is the norm for Global NCAP, the test was conducted on the base-spec version of the Santro that is equipped with a driver's side airbag, ABS with EBD and driver seatbelt reminder. Launched in 2018, the Hyundai Santro complies with India’s latest crash-test standards.

The latest round of tests was conducted under Global NCAP’s #SaferCarsForIndia campaign that was introduced in 2014. Ever since, Global NCAP has crash-tested over 30 Indian cars.

Alongside the Hyundai Santro, Global NCAP also published the crash-test results for the second-gen Maruti Suzuki Ertiga, Maruti Suzuki Wagon R, and Datsun Redigo.